NEWS Ulstein’s SX123 design for ESVAGT (Credit: Ulstein Design).
within the ECA regime. DNV advises operators to start preparing now to turn the upcoming 2015 and 2016 legislation into business benefits. When seeking cost-effective emission reduction
measures, operators should consider every technical, regulatory and operational requirement. Access to DNV’s repository of maritime expertise and a range of services is included in the survival kit. By following a process phase scheme, shipowners will be well prepared for the forthcoming ECA requirements. The scheme consists of four phases:
tow and salvage vessels. The standby/rescue vessel is 80m loa and 17m wide. It can have a speed in excess of 16kts in calm weather, and is furnished for a crew of 40 people. The contract includes a large package of design,
engineering and equipment delivered from the Ulstein Group. “This contract is important for Ulstein Design &
Solutions and strengthens our position as a leading supplier of standby vessels for demanding waters,” said Ulstein.
Emissions Road to ECA
compliance Strict emission limitations have been set forth for vessels operating in emission control areas (ECAs). By understanding and managing the business risks involved, the emission reduction requirements can be turned into business benefits. DNV is now launching an ECA Survival Kit. Emission control areas (ECAs) have already been
established in the Baltic Sea and the North Sea, and will be enforced along the North American coastlines. Other areas, such as the Mediterranean Sea, are expected to follow in the near future. Te emission reduction requirements applicable within the ECAs will gradually be stepped up. Te fuel sulphur content of any ship in an ECA aſter 2015 cannot exceed 0.1% or the exhaust gas must be purified to an equivalent level. And aſter 2016 NOx emissions from newbuilds must be reduced by around 75%. Compliance will become a ticket to trade in ECAs. Te emission reduction requirements will have
severe implications for shipowners and charterers as well as for entire supply chains within the ECAs. Many possible actions can be taken, but the consequence of choosing a sub-optimal strategy may be costly. However, there are opportunities for smart navigation
12
opportunity and risk identification; strategy and planning; implementation, and validation and documentation. On the technical side, there are three main
solutions for ECA compliance; low-sulphur fuel, scrubbers for exhaust gas purification or the ship can be fuelled by liquefied natural gas (LNG). LNG as fuel is now a mature technology representing no technical obstacles. It is oſten more economical than the alternatives and is an environmental winner.
Order New Eidesvik
orders with Kleven Kleven Maritime has entered into a contract with Eidesvik Offshore for the delivery of 1+1 advanced platform service vessel of the VS 489 LNG design. The vessels are to be outfitted at Kleven Verft in Ulsteinvik, Norway, with deliveries set for 1st Quarter and 4th Quarter of 2012. Kleven Maritime have already delivered two
innovative vessels for Eidesvik Offshore. In 1998 Kleven Verft delivered Viking Poseidon – at the time the world’s largest PSV at 93m by 22m, and featuring accommodation for 70. In 2003 the yard delivered the world’s first liquefied natural gas (LNG) powered PSV – Viking Energy – for Eidesvik Offshore. Eidesvik Offshore, as owners, are leaders in
the field of environmentally friendly offshore vessels, with several vessels in their fleet powered by LNG. At the same time Kleven Maritime maintains its position as forerunners in the building of LNG-powered vessels, in total seven vessels including the two ordered at this time. The new vessels represent a new generation
of environmentally friendly platform service vessels with great emphasis on fuel economy,
Offshore Marine Technology 3rd Quarter 2010
Page 1 |
Page 2 |
Page 3 |
Page 4 |
Page 5 |
Page 6 |
Page 7 |
Page 8 |
Page 9 |
Page 10 |
Page 11 |
Page 12 |
Page 13 |
Page 14 |
Page 15 |
Page 16 |
Page 17 |
Page 18 |
Page 19 |
Page 20 |
Page 21 |
Page 22 |
Page 23 |
Page 24 |
Page 25 |
Page 26 |
Page 27 |
Page 28 |
Page 29 |
Page 30 |
Page 31 |
Page 32 |
Page 33 |
Page 34 |
Page 35 |
Page 36 |
Page 37 |
Page 38 |
Page 39 |
Page 40 |
Page 41 |
Page 42 |
Page 43 |
Page 44 |
Page 45 |
Page 46 |
Page 47 |
Page 48 |
Page 49 |
Page 50 |
Page 51 |
Page 52