This page contains a Flash digital edition of a book.
Class & fuel ABS adopts ‘practical approach’

he ABS philosophy on energy efficiency has always recognised both the short and long term challenges facing ship operators, as well as the need to balance the two appropriately. And while the regulatory climate includes proposed amendments to MARPOL, the adoption of the Ballast Water Convention and the entry into force of new Emission Control Areas, ABS chief engineer Kirsi Tikka says owners and operators are increasingly working to position themselves as environmentally responsible operators.


A recent example of this is ABS’ work assisting Maran Tankers develop Ship and Company Energy Efficiency Management Plans (SEEMP and CEEMP) in advance of their adoption by IMO member states. It’s a practical approach from a class society that focuses on assisting clients understand and embrace environmental legislation. ‘We believe that the operators know their ships best and how to operate them, but we can help them identify ways to take greater advantage of the systems and practices they already

climate and environment. We are not only looking at CO2 energy efficiency, but also issues like SOx, health and safety, anti-corruption, good working conditions and how we, as a shipping sector, can contribute to local development in areas where we provide our services.’

Vying for markets

Class societies are eagerly involved in green developments across a variety of disciplines but some are focusing more closely in some fields than others. Rather like its acquisition of offshore engineering firm Noble Denton, Germanischer Lloyd (GL) has beefed up its wind technology and renewable energy expertise with the 2009 acquisition of Garrad Hassan, now GL Garrad Hassan and a wholly owned subsidiary described as the world’s largest renewable energy and technical assurance consultancy. Wind turbine design and analysis software is one of the company’s particular areas of expertise. Turbine reliability is a key issue, the company

potential savings. Tikka –ABS chief engineer

have and provide ideas and guidance for improvements they can make,’ she explains. ‘We say to clients – it’s your plan; you know where you are and where you need to go. We don’t prepare the plan, but we facilitate the process so the owner obtains a plan in voluntary compliance with IMO, Intertanko and OCIMF guidelines that fits their needs,’ she adds.

The impetus for developing SEEMP comes partly from charterers but Tikka adds that a growing number of companies recognise that adopting these standards is good for their commercial profile and can provide

says, and on that is likely to become increasingly important as new wind farms are located in offshore locations where breakdowns and unplanned maintenance will be more expensive to manage. GL Maritime Services’ department head for offshore service vessels, Rasmus Stute suggests that as many 2-300 new offshore wind farm support vessels will be required in the coming years and he predicts that purpose-built vessels will take precedence over existing units that

‘When we talk to companies, we find that many of them have done this work in some shape or form. They want a bit more focus and to get credit for it – they want to showcase what they are already doing,’ she explains. ‘Clients understand that working to the SEEMP and CEEMP means they are dealing with everything to do with energy efficiency. There are no limits or boundaries from the point of view of operations or design modification. It’s a limitless opportunity to improve your efficiency continuously from year to year, even on existing ships.’ As for looking at longer-term challenges, in October of this year, ABS will hold a two and half day seminar, Ships of the Future, in collaboration with the Massachusetts Institute of Technology.

The course is designed to provide designers and operators with information on leading-edge technological research that will assist the shipping industry prepare for the advancements that will be needed to meet future requirements for environmental performance.

have been converted for wind farm maintenance and support. New vessels will be of higher specification and capable of working safely in higher sea states. Today’s

regulations on such vessels and their operation will be harmonised as flag states gear up for more vessels in this new sector.

In China alone, estimates suggest that there could be as much as 100 GW of wind power in place by 2030. This would require around 30,000 turbines, according to experts, and a substantial fleet of specialised support vessels.

Madsen –LNG as future fuel

DNV hot on gas Although not everyone is totally sold on LNG as a future fuel for ships, DNV is a firm advocate and a clear leader in the field, with almost all of the existing gas-powered vessels under its class, and others at various stages of construction. So far, the gas powered vessels have included ferries working on the Norwegian coast and offshore support craft


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  |  Page 53  |  Page 54  |  Page 55  |  Page 56