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DNV GL © 2016 SAFER, SMARTER, GREENER DNV GL © 2013 Market Developments & Requirements NTUA Seminar 2016 MARITIME
DNV GL © 2016
SAFER, SMARTER, GREENER
DNV GL © 2013
Market Developments & Requirements
NTUA Seminar 2016
MARITIME
DNV GL © 2016
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Topics
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Ballast Water Treatment
Solid Cargo Liquefaction
NOx , SOx , CO2 Emissions
RSCS Notation
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Ballast Water Treatment
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Physical Phenomenon
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alternatives
D-2 standard
D-1 standard
Methods for Managment of Ballast
T R E A T M E N T
Physical Chemical Reception
facilities
Return to
origin Mechanical Flow-through Sequential
EXCHANGE ISOLATION
Ballast Water Management Methods
Cyclonic sep.
Filtration
Cavitation
Ultraviolet
Ultra sound
Disinfection
Biocides
Electrolytic
chlorination
Retention
on board
Dilution
Gas Super
saturation
Coagulation /
Flocculation
5
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EXCHANGE – methods
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TREATMENT - technologies
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BWM Convention since …. 2004
Section A – General provisions
Section B – Management and control requirements for ships
B-1 Ballast Water Management plan
B-2 Ballast Water record book
B-3 Ballast Water Management for ships
B-4 Ballast Water exchange ...
Section C – Special requirements in certain areas
Section D – Standards for Ballast Water Management
D-1 – Ballast Water exchange standard
D-2 – Ballast Water performance standard ...
Section E – Survey and certification requirements for BWM
E-1 Surveys ...
Appendix I – Form of International BWM Certificate
Appendix II – Form of Ballast Water record book
Resolutions 1 to 4
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BWM Convention signed by 47 countries
Albania
Antigua & Barbuda
Barbados
Brazil
Canada
Congo
Cook Islands
Croatia
Denmark
Egypt
France
Georgia
Germany
Ghana
Indonesia
Iran (Islamic Republic of)
Japan
Jordan
Kenya
Kiribati
Lebanon
Liberia
Malaysia
Maldives
Marshall Islands
Mexico
Mongolia
Montenegro
Morocco
Netherlands
Nigeria
Niue
Norway
Palau
Republic of Korea
Russian Federation
Saint Kitts and Nevis
Sierra Leone
South Africa
Spain
Sweden
Switzerland
Syrian Arab Republic
Tonga
Trinidad & Tobago
Turkey
Tuvalu
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30 Flag States
35 % of Tonnage
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Application dates … changing
Timetable subject to Ratification of BWM Convention
D1 or D2
D1 or D2
D1 or D2
D2
D2
D2
D2
D2
today
10
const.
date
BW
[m³]
2009 2010 2011 2012 2013 2014 2015 2016
< 2009 1500 –
5000
< 2009
< 1500
or
> 5000
≥ 2009 < 5000
≥ 2009
and
< 2012
≥ 5000
≥ 2012 ≥ 5000
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Approval of BWTS
IMO
BWMC require a TA certificate by the Administration
(Flag State) or that the specific Flag State
acknowledge another Administration’s TA certificate,
in writing (ref Reg. D-3 and G8 6.3-6.5)
USCG
USCG requires (ref 33 CFR 151.2025) a TA
certificate, issued by USCG in accordance with 46
CFR 162.060
BWTS with IMO TA certificate (by and
Administration) can after a review process by USCG
be listed as AMS (Alternate Management System)
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Sum up …
provides two (2) standards for compliance
D-1 Exchange of BW in open sea
D-2 Treatment of BW during intake or discharge
Since 2004 “in force” but NOT ratified yet
Implementation & approval process need streamlining
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Solid Cargo Liquefaction
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Cargo liquefaction - background
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Vessel DWT Built Lives lost When Cargo type Cargo origin
Asian Forest 14k 2007 0 17.07.2009 Iron ore fines India
Black Rose 39k 1977 1 09.09.2009 Iron ore fines India
Jian Fu Star 45k 1983 13 27.10.2010 Nickel ore Indonesia
Nasco Diamond 57k 2009 21 10.11.2010 Nickel ore Indonesia
Hong Wei 50k 2001 10 03.12.2010 Nickel ore Indonesia
Vinalines Queen 56k 2005 22 25.12.2011 Nickel ore Philippines
Sun Spirits 11k 2007 0 22.01.2012 Iron ore fines Philippines
Harita Bauxite 50k 1983 15 16.02.2013 Nickel ore Indonesia
Trans Summer 57k 2012 0 14.08.2013 Nickel ore Philippines
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Cargo liquefaction - parameters
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Ore fines from rainy climates
Typical BC deigns of smaller sizes
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Cargo liquefaction - phenomenon
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Iron ore fines before and after liquefaction
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Regulatory – IMSBC Code
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Group A Cargo
“Consists of cargoes which may liquefy if shipped at a moisture content in excess of
their transportable moisture limit”.
Moisture content (MC): of a sample, means that portion of a representative
sample consisting of water, ice or other liquid expressed as a percentage of the
total wet mass of that sample (IMSBC Code 1.7.20.)
Transportable Moisture Limit (TML): of a cargo which may liquefy, means the
maximum moisture content of the cargo which is considered safe for carriage, in
ships not complying with the special provisions of subsection 7.3.2 of the IMSBC
Code (Specially constructed or fitted ship)
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When Group A cargoes are loaded
In principle accepted for loading only when:
actual MC of samples < nominal TML of specific cargo
(Tests & Samples ) (IMSBC Code)
Otherwise may be accepted for loading on :
Specially constructed ship: shall have permanent structural boundaries, so
arranged as to confine any shift of cargo to an acceptable limit.
(IMSBC Code 7.3.2.2)
Specially fitted ships : equipped with specially designed portable divisions to
confine any shift of cargo to an acceptable limit.
(IMSBC Code 7.3.2.3)
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How does cargo liquefaction occur?
It is the result of simultaneous water migration and cargo compaction
In the solid state (left picture) the shear strength of the cargo is provided by the
direct contact between the cargo particles. There are sufficient interstitial gaps /
spaces to accommodate the inherent moisture and a proportion of trapped air.
As the cargo compacts under the influence of the ship’s motions and vibrations,
the volume between the particles reduces and interstitial/trapped air is expelled.
Eventually the water pressure resulting from compaction, forces the particles apart,
potentially leading them to losing direct contact, with a resulting sudden loss of
shear strength, i.e. entering a fluid state (right picture)
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Cargo liquefaction consequences
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Capsizing
(stability)
Structural failure
(strength)
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Cargo liquefaction – consequences on STABILITY
lead to a free surface effect and/or
cargo shift effect that influences the
ship’s stability adversely.
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stability consequences may be largest
for ships with full-width holds from side
to side (e.g. a Bulk Carrier
configuration), while the consequences
might be smaller and possibly
eliminated for ships with narrow cargo
holds and wide ballast tanks/void spaces
compared to the ship’s beam (e.g. a
VLOC configuration).
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Cargo liquefaction – consequences on STRENGTH
From a structural point of view, cargo liquefaction will lead to an increased
cargo pressure on the vertical (non-horizontal) bulkheads, that form the cargo
hold sides. This is due to the sideways pressure from a dry bulk cargo being lower
than the downwards pressure, while the pressure from a fully liquefied cargo is
the same in all directions.
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Structural focus areas in case of liquefaction
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DNV GL Actions
understand and analyse the phenomenon
focus on accidents
Investigate feasibility of solutions
Improved rules and design tools
not design solutions yet, but operational measures
Procedures of moister control
Monitoring & Testing
Sampling principals
Loading & Voyage precautions
Guidance but not Rules or Requirements
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NOx, SOx, CO2 Emissions
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Air Emissions from Ships
NOx – local effect
SOx – local effect
CO2 – global effect
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Growing Concern for Shipping … vs declining Industry
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Emission Control Areas - ECAs
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The requirements…
Requirement 2010: Sulphur < 1.00% 2015: Sulphur < 0.10%
ECA sulphur
Requirement 2011: NOx Tier 2, -20% 2016: NOx Tier 3, -80%* * New builds, only in NECA
NOx Global sulphur
Requirement 2020/2025*; Sulphur < 0.50% * Date TBD pending 2018 review – but 2020 will apply in EU waters
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SOx control options
LNG as fuel
HFO + scrubbers for exhaust gas cleaning
HFO & change over to low-sulphur fuel in ECA
1
2
3
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NOx compliance options
Selective catalytic reduction
S C R
Exhaust gas recirculation
E G R
Water based technologies
1
2
3
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Pioneer project … 2000-GLUTRA
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LNG technology is available and in use today…
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2020 guess:
1000
50
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Global LNG bunkering infrastructure by 2020
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New types of M.E. for propulsion
Source: HHI
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Propulsion systems w/ fuel combinations
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Hybrid propulsion …
Viking Lady
Fuel Cells + batteries + diesel (LNG)
engines
In harbor, the ship should be able to
operate on fuel cell and battery power
alone, significantly reducing emissions
in environmentally sensitive areas.
Additional benefits are related to
reduction in machinery maintenance
costs and noise and vibrations.
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Future concepts …
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(Source: FellowShip)
DNV GL © 2016 38
Other
Bulk
General Cargo
Container
RoRo/Vehicle
Ropax Cruise
Tank
0 50 100 150 200 250
CO2 emissions (million tons / yr)
Ocean going
Coastwise
(Coastwise shipping is mainly ships < 15000 dwt, RoPax, Cruise, Service and Fishing)
Source; MARINTEK presentation on IMO Study on Greenhouse Gas Emissions from Ships, 2008
Contribution of shipping in CO2 emissions
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Impact of CO2 emissions – main GHG
39
Gt
CO
2 e
mis
sio
ns inte
rnational ship
pin
g
CO2 emission targets
Business as usual scenario
Known measures; most already cost-effective
More expensive or breakthrough technologies
DNV GL © 2016 40
Energy Efficiency DESIGN Index - EEDI
environmental cost / transportation work
related to type & size
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EEDI – compliance options
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Hull and propeller optimisation
Increase capacity
Improved machinery
LNG as fuel
Other fuels?
Batteries and hybrid propulsion?
Air lubrication
Waste heat recovery
Wind propulsion
Solar panels Shaft generator
Reduce speed
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Ship Energy Efficiency Management Plan – SEEMP
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MEPC.1/Circ.683
“Guidance for the Development of a
Ship Energy Efficiency Management
Plan”
Applies to all ships over 400 GT covered by MARPOL Annex VI
Management Plan targeted mainly to Ship Owners
List of measures to improve energy efficiency of specific ship
Should be established as a active process for crew & company
Planning – Implementation – Monitoring – Evaluation
Aiming to continuous improvement of efficiency
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Energy Efficiency OPERATIONAL Indicator - EEOI
EEOI =
Air pollution
Transport work1
[g CO2]
[t x nm]
=
Impact
CO2 emissions can be directly translated into fuel consump-tion and thus bunker costs and effect on operating profit
Benefit
EEOI focus on pure transport work – transported cargo over distance – not valuing high transport speed
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Potential fuel saving initiatives for SEEMP
Voyage planning
Autopilot
Turbo charger
AE ME
Propeller
Resources
Value realisation
Performance mgmt
Roles and resp
Thrusters Ballast
Trim
Hull
Cargo system
Fuel mgmt
Routing
Speed mgmt
Weather
Polishing
Anti fouling
Logistics Charter contracts
Design
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Analysis of options for saving fuel
500
400
300
200
100
0
-100
-200
-300
4,200
Design optimization
Propeller cleaning Trim/draft
Hull openings Voyage execution
Hull coatings and maintenance
Propulsion improvement devices Speed control pumps and fans
Air cavity system
Performance monitoring
Power reduction (slow steaming)
Weather routeing
Hull form optimization
LNG as fuel
Waste heat recovery
Reefer improvement
Main engine retrofit
Fuel cells Towing kite
Air drag reduction
Abatement
Mt CO2/a
Levers that pay off Levers not economical
10% Emission reduction
Abatement costs [USD/t CO2]
Design measures
Operational measures
4,300
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Sum up …
SOX -> ECAs, alternative fuels
NOX -> New Engine Technologies
CO2 -> EEDI certification, SEEMP/EEOI management
No silver bullet approach, optimization and analysis is needed
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RSCS & LC notations
47
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Route Specific Container Stowage (RSCS)
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Wave and wind load schemes are based on North Atlantic with maximum accelerations, which limits stowage potential for other regions
Unrestricted Service Standard Routes Individual Routes
Route specific loading is common practice for non standardized cargo
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Route analysis
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Class notation RSCS
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RSCS is standing for – Route Specific Container
Stowage
Load assumptions for Specific Routes
Class Notation LC in mandatory to apply RSCS
Optional for new buildings with
– The class sign “Container Ship”
– For the class notation “equipped for carriage of
containers”
– contract date from 2013-05-01 onwards
– LC
Optional for existing vessels
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Class notation LC Requirements Onboard Lashing Computer
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Approved onboard lashing
computer has to reflect the
approved Container
Securing Arrangement plan
- CSA
Test condition printouts and
a copy of the software to be
submitted for approval
similar for the loading
computer approval
Ship-specific examination
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Class notation LC
52 Private and confidential
LC is standing for Lashing Computer
Load assumptions for Unrestricted
Service
Mandatory for new buildings with
– The class sign “Container Ship”
– For the class notation “equipped for
carriage of containers”
– Contract date from 2013-05-01
onwards
Optional for existing vessels
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Reference list of interested clients
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Liners
Owners of chartered vessels
Rickmers Reederei & Cie.
Reederei Claus-Peter Offen
E.R. Schiffahrt
Danaos
Delphis
Reederei NSB
Bernard Schulte Shipmanagement
Norddeutsche Reederei H. Schuldt
MSC
Maersk Line
Hanjin Shipping
CMA-CGM
Matson Line
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DNV GL rules development process
54
FEB
DNV rules
GL rules
DNV GL rules General regulations
DNV
rules
GL
rules
DNV GL rules
2015
Rule development DNV GL rules
Involving the industry
Publication
Oct 2015 Oct 2013
External Hearing
July 2015
Entry into force
January 2016
DNV GL © 2016
SAFER, SMARTER, GREENER
www.dnvgl.com
Thank you !
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Dimitris Dedepsidis M.Sc.Eng.
Customer Service Manager – Ship Type Expert B/C
Region South East Europe & Middle East
DNV GL - Maritime
