Monthly Archives: April 2010

New Bridge Nav Watch Alarm System

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Uni-Safe Electronics’ new Bridge Navigational Watch Alarm System BW-800 complies with IMO MSC 128(75) and the new IEC 62616 performance standard from February 2010.

The company said it expected to be the first company in the world to present a Type Approval of a Bridge Navigational Watch Alarm System complying with the new IEC 62616 performance standard. DNV has carried out the performance test with success and now we are only waiting for environmental test to be completed. The BW-800 system will be ready for sale ultimo April 2010.

The BW-800 system is designed for easy installation on both new vessels as well as the retrofit market. The BW-800 Bridge Watch Alarm System will be environmental tested according to specifications from following classification societies:

  • Lloyd’s Register of Shipping LR , Bureau Veritas BV, Registro Italiano Navale RINA
  • American Bureau of Shipping ABS, Det Norske Veritas DNV, Germanischer Lloyd GL
  • Nippon Kaiji Kyokai NKK , Russian Maritime Register of Shipping RS, China Classification Society CCS, Korean Register of Shipping KR.

New regulations from IMO’s Maritime Safety Committee (MSC) will require carriage of a Bridge Navigational Watch Alarm System (BNWAS) complying with IMO performance standards. For existing ships, the equipment should be installed in connection with the first survey after the following deadlines:

  • Existing passenger ships and ships over 3,000 GT: 1 July 2012
  • Existing ships over 500 GT: 1 July 2013
  • Existing ships over 150 GT: 1 July 2014

New ships over 150 GT and all new passenger ships constructed after 1 July 2011 shall be equipped with a Bridge Navigational Watch Alarm System.

The Nautical Institute Receives the 2010 Samuel Plimsoll Award for Outstanding Service

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The editors of Professional Mariner have announced the 2010 winners of the Samuel Plimsoll Awards for Outstanding Service.

The winner for Outstanding Service by an Organization is the London-based Nautical Institute. It was honored for its support of the professional development of mariners and for its promotion of safety in the maritime industry.

The awards are named after Samuel Plimsoll, a British Member of Parliament who strove to end the dangerous practice of overloading vessels. His efforts culminated in legislation passed in 1876 requiring load lines, or Plimsoll marks, to be visible on the hulls of seagoing ships. The awards honor those who, in the spirit of Samuel Plimsoll, make the world a better and safer place for mariners.

The Nautical Institute demonstrably embodies that spirit in its work. Founded by a group of master mariners in 1971, the institute has striven to help mariners improve their performance by raising training standards and disseminating information crucial to greater operational efficiency and safety.

For example, 20 years ago, the Institute recognized that no operational standards existed for what was then a new technology, dynamic positioning systems. In response, the institute developed a code of practice and a curriculum for training and certifying DP operators. Today schools around the world accredited by The Nautical Institute provide the certification training, while The Nautical Institute itself administers the logbook program that verifies the mariner’s progress on the path to DP certification.

One of the organization’s most notable contributions to improved safety is the program makes it possible for the industry to learn from dangerous incidents and implement changes to avoid accidents in the future. The system encourages mariners to report near misses in which they were involved without having their identities publicly revealed. Those reports are then analyzed by The Nautical Institute and disseminated in its Seaways magazine.

This approach allows mariners to make the reports without fear of recriminations and permits the industry to recognize and correct problems before they culminate in disaster.

For these and other activities to assist and protect mariners, Professional Mariner has named The Nautical Institute winner of the 2010 Samuel Plimsoll Award for Outstanding Service by an Organization.

The award was presented on March 23 at the Connecticut Maritime Association’s Shipping 2010 conference in Stamford , Conn.

The Nautical Institute’s Chief Executive, Philip Wake , said:
‘We are delighted that our work to improve the safety and efficiency of shipping services through professional standards and development has been recognised by this prestigious Award. It is further encouragement for our members and staff to continue their dedicated efforts for the industry and the protection of the marine environment.’

Pic: NI representatives accepting the award. Caption: Bridget Hogan, Director Publishing and Marketing from The Nautical Institute with left, Captain George Sandberg FNI, president of the Institute’s North East US branch and right, John Gormley, Editor of Professional Mariner.

The Nautical Institute launches ECDIS and Positioning, the second volume of essential best practise guides series, Integrated Bridge Systems by Dr Andy Norris CNI

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The Nautical Institute today launched ECDIS and Positioning, by Dr Andy Norris CNI to provide mariners with a thorough grounding in all aspects of ECDIS and the use of electronic charts.

From 1 July 2012, the use of ECDIS becomes compulsory for certain classes of vessel. In the run up to this, over confidence is being placed in the sole use of GPS for positioning information, mainly due to the inadequacy of training.

The use of ECDIS is a total change from using paper charts and the transition from paper charts to electronic poses a challenge for the industry, particularly for those who have no current experience of electronic charts. Important bridge procedures are significantly affected, and these require careful analysis and consideration if ECDIS assisted groundings are to be avoided.

ECDIS and Positioning, the second volume of Dr Norris’ Integrated Bridge Systems series, helps paper chart-taught officers to make ECDIS work for them. It also helps new entrants to the industry, who may be more familiar with Google Earth, to understand how to use the system within accepted navigational principles.

Dr Norris said: “If you have little or no knowledge of electronic charts, ECDIS and Positioning is a must-read. If you have some knowledge, the book will improve your understanding and approach to the use of electronic charts. If you have good knowledge, the book’s approach will make you think a little harder as to how ECDIS can improve standards of navigation.”

Institute President Captain Richard Coates FNI expressed concern about the “inadequacy” of ECDIS training. “Despite the long use of satellite systems for positioning and the imminent mandating of electronic charts in 2012, there is little information written for the mariner concerning the practical use of these technologies,” he said. “Many are grappling with the problems of using electronic charts and ECDIS after being trained on paper charts.”

Andy Norris spoke about the need for users to develop an ECDIS “mindset.” Significant differences in the skills need to use ECDIS compared with using paper charts required a “major adjustment” in the approach needed to ensure safe navigation, he said.  Once mastered, ECDIS provides the means to improve navigational safety but this is not achieved just by the completion of a short course. “The skills have to be developed and honed in the context of the knowledge gained at the course and other sources of guidance.

The use of ECDIS, in general, is not paper chart techniques transferred to a screen,” he said.

At a seminar to launch the book, Capt Nick Nash FNI – a serving Master from Princess Cruises, said: “Mariners need to have in-depth training on this new equipment and fully understand its limitations. Dr. Norris’s book goes along way to help achieve this. It is a well timed, needed and useful book which fully supports the Institute’s view that the IMO model course 1.27 is too shallow – particularly as some training establishments have squeezed the 40 hour course into three days!”

Peter Hinchliffe FNI, the Marine Director of the International Chamber of Shipping said: “The transition to mandatory ECDIS is more revolution than evolution.  There is a pressing need to understand its impact on the conduct of navigation and on bridge watchkeeping and to mitigate this through training and awareness.  The new Nautical Institute book from Andy Norris is one important step on this road.”

Mark Bull MNI the London P&I Club said: “ECDIS is without doubt a fantastic step forward in marine navigation. The provision alone will not solve the current ills and navigational incidents. It will allow the good to improve but regrettably will not make an ounce of difference to those who are already operating below the minimum standard.”

Capt Coates concluded: “In my final seagoing days there was a plethora of different systems around and confusion in the industry with the many different manufacturers and pieces of kit which I am disappointed to see remains to this day. How I wish this book had been available to me.”

Technology will be of very little benefit in enhancing navigational safety if the watchkeeping officer is not fully trained and properly qualified in its use. The Institute’s own research reveals that most mariners feel that more effective training is needed. As a step towards this, these best practice guides published by The Nautical Institute are essential reading for all serving officers, shipowners, operators, managers and training institutions.

ECDIS and Positioning by Dr Andy Norris CNI, ISBN: 978 1 906915 11 7, price £40, is available from The Nautical Institute www.nautinst.org

Also available in the Integrated Bridge Systems series:

Radar and AIS by Dr Andy Norris CNI, ISBN: 978 1 870077 95 8, Price: £30, is available from The Nautical Institute www.nautinsnt.org

All new radars are required to have mandatory AIS Integration capability; this combined use of data is an example of the power and capability of modern shipboard technology to use two complementary systems on the same display.

Radar and AIS offers operators guidance and instruction when interpreting AIS radar and chart information. The book assesses the new systems approach to onboard integration, builds on basic radar theory and target tracking knowledge, and looks to the future where new technology will provide enhanced performance.

Also available on the subject of ECDIS:

From Paper Charts to ECDIS – A Practical Voyage Plan by Captain Harry Gale FNI, ISBN 978 1 870077 98 9, price £15, is available from The Nautical Institute www.nautinst.org

From Paper Charts to ECDIS offers practical guidance to the shipping industry on the transition from navigation using paper charts to navigation using an electronic chart display and information system (ECDIS).

Skipper of fishing vessel in court for running down a rowing boat outside Newquay Harbour

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At a hearing on March 8, 2010 in Bodmin Youth Court, Jake Gilbert, 17 years old, from Newquay, pleaded guilty to a breach of the Merchant Shipping Act.

On Saturday 12th September 2009, whilst crowds were watching the Ladies Gig racing from the harbour wall, Jake Gilbert took his father’s fishing vessel, the ‘Tizzardlee On’ out of the harbour with a number of his friends on board.  At the same time a small rowing dinghy containing a father and his 8 year old son were returning to shore after having moored their vessel in deeper water.

When the dinghy was about 100 yards from the harbour entrance it was hit amidships by the ‘Tizzardlee On’.  Both father and son were thrown from the vessel and both suffered injuries as a result.  They were subsequently rescued from the water by those aboard the ‘Tizzardlee On’.

Jake Gilbert pleaded guilty to a breach of section 58 of the Merchant Shipping Act 1995, conduct endangering ships, structures or individuals.  He was a given a 9 month referral order.  His parents were ordered to pay £200 pounds compensation each to the dinghy occupants and were also required to pay £500 contribution to prosecution costs.

When giving the orders, the Magistrates said “the collision was caused by your [Jake’s] failure to keep a proper lookout.”

Nigel Blazeby, Principal Fishing Vessel Surveyor Western UK, of the Maritime and Coastguard Agency said:

“It was very fortunate indeed that nobody was seriously injured in this incident. Proper and effective lookout at all times is the duty of all in charge of a vessel.”

ICC Commercial Crime Services to conduct course on intelligence analysis from 7 – 9 June 2010

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ICC Commercial Crime Services has developed a new three-day course on intelligence analysis running from 7 – 9 June 2010, in London.  In today’s fast moving world getting access to the right information quickly and cheaply has never been more important, for commercial success. However it is not enough to have the information – it needs to sifted and analysed to ensure that its value is maximised and vital conclusions can be drawn.

The three-day course to be held at The Tower Hotel which will provide delegates with:

An overview of the intelligence cycle and the analytical process.

  • Techniques for thinking creatively and for collecting and analysing raw information into intelligence.
  • Awareness of networks, groups, events and critical path analysis.
  • Training in financial analysis, strategies and techniques.
  • Participation in a simulated exercise

The course is highly practical and interactive and is led by Jim Devery, who is a well known expert with a wealth of experience in this field. It will be of interest to a range of different individuals including:

  • Corporate security professionals in banks, insurers and multinationals
  • Fraud investigators, accountants and analysts
  • Investigative analysts
  • Competitive intelligence researchers
  • Government and private sector investigators
  • Law enforcement officers
  • Knowledge workers and researchers

Each delegate will receive a comprehensive manual, as well as a certificate of attendance.

If you would like any more information or to register, visit: www.icc-ccs.org/IAcourse

Greece Seminar Highlights Operational and Design Considerations for Low Sulfur Fuel

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More than 190 members of the Greek ship owning and operating community attended a comprehensive seminar in Athens on issues associated with the requirement to burn low sulfur fuels in the existing Sulfur Emissions Control Areas (SECAs) and in European Ports. Hosted by class society ABS, and including a presentation from Marine machinery service provider Harris Pye, the meeting drew an audience hungry to learn more on how to gain compliance in European ports and how to prepare for reduced sulfur levels in the SECAs and in the proposed and potential new Emission Control Areas (ECAs).

“The industry is already dealing with the introduction of the low sulfur mandate in European ports that took effect 1 January and in California coastal waters. However, industry needs to be prepared for lower sulfur content requirements in the current and future emission control areas,” says ABS Assistant Chief Surveyor, Europe, Dimitrios Houliarakis.

“The allowable sulfur content of the fuel to be burnt in the SECAs will be 1% from 1 July 2010,” he added. “And the allowable sulfur content will be further reduced to 0.1% in 2015. There is a sense of urgency associated with compliance with the requirements in the European ports, but the planning for the future demands of low sulfur fuels in the SECAs, which will be called Emission Control Areas (ECAs) from 1 July 2010, is also important.”

Because fuel is a major component of vessel operating costs, most ship machinery plants have been designed to operate primarily using lower cost heavy fuel oil (HFO) with provision for occasional operation using marine diesel oil (MDO). For some smaller diesel engine ships and most high speed ships, such as fast ferries, MDO is the primary fuel used.

However, the new 0.1% sulfur limits will probably require burning marine gas oil in most instances and it can be expected that further emission control areas and local and regional regulations as apply, for example off the coast of California, can be expected in the near future. The US and Canada, for instance, have applied to the IMO for the designation of a 200 mile ECA around the  East and West Coast of the North American continent as well as Hawaii, and if adopted, the ECA may be effective  in 2012.

With that said, most ship machinery plants have not been designed to operate using marine gas oil (MGO) and, if not properly planned,  there are potential difficulties that can arise during the fuel switching process and during sustained operation. These difficulties stem from the need to carefully control the temperature at which the lighter fuel is handled and take account of the reduced lubricity of the low sulfur and low viscosity fuels on the fuel pumps.

ABS provided attendees with a comprehensive analysis of the issues involved contained in its ABS Fuel Switching Advisory Notice. The 36-page document also contains the requirements of the classification society and the operational guidance provided to owners to properly carry out the changeover from heavy to marine gas oils for both the main engine and the auxiliary boilers.

During the workshop a presentation “Low Sulfur Fuels: ABS Guidance & Compliance” explained the class society’s requirements and the approach it has adopted to assist owners seeking to demonstrate to EU member States that they have an approved plan in place to comply with the new restrictions when at berth in the member State’s ports.

“Environmental protection is rapidly becoming the most important operating issue facing the shipping industry today,” says Kirsi Tikka, ABS Vice President of Global Technology and Business Development who leads the organization’s environmental programs. “The issue of emissions is front and center in the various moves to impose restrictions on the manner in which shipowners have traditionally operated their vessels.

“There is no doubt that there will be a lot of changes still to come and a lot of accepted practices will have to be modified, together with the equipment,” Tikka warns. “As a class society, ABS sees its role as one of guidance for the industry to best understand what is required, what will be required and to assess the alternatives that are available to facilitate compliance.”

Lloyd’s Register classes International Shipping Partners’ Sea Voyager

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Vessel to offer accommodation for relief workers in Haiti

Sea Voyager has been accepted into Lloyd’s Register class following two weeks of sea trials in Jacksonville, Florida on the St. Johns River. The vessel, in lay-up since 2002, will have an important mission: providing accommodations for World Food Programme (WFP) staff engaged in relief efforts in earthquake-stricken Haiti. Lloyd’s Register North America, Inc. surveyors worked closely with the management company, International Shipping Partners, and the US Coast Guard to verify the vessel was in compliance with all necessary rules and regulations before its departure for Haiti.

A proven track record with International Shipping Partners made Lloyd’s Register North America, Inc. the first choice when Sea Voyager needed to be brought out of layup in a short timeframe. “We have found Lloyd’s Register to be the most efficient and organized option for classing passenger ships, and we have a very close relationship with the Passenger Ship Support Center in Miami,” says Kenneth Engstrom, Executive Vice President at International Shipping Partners. “The Lloyd’s Register North America, Inc. surveyor in Jacksonville worked well with the Coast Guard representative to cover their respective areas of responsibility.”

The diligent work to prepare Sea Voyager for this assignment supports Lloyd’s Register North America, Inc’s efforts to uphold the safety of life, wherever and however it can. “Conducting the sea trials quickly and thoroughly required everyone involved to work together and stay focused on the main goal: to get a safe and compliant ship to Haiti as soon as possible,” says John Hicks, Manager of the Passenger Ship Support Center, Miami. “Through mutual respect and teamwork, we were able to achieve our goal and send a much-needed resource to the WFP workers in Haiti.”

ABS Joint Study Says Environmental Efficiency Baseline Should Represent Range of Ship Types and Sizes

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With the IMO’s Marine Environment Protection Committee (MEPC) meeting this week to discuss the development of technical and operational measures to reduce CO2 emissions from ships, including the Energy Efficiency Design Index (EEDI), a study by class society ABS and Herbert Engineering Corporation (HEC) has evaluated the index with proposed baselines providing additional data for the committee’s deliberations.

The MEPC released the “Interim Guidelines on the Method of Calculation of the Energy Efficiency Design Index for New Ships” in July of last year to encourage implementation and testing of the methodology. The intent was for the industry to develop lessons learned so further refinements could be made to the guidelines.

The joint ABS/HEC studies “An Evaluation of the Energy Efficiency Design Index (EEDI) Baseline for Tankers, Containerships and LNG Carriers” and “Influence of Design Parameters on the Energy Efficiency Design Index (EEDI)” were presented in February at the Society of Naval Architects and Marine Engineers & Marine Board of the National Academies Symposium, Climate Change and Ships Increasing Energy Efficiency.

As a result, two papers (MEPC 60/4/33 and MEPC 60/4/34) have been submitted by IMarEST for consideration at MEPC 60.

In the study ABS and HEC developed ‘standard’ ship designs for tankers, containerships and LNG carriers in a range of sizes in order to calculate their ‘attained EEDI’ numbers and to compare them to the proposed baselines. All designs were developed as ‘well performing’ current vessels in each category.
The designs considered panamax, aframax, suezmax and VLCC tankers and containerships in 1,000, 4,500, 8,000 and 12,500 teu size ranges.

Six standard designs of LNG carrier were developed: three single screw with dual fuel diesel-electric (DFDE) propulsion of 150,000 m3, 180,000 m3 and 215,000 m3 and three slow speed diesel with reliquefaction (DRL) propulsion of 180,000 m3, 215,000 m3 and 265,000 m3.

“The study found that the attained EEDI for the panamax, aframax and suezmax tankers fell slightly below the EEDI baselines, indicating that the proposed baseline represented well the performance of the existing fleet,” observed Kirsi Tikka, ABS Vice President of Global Technology and Business Development who leads the organization’s environmental programs.

However, the attained EEDI for the standard VLCC design fell above the baseline figure. Compliance could be achieved by reducing the design speed from the assumed 15.8 knots to 15.1 knots. A further study of the baseline curve indicates that the proposed exponential curve for the baseline does not have a good fit in the VLCC size range.

For containerships, all designs evaluated fell considerably below the baseline, reflecting the fact that standard, modern designs have good performance characteristics relatively to the available historical data.

For LNG carriers, the proposed baseline is based on data that include a large number of steam powered ships, whereas many current ships have either dual fuel diesel electric or slow speed diesel with reliquefaction propulsion. The historical data also lacks the larger LNG ships that have been recently delivered or are still under construction.

“On the influence of the design parameters on the EEDI, the study confirmed the outcome by others that the index is very sensitive to speed,” said Tikka. The power is proportional to the cube of the speed and therefore a relatively small reduction in the speed has a significant effect on the required main engine power, which dominates the EEDI value. Reducing the speed is the easiest way to lower the power requirement. Other factors such as reduction in steel weight have a minor impact on the index.

The study also investigated the influence of changing the ship principle dimensions to achieve a slender hull form and less required power and it found that the gains on the EEDI were moderate.

The investigation into the correlation of the EEDI with the CO2 production indicated that the index generally tracked well with changes in CO2 production. However the index does not give credit to the efficient utilization of the vessel when comparing a standard panamax ship with beam limitation to a new baby post panamax ship that can operate with less ballast.

“It is important that the baseline be a proper representation over the entire range of sizes and types, so that one particular size or type of vessel is not unduly impacted,” said Tikka. She further pointed out that the use of historical data does not always reflect modern practice. For instance, LNG carriers have in recent years increased by more than 60% and moved from steam to DFDE and DRL propulsion.

“We support wholeheartedly the efforts of the IMO to develop technical and operational measures to manage greenhouse gas emissions from shipping. From a class society perspective we look forward to a robust discussion of the issues surrounding the EEDI and a positive outcome to MEPC 60 so that the industry can move forward on this instrument with confidence.”

Australia: Newcastle – New Vessel Arrival System

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The Newcastle Port Corporation (NPC) in New South Wales, Australia commenced a phased introduction of new “Vessel Arrival System Rules” on 1 February 2010. Introduced as part of a trial, the rules are intended to regulate the manner and order in which vessels will be permitted to enter the port.

Taking full effect from 1 May 2010, the new rules are designed to limit the number of ships at anchor by restricting waiting time at the port to 48 hours prior to loading.

Vessels will be required to obtain pre-entry authorisation not less than 14 days before arrival and will be allocated a 10 day notified arrival time. An initial estimated time of loading will also be given and the vessel must use all reasonable endeavours to arrive in the port vicinity not more than 48 hours before anticipated loading.

Vessels failing to comply with, or anchoring in contravention of the regulations will lose their place in the queue.

ABS Guide for Environmental Notations Demonstrates Green Credentials

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ABS has published a Guide for shipowners seeking to obtain its optional class notations ENVIRO and ENVIRO+ denoting adherence to enhanced standards for environmental protection. The standards are contained in the recently released ABS Guide for the Environmental Protection Notation for Vessels. They include procedures and requirements for ballast water and sewage management, anti-fouling applications, airborne pollutant discharges, fuel oil and the use of exhaust gas cleaning systems, refrigerants and the Green Passport for ship recycling.

To further assist shipowners to keep pace with the steady flow of new environmentally-oriented regulations, ABS has brought together a dedicated group of individuals, each with particular knowledge and experience in these differing areas, within its Technology department. They will be contributing to an increased schedule of free, environmentally-related seminars to be held around the world in the coming months. “With this new Guide for the ENVIRO and ENVIRO+ notations, ABS is providing owners with a clear, internationally recognized credential that can be used to demonstrate their commitment to operating with minimum adverse impact on the environment,” says Yoshi Ozaki, Director, ABS Environmental Technology Group.

The ENVIRO notation integrates ABS requirements with those needed for compliance with international conventions, principally MARPOL, Ballast Water Management and Ship Recycling. For the ENVIRO+ notation, the Guide establishes more stringent criteria related to design characteristics, management and support systems as well as discharges to water and air.

The new ABS standards and notations replace those contained in the earlier ABS Guide for the Class Notation Environmental Safety (ES), first issued in 2001. “Technological advances and regulatory changes have contributed to a much more rigorous environmental framework that has developed in the last few years,” says Ozaki. “The new Guide takes those into account.”

According to Kirsi Tikka, ABS Vice President, Global Technology and Business Development, the environmental sector is now very fluid with further changes, particularly relating to emissions, expected to come from deliberations at the IMO and in regional and local regulatory initiatives. “It can be daunting for an owner to keep pace with these requirements and with the equipment that is being developed to assist with compliance. Our new organizational structure and enhanced capability in this area is designed to help lighten that burden for them,” she adds.

The new ABS Guide is for the use of designers, builders, shipowners and operators in the marine industry and specifies the ABS requirements and criteria for obtaining the two notations. Compliance with the applicable requirements of Annexes I, II, IV, V and VI to the International Maritime Organization (IMO) MARPOL Convention is a prerequisite of obtaining both the ENVIRO and ENVIRO+ notations.

ABS plans to hold more than 20 environmental seminars worldwide this year on environmental topics including ballast water, recycling, Annex VI, greenhouse gases and low sulfur fuels.