Covering all maritime news and issues. Articles relate to all things on the water, from recreational boating to commercial shipping. Some stories are political, some are opinion pieces and others are simply news or press releases.
Showing posts with label Marine Technology. Show all posts
Showing posts with label Marine Technology. Show all posts
Saturday, January 7, 2012
Russian Tanker on the Way to Nome, AK
Labels:
Jones Act,
Marine News,
Marine Technology,
Oil
Saturday, December 17, 2011
New LNG fuelled tanker first for inland waterways
From Marine Log
15 December 2011
The inland waterways of the Netherlands are now home to the 6,100 dwt Argonon, the world's first new LNG-fuelled tanker, following its delivery by the Dutch Shipyard Trico B.V.
Built to Lloyd's Register class, MT Argonon represents a significant milestone for the Deen Shipping subsidiary, Argonon Shipping B.V., in its pursuit of cleaner transport solutions for Europe. Lloyd’s Register helped the owners and regulators to identify their risks, meet regulatory requirements and overcome the technical challenges for the precedent-setting tanker.
"This has been a great project and it is a significant first," said Piet Mast, Lloyd’s Register's Marine Business Manager for Western Europe. "The nature of inland waterways traffic, which passes through or close to major population centers, makes LNG an attractive way to reduce harmful local emissions. We had to look carefully at the risks and worked closely with the owner and the regulators to ensure that they understood, and were comfortable with, the technical solutions that were developed."
The dual-fuel system is designed to burn an 80/20 mixture of natural gas and diesel, reducing SOx, NOx and particulate-matter emissions, as well as reducing the greenhouse gas emissions from tank to flue. The LNG is stored in a transport tank located on deck, supplied by Cryonorm Projects, based near Amsterdam.
"The inland shipping industry, as far as we know, is the safest and cleanest mode of transport. But, to keep this lead, we have to take a big step forward in environmental performance," said shipowner Gerard Deen. "I think that the dual-fuel principle is a way to reduce the emissions in our sector. Lloyd’s Register was very pragmatic in their approach to finding solutions to convert seagoing regulations into inland shipping rules regarding dual fuel."
Along with Lloyd’s Register, the Netherlands Shipping Inspectorate approved the vessel’s LNG system for operation in the Netherlands and the ship has taken on its first load of LNG bunker fuel. The next step is to secure the regulatory approvals from the Central Commission for Navigating on the Rhine and the UN-ECE ADN Safety Committee, to open the way for navigation beyond the Netherlands.
"The owners are to be congratulated for being pioneers," said Mast. "At Lloyd’s Register, we have been involved with LNG for a long time, so were able to provide support through the plan-approval and construction processes. We now look forward to supporting the ship through many years of ‘clean’ trading."
Argonon has entered service and will start operating with gas this week following some final, main-engine tests. Propulsion power for the 110-meter-long tanker is supplied by two, dual-fuel Caterpillar DF3512 engines, each providing 1,115 KW.
The ship has the capacity to transit from Rotterdam to Basel and back without bunkering.
"We are currently providing technical and regulatory guidance for 20 confirmed or proposed inland waterway applications that intend to use LNG as fuel," says Bas Joormann, West European Area Inland Waterway Product Manager for Lloyd’s Register. "There is a lot of interest, and for good reason. Inland waterways, like ferries in emission-control areas, are very suitable for LNG. But the regulatory regime is different. We're helping owners and governmental bodies to identify the risks and manage them to at least the level of safety provided by the existing fuel-management and combustion requirements."
15 December 2011
The inland waterways of the Netherlands are now home to the 6,100 dwt Argonon, the world's first new LNG-fuelled tanker, following its delivery by the Dutch Shipyard Trico B.V.
Built to Lloyd's Register class, MT Argonon represents a significant milestone for the Deen Shipping subsidiary, Argonon Shipping B.V., in its pursuit of cleaner transport solutions for Europe. Lloyd’s Register helped the owners and regulators to identify their risks, meet regulatory requirements and overcome the technical challenges for the precedent-setting tanker.
"This has been a great project and it is a significant first," said Piet Mast, Lloyd’s Register's Marine Business Manager for Western Europe. "The nature of inland waterways traffic, which passes through or close to major population centers, makes LNG an attractive way to reduce harmful local emissions. We had to look carefully at the risks and worked closely with the owner and the regulators to ensure that they understood, and were comfortable with, the technical solutions that were developed."
The dual-fuel system is designed to burn an 80/20 mixture of natural gas and diesel, reducing SOx, NOx and particulate-matter emissions, as well as reducing the greenhouse gas emissions from tank to flue. The LNG is stored in a transport tank located on deck, supplied by Cryonorm Projects, based near Amsterdam.
"The inland shipping industry, as far as we know, is the safest and cleanest mode of transport. But, to keep this lead, we have to take a big step forward in environmental performance," said shipowner Gerard Deen. "I think that the dual-fuel principle is a way to reduce the emissions in our sector. Lloyd’s Register was very pragmatic in their approach to finding solutions to convert seagoing regulations into inland shipping rules regarding dual fuel."
Along with Lloyd’s Register, the Netherlands Shipping Inspectorate approved the vessel’s LNG system for operation in the Netherlands and the ship has taken on its first load of LNG bunker fuel. The next step is to secure the regulatory approvals from the Central Commission for Navigating on the Rhine and the UN-ECE ADN Safety Committee, to open the way for navigation beyond the Netherlands.
"The owners are to be congratulated for being pioneers," said Mast. "At Lloyd’s Register, we have been involved with LNG for a long time, so were able to provide support through the plan-approval and construction processes. We now look forward to supporting the ship through many years of ‘clean’ trading."
Argonon has entered service and will start operating with gas this week following some final, main-engine tests. Propulsion power for the 110-meter-long tanker is supplied by two, dual-fuel Caterpillar DF3512 engines, each providing 1,115 KW.
The ship has the capacity to transit from Rotterdam to Basel and back without bunkering.
"We are currently providing technical and regulatory guidance for 20 confirmed or proposed inland waterway applications that intend to use LNG as fuel," says Bas Joormann, West European Area Inland Waterway Product Manager for Lloyd’s Register. "There is a lot of interest, and for good reason. Inland waterways, like ferries in emission-control areas, are very suitable for LNG. But the regulatory regime is different. We're helping owners and governmental bodies to identify the risks and manage them to at least the level of safety provided by the existing fuel-management and combustion requirements."
Labels:
Commerce,
Commercial Shipping,
Fuel,
Fuel Barge,
Gas,
Inland Waterways,
LNG,
Marine News,
Marine Technology,
Propulsion
Tuesday, December 6, 2011
Navy Purchases Nearly Half Million Gallons of Biofuel
WASHINGTON, Dec 5, 2011 (GlobeNewswire via COMTEX) -- Dynamic Fuels, LLC, a
joint venture between Tyson Foods, Inc. and
Syntroleum Corporation, has
been awarded a contract to supply the U.S. Navy with 450,000 gallons of
renewable fuels. Solazyme, Inc., a
renewable oil and bioproducts company, will help Dynamic Fuels fulfill the
contract, which the Navy and the USDA report is the single largest purchase of
biofuel in government history.
The contract involves supplying the Navy with 100,000 gallons of jet fuel (Hydro-treated Renewable JP- 5 or HRJ-5) and 350,000 gallons of marine distillate fuel (Hydro-Treated Renewable F-76 or HRD-76). The fuel will be used as part of the Navy's efforts to develop a "Green Strike Group" composed of vessels and ships powered by biofuel.
The Navy contract follows on the heels of both companies' involvement in historic commercial airline flights using biofuel. This includes Dynamic Fuels' renewable jet fuel work with KLM Royal Dutch Airlines, Finnair, Thomson Airways and Alaska Airlines, and Solazyme's recent flight and partnership with United Airlines, which includes a letter of intent to provide 20 million gallons a year starting in 2014.
The fuel for the Navy will be manufactured at Dynamic Fuel's Geismar, Louisiana, renewable fuels plant using U.S.-sourced yellow grease (used cooking oil) as well as Solazyme's tailored algal oil as feedstocks. The fuel will be delivered to the U.S. Navy in May 2012. The Dynamic Fuels plant, which has been in operation for more than a year, is designed to convert non-food feedstocks such as algal oil, animal fats, and greases into renewable fuels.
"This award clearly demonstrates that we're building momentum for the sale and use of our renewable fuels," said Jeff Bigger, director of the Dynamic Fuels LLC Management Committee. "We've previously provided the U.S. military with fuel for testing. We believe this contract confirms they recognize the performance and environmental advantages of our fuel since they're coming back for more and are asking for a much larger volume."
"This is an historic contract and we are proud to be teaming up with Dynamic Fuels to produce and deliver the advanced biofuel to the U.S. Navy to sail the Great Green Fleet. Dynamic Fuels has been a leader in next generation advanced biofuels technology and this partnership further solidifies the progress that both of our companies are making in bringing advanced renewable fuels to commercialization," said Jonathan Wolfson, CEO, Solazyme. "Solazyme is honored to be working with the U.S. Navy and DLA-Energy in driving forward the Navy's effort under Secretary Ray Mabus to source 50 percent of its energy from renewable sources by 2020."
To see video of operations at Dynamic Fuels, click on the following link:
http://www.youtube.com/watch?v=zsI1dov9Xbw
Photos of the facility can be seen by clicking:
http://www.flickr.com/photos/tysonfoods/sets/72157625319377772/ .
About Tyson Foods
Tyson Foods, Inc., founded in 1935 with headquarters in Springdale, Arkansas, is one of the world's largest processors and marketers of chicken, beef and pork, the second-largest food production company in the Fortune 500 and a member of the S&P 500. The company produces a wide variety of protein-based and prepared food products and is the recognized market leader in the retail and foodservice markets it serves. Tyson provides products and services to customers throughout the United States and more than 130 countries. The company has approximately 115,000 Team Members employed at more than 400 facilities and offices in the United States and around the world. Through its Core Values, Code of Conduct and Team Member Bill of Rights, Tyson strives to operate with integrity and trust and is committed to creating value for its shareholders, customers and Team Members. The company also strives to be faith-friendly, provide a safe work environment and serve as stewards of the animals, land and environment entrusted to it.
The Tyson Foods, Inc. logo is available at http://www.globenewswire.com/newsroom/prs/?pkgid=3224
About Syntroleum
Syntroleum Corporation owns the Syntroleum(R) Process for Fischer-Tropsch (FT) conversion of synthesis gas derived from biomass, coal, natural gas and other carbon-based feedstocks into liquid hydrocarbons, the Synfining(R) Process for upgrading FT liquid hydrocarbons into middle distillate products such as synthetic diesel and jet fuels, and the Bio-Synfining(R) technology for converting animal fat and vegetable oil feedstocks into middle distillate products such as renewable diesel and jet fuel using inedible fats and greases as feedstock. The 50/50 venture -- known as Dynamic Fuels -- was formed to construct and operate multiple renewable synthetic fuels facilities, with production on the first site beginning in 2010. The Company plans to use its portfolio of technologies to develop and participate in synthetic and renewable fuel projects. For additional information, visit the Company's web site at www.syntroleum.com
About Solazyme, Inc.
Solazyme, Inc. is a renewable oil and bioproducts company that transforms a range of low-cost plant-based sugars into high-value tailored oils. Headquartered in South San Francisco, Solazyme's renewable products can replace or enhance oils derived from the world's three existing sources -- petroleum, plants and animal fats. Initially, Solazyme is focused on commercializing its products into three target markets: (1) fuels and chemicals, (2) nutrition and (3) skin and personal care. Solazyme's oils and fuels provide compelling solutions to increasingly complex issues of fuel scarcity, energy security and environmental impact while fitting into the pre-existing multi-trillion dollar fuel infrastructure. For more information, please visit our website: http://www.solazyme.com
Solazyme(R), the Solazyme logo and other trademarks or service names are the trademarks of Solazyme, Inc.
This press release contains certain forward-looking statements within the meaning of the Private Securities Litigation Reform Act of 1995 about Solazyme, including statements that involve risks and uncertainties concerning: the future manufacture and delivery of jet fuel by Solazyme and the timing of such delivery; the potential purchase of fuel by United Airlines; the timing of the delivery of fuel to the U.S. Navy and what that fuel will be used for; and Solazyme's future commercialization plans. When used in this press release, the words "will," "expects," "intends" and other similar expressions and any other statements that are not historical facts are intended to identify those assertions as forward-looking statements within the meaning of the Private Securities Litigation Reform Act of 1995. Any such statement may be influenced by a variety of factors, many of which are beyond the control of Solazyme, that could cause actual outcomes and results to be materially different from those projected, described, expressed or implied in this press release due to a number of risks and uncertainties. Potential risks and uncertainties include, among others: the ability of Solazyme and/or Dynamic Fuels to produce in-spec jet fuel at a commercially acceptable price; Solazyme's ability to access sufficient manufacturing capacity; and Solazyme's ability to maintain existing, and establish new, strategic business relationships. Accordingly, no assurances can be given that any of the events anticipated by the forward-looking statements will transpire or occur, or if any of them do so, what impact they will have on the results of operations or financial condition of Solazyme.
In addition, please refer to the documents that Solazyme, Inc. files with the Securities and Exchange Commission, including its Quarterly Reports on Form 10-Q, for a discussion of these and other risks. You are cautioned not to place undue reliance on forward-looking statements, which speak only as of the date of this press release. Solazyme is not under any duty to update any of the information in this press release.
This news release was distributed by GlobeNewswire, www.globenewswire.com
SOURCE: Dynamic Fuels
The contract involves supplying the Navy with 100,000 gallons of jet fuel (Hydro-treated Renewable JP- 5 or HRJ-5) and 350,000 gallons of marine distillate fuel (Hydro-Treated Renewable F-76 or HRD-76). The fuel will be used as part of the Navy's efforts to develop a "Green Strike Group" composed of vessels and ships powered by biofuel.
The Navy contract follows on the heels of both companies' involvement in historic commercial airline flights using biofuel. This includes Dynamic Fuels' renewable jet fuel work with KLM Royal Dutch Airlines, Finnair, Thomson Airways and Alaska Airlines, and Solazyme's recent flight and partnership with United Airlines, which includes a letter of intent to provide 20 million gallons a year starting in 2014.
The fuel for the Navy will be manufactured at Dynamic Fuel's Geismar, Louisiana, renewable fuels plant using U.S.-sourced yellow grease (used cooking oil) as well as Solazyme's tailored algal oil as feedstocks. The fuel will be delivered to the U.S. Navy in May 2012. The Dynamic Fuels plant, which has been in operation for more than a year, is designed to convert non-food feedstocks such as algal oil, animal fats, and greases into renewable fuels.
"This award clearly demonstrates that we're building momentum for the sale and use of our renewable fuels," said Jeff Bigger, director of the Dynamic Fuels LLC Management Committee. "We've previously provided the U.S. military with fuel for testing. We believe this contract confirms they recognize the performance and environmental advantages of our fuel since they're coming back for more and are asking for a much larger volume."
"This is an historic contract and we are proud to be teaming up with Dynamic Fuels to produce and deliver the advanced biofuel to the U.S. Navy to sail the Great Green Fleet. Dynamic Fuels has been a leader in next generation advanced biofuels technology and this partnership further solidifies the progress that both of our companies are making in bringing advanced renewable fuels to commercialization," said Jonathan Wolfson, CEO, Solazyme. "Solazyme is honored to be working with the U.S. Navy and DLA-Energy in driving forward the Navy's effort under Secretary Ray Mabus to source 50 percent of its energy from renewable sources by 2020."
To see video of operations at Dynamic Fuels, click on the following link:
http://www.youtube.com/watch?v=zsI1dov9Xbw
Photos of the facility can be seen by clicking:
http://www.flickr.com/photos/tysonfoods/sets/72157625319377772/ .
About Tyson Foods
Tyson Foods, Inc., founded in 1935 with headquarters in Springdale, Arkansas, is one of the world's largest processors and marketers of chicken, beef and pork, the second-largest food production company in the Fortune 500 and a member of the S&P 500. The company produces a wide variety of protein-based and prepared food products and is the recognized market leader in the retail and foodservice markets it serves. Tyson provides products and services to customers throughout the United States and more than 130 countries. The company has approximately 115,000 Team Members employed at more than 400 facilities and offices in the United States and around the world. Through its Core Values, Code of Conduct and Team Member Bill of Rights, Tyson strives to operate with integrity and trust and is committed to creating value for its shareholders, customers and Team Members. The company also strives to be faith-friendly, provide a safe work environment and serve as stewards of the animals, land and environment entrusted to it.
The Tyson Foods, Inc. logo is available at http://www.globenewswire.com/newsroom/prs/?pkgid=3224
About Syntroleum
Syntroleum Corporation owns the Syntroleum(R) Process for Fischer-Tropsch (FT) conversion of synthesis gas derived from biomass, coal, natural gas and other carbon-based feedstocks into liquid hydrocarbons, the Synfining(R) Process for upgrading FT liquid hydrocarbons into middle distillate products such as synthetic diesel and jet fuels, and the Bio-Synfining(R) technology for converting animal fat and vegetable oil feedstocks into middle distillate products such as renewable diesel and jet fuel using inedible fats and greases as feedstock. The 50/50 venture -- known as Dynamic Fuels -- was formed to construct and operate multiple renewable synthetic fuels facilities, with production on the first site beginning in 2010. The Company plans to use its portfolio of technologies to develop and participate in synthetic and renewable fuel projects. For additional information, visit the Company's web site at www.syntroleum.com
About Solazyme, Inc.
Solazyme, Inc. is a renewable oil and bioproducts company that transforms a range of low-cost plant-based sugars into high-value tailored oils. Headquartered in South San Francisco, Solazyme's renewable products can replace or enhance oils derived from the world's three existing sources -- petroleum, plants and animal fats. Initially, Solazyme is focused on commercializing its products into three target markets: (1) fuels and chemicals, (2) nutrition and (3) skin and personal care. Solazyme's oils and fuels provide compelling solutions to increasingly complex issues of fuel scarcity, energy security and environmental impact while fitting into the pre-existing multi-trillion dollar fuel infrastructure. For more information, please visit our website: http://www.solazyme.com
Solazyme(R), the Solazyme logo and other trademarks or service names are the trademarks of Solazyme, Inc.
This press release contains certain forward-looking statements within the meaning of the Private Securities Litigation Reform Act of 1995 about Solazyme, including statements that involve risks and uncertainties concerning: the future manufacture and delivery of jet fuel by Solazyme and the timing of such delivery; the potential purchase of fuel by United Airlines; the timing of the delivery of fuel to the U.S. Navy and what that fuel will be used for; and Solazyme's future commercialization plans. When used in this press release, the words "will," "expects," "intends" and other similar expressions and any other statements that are not historical facts are intended to identify those assertions as forward-looking statements within the meaning of the Private Securities Litigation Reform Act of 1995. Any such statement may be influenced by a variety of factors, many of which are beyond the control of Solazyme, that could cause actual outcomes and results to be materially different from those projected, described, expressed or implied in this press release due to a number of risks and uncertainties. Potential risks and uncertainties include, among others: the ability of Solazyme and/or Dynamic Fuels to produce in-spec jet fuel at a commercially acceptable price; Solazyme's ability to access sufficient manufacturing capacity; and Solazyme's ability to maintain existing, and establish new, strategic business relationships. Accordingly, no assurances can be given that any of the events anticipated by the forward-looking statements will transpire or occur, or if any of them do so, what impact they will have on the results of operations or financial condition of Solazyme.
In addition, please refer to the documents that Solazyme, Inc. files with the Securities and Exchange Commission, including its Quarterly Reports on Form 10-Q, for a discussion of these and other risks. You are cautioned not to place undue reliance on forward-looking statements, which speak only as of the date of this press release. Solazyme is not under any duty to update any of the information in this press release.
This news release was distributed by GlobeNewswire, www.globenewswire.com
SOURCE: Dynamic Fuels
Labels:
Biofuel,
Commerce,
Energy,
Fuel,
Green Technology,
Marine News,
Marine Technology,
Market Intelligence,
US Navy,
USN
Wednesday, November 30, 2011
KVH Receives Innovation Award for The TracPhone V3
Press Release from KVH Industries
30 November 2011
MIDDLETOWN, RI — The TracPhone® V3 from KVH Industries, Inc., (Nasdaq:
KVHI) created a stir in the maritime communications market when it was
introduced in February 2011 due to its small size, fast data rates, and
affordable service. Now it's been honored with two prestigious awards for those
same features — the product was chosen for the "Spotlight on New Technology" at
the Louisiana Gulf Coast Oil Expedition (LAGCOE) and received the Providence
Business News' 2011 Innovation of the Year award at a ceremony in Rhode Island,
where KVH's world headquarters is located.
"For years, mariners using satellite communications services at sea have
struggled to avoid prohibitively high airtime bills. Several years ago, we saw
an opportunity to help resolve this issue with modern technology that would
reduce the size and cost of maritime satellite communications equipment, and we
built our own spread spectrum satellite network to offer fast, affordable
service on a global basis using a 24" antenna. In February of this year, we
introduced the next generation of this unique, end-to-end hardware and service
solution with the 14.5" TracPhone V3 antenna, bringing reliable satellite
communications to a whole new population of mariners," explains Martin Kits van
Heyningen, KVH's chief executive officer. "We're delighted that the benefits of
our new product are being recognized with state and national awards."
KVH is known for its innovative approach to technology, especially in the
maritime market. The mini-VSAT Broadband network's popularity with commercial
mariners, like those who work in the oil and gas industry and attended KVH's
Spotlight on Technology presentation at LAGCOE, is based on a long history of
reliability and quality in all of KVH's products, from digital compasses to
satellite TV systems to its global satellite communications service. That
reputation has been good for business worldwide and for the economy in Rhode
Island, where KVH got its start and where its world headquarters is located.
"Over the past several years, KVH has remained a bright spot in the Rhode
Island economy," said Mark S. Murphy, editor of Providence Business News, as he
presented the Innovation of the Year award. "KVH's innovative products mean that
we can check e-mail, call home, manage our businesses, and even watch the Red
Sox right from our boats."
The TracPhone V3 is licensed by the U.S. Federal Communications Commission
(FCC) and includes a fully stabilized, 14.5" (37 cm) antenna that weighs just 25
pounds, a powerful ViaSat ArcLight® spread spectrum modem, and a sleek antenna
control unit that are all fully integrated and configured for easy installation.
ArcLight spread spectrum technology enables very small antennas like KVH's
TracPhone V3 to receive satellite transmissions with the speed and reliability
of older, 1-meter VSAT antennas that use the TDMA transmission schemes
originally designed for terrestrial use. KVH's high-efficiency RingFire™ antenna
design and dielectric feed rod technology combine to help the TracPhone V3 offer
great performance, even in poor weather, and its rugged, lightweight design is
perfect for use on leisure and commercial vessels as small as 30 feet.
With more than 1,500 antenna systems shipped and global coverage, KVH's
mini-VSAT BroadbandSM network is the world's largest and fastest growing
maritime Ku-band satellite communications network. A managed airtime network
solution, it equips vessels with true broadband connections as well as Voice
over IP (VoIP) telephone lines with optimized service and prioritization of
applications.
About KVH Industries, Inc.
KVH Industries, Inc., is the leading provider of in-motion satellite TV and
communication systems, having designed, manufactured, and sold more than 150,000
mobile satellite antennas for applications on vessels, vehicles, and aircraft.
KVH's mission is to connect mobile customers around the globe with the same
digital television entertainment, communications, and Internet services that
they enjoy in their homes and offices. The company is based in Middletown, RI,
with facilities in Illinois, Denmark, Norway, and Singapore.
___
This release may contain certain forward-looking statements that
involve risks and uncertainties. Forward-looking statements include, for
example, the functionality, characteristics, quality and performance of KVH's
products and technology; anticipated innovation and product development; and
customer preferences, requirements and expectations. The actual results could
differ materially. Factors that may cause such differences include, among
others, those discussed in KVH's most recent Form 10-Q filed with the SEC. KVH
does not assume any obligation to update its forward-looking statements to
reflect new information or developments. KVH, TracPhone, and RingFire are
trademarks of KVH Industries, Inc. "mini-VSAT Broadband" is a service mark of
KVH Industries, Inc. All other trademarks are the property of their respective
companies.
Monday, November 28, 2011
Interferry says meeting low-sulfur deadline is "mission impossible"
I find this interesting in contrast with the study done by the Glosten Associates on the conversion of Washington State Ferries to LNG Propulsion. (Refer to our 21 November Blog Post.) I guess that the contrast comes from the economic hardships facing Europe versus our own here in the United States. I think this deadline hits them economically where we were three or four years ago. It will be interesting to see how they emerge from it.
From MarineLog News Article.
28 November 2011
The international trade association for the ferry industry, Interferry, claims that ferry operators in northern Europe face a "near-impossible" choice in trying to meet the 2015 deadline for ultra-low sulfur emissions from bunker fuel. It also says that the low-sulfur legislation will " percentprompt an environmentally damaging modal shift from short-sea to overland transport and pose severe financial implications for the overall European economy.
Under pending IMO and soon to be agreed European Union (EU) environmental requirements, vessels operating in the Baltic, North Sea and Channel Emission Control Areas (ECAs) will have to comply with a 0.1 percent limit on fuel sulfur content.
Interferry says that meeting the 2015 deadline is "mission impossible" because of "unsustainable cost increases."
The association argues that, despite the ferry industry's efforts to develop alternative technologies and feasible alternative fuels, abatement technologies and financial support will not be available or sufficient enough to avoid a modal shift from sea to road.
A "toolbox" of technical and financial solutions proposed by the European Commission (EC) suggests the use of clean LNG fuel or, for vessels that continue to run on heavy fuel oil, the use of scrubbers - exhaust gas cleaning systems. It also points operators towards EU funding initiatives and state aid.
Interferry says that these are not realistic options because:
"Our only option is to use marine gas oil – technically straightforward but very costly and potentially counter-productive in environmental terms. Operators have warned that they will not be able to pass on the 70 percent or more fuel cost increase to customers with a choice of transport modes, which will inevitably push up to 50 percent of cargo off short-sea ships and back on to the road network."
Mr. Roos added that, apart from cost, availability is also an issue with MGO, stressing: "At the very least, the IMO must bring forward its availability review from 2018, as mandated in MARPOL Annex VI, to 2012 or 2013. It's also clear that the ongoing revision of the EU Directive must put provisions in place as to what should happen if low-sulfur fuel is simply not available to operators in 2015."
Interferry conducted the scrubber feasibility study among six Interferry members operating in the north European ECAs - Brittany Ferries, DFDS, Grimaldi Group, P&O Ferries, Stena Line and TT-Line.
The conclusion that more than half their existing ships could not be fitted with scrubbers was based on five critical parameters:
Vessel age and the consequent commercial viability of making a massive technical investment
The detailed results are being offered to the European Maritime Safety Agency for independent audit and will also be made available to relevant authorities.
The EC toolbox was discussed in Helsinki on November 18 when senior personnel from Interferry members joined Mr. Roos at a special seminar organized by the Finnish Ministry of Transport & Communications and the Finnish Transport Safety Agency. Invited delegates also came from national authorities, shipowners' associations and equipment manufacturers.
Mr. Roos reports that at the meeting, where an EC representative and various national administrators also participated, it became obvious that current funding support programs are only allowed for new ships or new routes and are not available to address the "real problem"of safeguarding existing fleets and the routes they already service – offloading millions of trucks from the European road network every year.
November 28, 2011
From MarineLog News Article.
28 November 2011
The international trade association for the ferry industry, Interferry, claims that ferry operators in northern Europe face a "near-impossible" choice in trying to meet the 2015 deadline for ultra-low sulfur emissions from bunker fuel. It also says that the low-sulfur legislation will " percentprompt an environmentally damaging modal shift from short-sea to overland transport and pose severe financial implications for the overall European economy.
Under pending IMO and soon to be agreed European Union (EU) environmental requirements, vessels operating in the Baltic, North Sea and Channel Emission Control Areas (ECAs) will have to comply with a 0.1 percent limit on fuel sulfur content.
Interferry says that meeting the 2015 deadline is "mission impossible" because of "unsustainable cost increases."
The association argues that, despite the ferry industry's efforts to develop alternative technologies and feasible alternative fuels, abatement technologies and financial support will not be available or sufficient enough to avoid a modal shift from sea to road.
A "toolbox" of technical and financial solutions proposed by the European Commission (EC) suggests the use of clean LNG fuel or, for vessels that continue to run on heavy fuel oil, the use of scrubbers - exhaust gas cleaning systems. It also points operators towards EU funding initiatives and state aid.
Interferry says that these are not realistic options because:
- It is widely recognised in Europe that LNG is only an option for new vessels due to the prohibitive cost of converting existing vessels, and in any case the LNG fuel supply infrastructure is inadequate
- Scrubber technology is not a "miracle cure." Ferry operators have contributed financially and operationally to developing the technology and Interferry says it is a solution that seems to be able to remove sulfur particles from the exhaust gases on some ships. However, a new Interferry feasibility study covering 108 vessels from six leading operators reveals that scrubbers would not be technically or financially viable for 60 percent of the existing fleet. Furthermore, trial installations among association members have shown that it will not be possible to have scrubbers in operation in time for 2015 for the other 40 percent
- EU funding is virtually non-applicable as it applies largely to newbuilds and new routes – a low priority among operators who have invested heavily in new tonnage in recent years, and who now face a desperate economic climate that also reduces the likelihood of state aid
"Our only option is to use marine gas oil – technically straightforward but very costly and potentially counter-productive in environmental terms. Operators have warned that they will not be able to pass on the 70 percent or more fuel cost increase to customers with a choice of transport modes, which will inevitably push up to 50 percent of cargo off short-sea ships and back on to the road network."
Mr. Roos added that, apart from cost, availability is also an issue with MGO, stressing: "At the very least, the IMO must bring forward its availability review from 2018, as mandated in MARPOL Annex VI, to 2012 or 2013. It's also clear that the ongoing revision of the EU Directive must put provisions in place as to what should happen if low-sulfur fuel is simply not available to operators in 2015."
Interferry conducted the scrubber feasibility study among six Interferry members operating in the north European ECAs - Brittany Ferries, DFDS, Grimaldi Group, P&O Ferries, Stena Line and TT-Line.
The conclusion that more than half their existing ships could not be fitted with scrubbers was based on five critical parameters:
Vessel age and the consequent commercial viability of making a massive technical investment
- Stability reserves taking into account the weight of scrubber units and how high up the stack they would be fitted
- Deadweight reserves and the resulting impact on cargo capacity
- Casing – because many ferries have very limited void in the ideal stack casing location and would therefore need special scrubber casing that reduces cargo capacity
- Whether or not Selective Catalytic Reduction (SCR) technology was already fitted to reduce NOx emissions – if so, retrofitting wet exhaust scrubbers would be more challenging as these cool gases to below 100 degrees C compared with temperatures above 400 degrees C required by SCR
The detailed results are being offered to the European Maritime Safety Agency for independent audit and will also be made available to relevant authorities.
The EC toolbox was discussed in Helsinki on November 18 when senior personnel from Interferry members joined Mr. Roos at a special seminar organized by the Finnish Ministry of Transport & Communications and the Finnish Transport Safety Agency. Invited delegates also came from national authorities, shipowners' associations and equipment manufacturers.
Mr. Roos reports that at the meeting, where an EC representative and various national administrators also participated, it became obvious that current funding support programs are only allowed for new ships or new routes and are not available to address the "real problem"of safeguarding existing fleets and the routes they already service – offloading millions of trucks from the European road network every year.
November 28, 2011
Wednesday, November 23, 2011
Wärtsilä completes unique conversion of vessel to LNG operation
Wärtsilä Corporation, Trade & Technical Press release, 23 November 2011
The product tanker ‘Bit Viking’ was the first vessel ever to undergo a conversion by Wärtsilä from heavy fuel oil to liquefied natural gas (LNG) operation. The conversion enables the ‘Bit Viking’ to qualify for lower nitrogen oxide (NOX) emission taxes under the Norwegian NOX fund scheme.
The unique fuel conversion of the product tanker ‘Bit Viking’, from heavy fuel oil to gas operation, has been finalised and in October the vessel was handed over to the customer, Tarbit Shipping. The re-commissioned vessel is operated by Statoil along the Norwegian coastline, and the conversion carried out by Wärtsilä enables it to qualify for lower NOX emission taxes under the Norwegian NOX fund scheme. The fund is a cooperative effort whereby participating companies may apply for financial support in return for introducing NOX reducing measures. Furthermore, liquefied natural gas (LNG) operation means lower carbon oxide emissions, and virtually no sulphur oxide or particle emissions whatsoever.
First marine dual fuel (DF) conversion
This is the first marine installation in the world to involve converting Wärtsilä 46 engines to Wärtsilä 50DF engines, and the first 50DF marine installation with mechanical propulsion. By operating on LNG, the ‘Bit Viking’ becomes one of the most environmental friendly product tankers in the world.
In August 2010, Wärtsilä announced that it had signed a turnkey project with Tarbit Shipping to convert the ‘Bit Viking’ to LNG operation. The scope of the conversion package from Wärtsilä included deck-mounted gas fuel systems, piping, two six-cylinder Wärtsilä 46 engines converted to Wärtsilä 50DF units with related control systems and all adjustments to the ship’s systems necessitated by the conversion. The vessel’s classification certificate was also updated. The engines are connected directly to the propeller shafts through a reduction gearbox, thus avoiding the electrical losses that are an unavoidable feature of diesel-electric configurations. This enables a significant improvement in propulsion efficiency, reduced fuel consumption, and corresponding reductions in emissions. This is the first LNG fuelled vessel to be classified by Germanischer Lloyd.
New LNG storage system
The ‘Bit Viking’ utilises Wärtsilä’s new LNGPac system, which enables the safe and convenient onboard storage of LNG. The two 500 cubic metre LNG storage tanks are mounted on the deck to facilitate bunkering operations and permit the bunkering of LNG at a rate of 430 cubic metres per hour. The storage tanks provide the vessel with 12 days of autonomous operation at 80 per cent load, with the option to switch to marine gas oil if an extended range is required. When visiting EU ports, which have a 0.1 per cent limit on sulphur emissions, the vessel operates on gas.
“Wärtsilä’s unique expertise and experience with dual fuel technology, as well as with fuel conversion projects, were the main reasons for us choosing them. We appreciate the technological efficiency of the Wärtsilä solutions and the expert way in which this conversion project has been handled. We are proud that the ‘Bit Viking’ is now one of the world’s most environmentally sustainable tankers in operation,” says Anders Hermansson, Technical Manager, Tarbit Shipping.
“This is a major step for Wärtsilä in consolidating its market leading position in LNG solutions for the shipping industry. The successful sea trials with this vessel provide yet further validation of the viability of LNG as the marine fuel of the future. We anticipate that this development will rapidly accelerate during the coming few years,” says Sören Karlsson, General Manager, Gas Applications, Ship Power Technology
Monday, November 21, 2011
LNG use on Washington State Ferries Could Save Millions over Time.
An
LNG-fuelled ferry would have significant environmental and economic benefits,
according to a recently feasibility study for Washington State Ferries. Architectural
and marine engineering firm, The Glosten Associates, recently completed the
feasibility study for Washington State Ferries (WSF) on converting its 144-car
ferry design to liquefied natural gas (LNG) propulsion.
Glosten's
study concluded that the conversion is both technically feasible and cost
effective, although technical and regulatory challenges remain. The study
examined design, economic, regulatory, and environmental issues.
The
operational savings for a single vessel are estimated to be between $900,000
and $1.25 million per year, after an upfront capital cost premium of $8.5
million to $10 million. Switching to natural gas fuel will significantly reduce
emissions of nitrous oxides (NOx), sulfur oxides (SOx), particulate matter, and
carbon dioxide (CO2). These greenhouse gases have been identified by the U.S.
Environmental Protection Agency (EPA) as significant factors in harming human
health, including respiratory illnesses, as well as damaging to the
environment.
Glosten’s
design was formally reviewed by the United States Coast Guard (USCG). USCG
provided extensive feedback as well as a written response, showing their
willingness to work with owners early in developing a case-by-case design basis
until official rules are developed. The USCG response provides WSF with a
regulatory basis from which to advance the project design. This is an important
result, as the lack of USCG regulations is often cited as a primary risk to
vessel owners interested in reaping the benefits of LNG fuel conversion.
Overall,
this looks very promising for the nation's largest ferry system to save on
operating costs. The initial investment is pretty sizeable, however saving
nearly a million dollars per year in fuel will do a lot to shrink the state
budget. We think that this would be a great use of federal funds as opposed to
some of the other job creation projects that have been touted - such as the
high-speed rail project the current administration is pushing.
Saturday, November 19, 2011
Nation’s Third Littoral Combat Ship Successfully Completes Builder’s Trials
MARINETTE, Wisc., October 24th, 2011 — A Lockheed Martin [NYSE: LMT]-led industry team completed Builder’s Sea Trials for Fort Worth, the nation’s third littoral combat ship.
The trials – a coordinated effort between the U.S. Navy and the Lockheed Martin team including Marinette Marine Corporation (MMC) – were conducted in the waters of Green Bay and Lake Michigan. They included operational testing of the vessel’s propulsion, communications, navigation and mission systems, as well as all support systems.
“Successful completion of Builder’s Sea Trials means we are on track for the Navy’s Acceptance Trials, putting us a big step closer to getting the Navy the ships it needs,” said Joe North, vice president of littoral ship systems for Lockheed Martin’s Mission Systems and Sensors business. “We support the Navy’s effort to grow their fleet affordably and effectively.”
The rigorous trial period included maneuverability tests; high-speed runs; power and navigation system checks; rescue boat launch and recovery; and tracking exercises, as well as other ship and system evaluations.
Following the successful completion of Builder’s Sea Trials, Fort Worth returned to MMC to prepare for Acceptance Trials. LCS 3 will be delivered to the Navy next year and its home port will be San Diego, Calif.
Fort Worth, the second Freedom variant ship in the LCS program, was christened in December 2010. It is more than 96 percent complete and remains on cost and on schedule. LCS 3 is being constructed with 30 percent fewer production hours as a result of lessons learned from designing and building LCS 1, USS Freedom.
The team began construction on LCS 5, the future USS Milwaukee, in August.
Headquartered in Bethesda, Md., Lockheed Martin is a global security company that employs about 126,000 people worldwide and is principally engaged in the research, design, development, manufacture, integration and sustainment of advanced technology systems, products and services. The Corporation’s 2010 sales from continuing operations were $45.8 billion.
US Navy Alternative Fuel Test Successfully Concluded
From NAVSEA
18 November 2011
The U.S. Navy successfully concluded its largest demonstration of shipboard alternative fuel use when the Self Defense Test Ship (SDTS) arrived at Naval Surface Warfare Center Port Hueneme, Calif., at 10:37 a.m. (PST), November 17 after a 17 hour transit from the Defense Fuel Supply Point at Naval Base Point Loma
The SDTS is a decommissioned Spruance-class destroyer, ex-Paul F. Foster (EDD 964). It has been reconfigured to provide the Navy with an at-sea, remotely controlled, engineering test and evaluation platform without the risk to personnel or operational assets.
The ship received approximately 20,000 gallons of a 50-50 blend of an algae-derived, hydro-processed algal oil and petroleum F-76 from the Defense Fuel Supply Point at Naval Base Point Loma, November 16.
"How can we have an impact?" asked Assistant Secretary of the Navy (Energy, Installations and Environment) Jackalyne Pfannenstiel at the demonstration's kick-off. "We can have an impact as a technology leader, highlighting and demonstrating the viability of biofuels as we are here today. This demo, the largest to date, is a major milestone for us. More than 50 percent of our fuel goes to maritime use. When this ship arrives in Port Hueneme, we will be a giant step closer to powering our Great Green Fleet and demonstrating progress toward a sustainable energy future."
Shortly after Assistant Secretary Pfannenstiel's remarks, the ship began its transit to Naval Surface Warfare Center Port Hueneme using the 50-50 blend. While EDD 964 has four LM 2500 main propulsion gas turbines and four 501-K17 ship service gas turbine generators, the ship only operated on one LM 2500 and two 501-K17s during the demonstration, so 100 percent of ship's propulsion power and 50 percent of service power came from the algal oil/F-76 fuel blend.
Meeting the Secretary of the Navy's call for a drop-in fuel replacement, no changes were required to the infrastructure of the ship or fueling pier for the SDTS test. The demonstration also marked the only at-sea operational test of alternative fuels in the LM 2500 – the engine found in most surface combatants – before the Green Strike Group demonstration in 2012.
"For the test, a baseline run was made on the ship's transit from Port Hueneme to San Diego using F-76 fuel," said Rick Kamin, Naval Fuels and Lubricants Cross Functional Team lead. "Using the 50-50 blend on the return run to Port Hueneme, the tested engines were assessed on their abilities to perform start sequences as well as motoring and purging operations noted in Engineering Operational Sequencing System procedures. We also collected data on compressor inlet temperature, engine speed, engine start time, fuel manifold pressure, turbine outlet temperature, turbine inlet temperature, ship service gas turbine generators power output, and gas turbine main engine shaft output."
"From our perspective as the ship's operators, there was absolutely no difference, whatsoever, in the operation or performance of the ship," said Naval Surface Warfare Center Port Hueneme Division's Mike Wolfe, underway project officer. "The fuel burned just like the traditional fuel we get from the Navy and have been burning for years. We could not tell the difference. The biggest success is that a Navy ship with engines identical to those in commissioned warships operated successfully on an overnight transit with the alternative fuel without a glitch in anything. Operationally, it was absolutely a success."
The alternative fuels effort supports the Navy's overall energy strategy to increase energy security and safeguard the environment. Recent and upcoming maritime vehicle alternative fuel testing include ongoing Yard Patrol boat demonstration at Naval Academy, Annapolis, Md., and a Landing Craft, Air-Cushioned vessel demonstration scheduled for early December at Naval Surface Warfare Center Panama City, Panama City, Fla.
18 November 2011
The U.S. Navy successfully concluded its largest demonstration of shipboard alternative fuel use when the Self Defense Test Ship (SDTS) arrived at Naval Surface Warfare Center Port Hueneme, Calif., at 10:37 a.m. (PST), November 17 after a 17 hour transit from the Defense Fuel Supply Point at Naval Base Point LomaThe SDTS is a decommissioned Spruance-class destroyer, ex-Paul F. Foster (EDD 964). It has been reconfigured to provide the Navy with an at-sea, remotely controlled, engineering test and evaluation platform without the risk to personnel or operational assets.
The ship received approximately 20,000 gallons of a 50-50 blend of an algae-derived, hydro-processed algal oil and petroleum F-76 from the Defense Fuel Supply Point at Naval Base Point Loma, November 16.
"How can we have an impact?" asked Assistant Secretary of the Navy (Energy, Installations and Environment) Jackalyne Pfannenstiel at the demonstration's kick-off. "We can have an impact as a technology leader, highlighting and demonstrating the viability of biofuels as we are here today. This demo, the largest to date, is a major milestone for us. More than 50 percent of our fuel goes to maritime use. When this ship arrives in Port Hueneme, we will be a giant step closer to powering our Great Green Fleet and demonstrating progress toward a sustainable energy future."
Shortly after Assistant Secretary Pfannenstiel's remarks, the ship began its transit to Naval Surface Warfare Center Port Hueneme using the 50-50 blend. While EDD 964 has four LM 2500 main propulsion gas turbines and four 501-K17 ship service gas turbine generators, the ship only operated on one LM 2500 and two 501-K17s during the demonstration, so 100 percent of ship's propulsion power and 50 percent of service power came from the algal oil/F-76 fuel blend.
Meeting the Secretary of the Navy's call for a drop-in fuel replacement, no changes were required to the infrastructure of the ship or fueling pier for the SDTS test. The demonstration also marked the only at-sea operational test of alternative fuels in the LM 2500 – the engine found in most surface combatants – before the Green Strike Group demonstration in 2012.
"For the test, a baseline run was made on the ship's transit from Port Hueneme to San Diego using F-76 fuel," said Rick Kamin, Naval Fuels and Lubricants Cross Functional Team lead. "Using the 50-50 blend on the return run to Port Hueneme, the tested engines were assessed on their abilities to perform start sequences as well as motoring and purging operations noted in Engineering Operational Sequencing System procedures. We also collected data on compressor inlet temperature, engine speed, engine start time, fuel manifold pressure, turbine outlet temperature, turbine inlet temperature, ship service gas turbine generators power output, and gas turbine main engine shaft output."
"From our perspective as the ship's operators, there was absolutely no difference, whatsoever, in the operation or performance of the ship," said Naval Surface Warfare Center Port Hueneme Division's Mike Wolfe, underway project officer. "The fuel burned just like the traditional fuel we get from the Navy and have been burning for years. We could not tell the difference. The biggest success is that a Navy ship with engines identical to those in commissioned warships operated successfully on an overnight transit with the alternative fuel without a glitch in anything. Operationally, it was absolutely a success."
The alternative fuels effort supports the Navy's overall energy strategy to increase energy security and safeguard the environment. Recent and upcoming maritime vehicle alternative fuel testing include ongoing Yard Patrol boat demonstration at Naval Academy, Annapolis, Md., and a Landing Craft, Air-Cushioned vessel demonstration scheduled for early December at Naval Surface Warfare Center Panama City, Panama City, Fla.
Labels:
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Energy,
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Friday, November 18, 2011
Foss Maritime Awarded Washington State Ferry Newbuild Contract
WSF Director of Communications
17 November 2011
Washington State Department of Transportation (WSDOT), Seattle, WA, recently awarded a $9.6 million contract to Foss Maritime Co., Seattle, to build an all-aluminum, double-end, 20-car ferry to operate on Lake Roosevelt in Eastern Washington.
The new Keller Ferry vessel will have an overall length of 116 ft, beam of 45 ft 8 inches and molded draft of 7 ft. It will admeasure less than 100 gross tons and be built to conform with and certified to U.S. Coast Guard Subchapter T regulations. The ferry’s design and construction will be in accordance with ABS requirements, although it will not be ABS classed and the shipyard is not required to arrange onboard ABS inspection. ABS certificates will be required for certain pieces of equipment and the propulsion system vendor will be required to obtain ABS certification of the propulsion control system.
Building the ferry will also pose some unique challenges. The remote location of the Keller Ferry operation will require that the ferry be built in sections at Foss' Rainier, OR, facility and then transported about 350 miles across state and assembled on site at the ferry landing.
The new ferry, shown in the computer rendering at right, is being built to replace the 63-year-old Martha S. The Martha S. makes about 30 to 35 daily trips on a 1.25 mile route crossing the Columbia River between Lincoln and Ferry counties. The operation serves as a critical transportation link for nearby residents, school children, freight haulers and emergency services.
WSDOT said that the bid by Foss of $9,557,178 was nearly $250,000 less than the state’s estimate. Foss will deliver the new ferry in May 2013.
17 November 2011
Washington State Department of Transportation (WSDOT), Seattle, WA, recently awarded a $9.6 million contract to Foss Maritime Co., Seattle, to build an all-aluminum, double-end, 20-car ferry to operate on Lake Roosevelt in Eastern Washington.
The new Keller Ferry vessel will have an overall length of 116 ft, beam of 45 ft 8 inches and molded draft of 7 ft. It will admeasure less than 100 gross tons and be built to conform with and certified to U.S. Coast Guard Subchapter T regulations. The ferry’s design and construction will be in accordance with ABS requirements, although it will not be ABS classed and the shipyard is not required to arrange onboard ABS inspection. ABS certificates will be required for certain pieces of equipment and the propulsion system vendor will be required to obtain ABS certification of the propulsion control system.
Building the ferry will also pose some unique challenges. The remote location of the Keller Ferry operation will require that the ferry be built in sections at Foss' Rainier, OR, facility and then transported about 350 miles across state and assembled on site at the ferry landing.
The new ferry, shown in the computer rendering at right, is being built to replace the 63-year-old Martha S. The Martha S. makes about 30 to 35 daily trips on a 1.25 mile route crossing the Columbia River between Lincoln and Ferry counties. The operation serves as a critical transportation link for nearby residents, school children, freight haulers and emergency services.
WSDOT said that the bid by Foss of $9,557,178 was nearly $250,000 less than the state’s estimate. Foss will deliver the new ferry in May 2013.
Hornbeck Executes Contracts for Newbuilds, $720 Million
From Marine Log
17 November 2011
Hornbeck Offshore Services, Inc. (NYSE: HOS) says it has executed definitive contracts for the construction of sixteen high-specification offshore supply vessels. Deliveries will take place between the second quarter of 2013 and fourth quarter of 2014.
VT Halter Marine, Inc. of Pascagoula, Mississippi and Eastern Shipbuilding Group, Inc. of Panama City, Fla, will each build eight 300 class vessels, with options to build additional vessels. Hornbeck's first decision with respect to the exercise of options will need to be made in September 2012. Delivery dates for option vessels will be approximately 26 months following the option exercise.
The total cost of the first sixteen vessels under this program is expected to be approximately $720 million, excluding construction period interest. Construction costs will be funded with cash on-hand (including the net proceeds of a recently completed equity offering), projected free cash flow from operations and, if necessary, available capacity under the Hornbeck currently undrawn and recently expanded $300 million revolving credit facility.
VT Halter Marine will construct eight vessels based on the Super 320 design that it has developed for Hornbeck Offshore. These DP2 OSVs are designed to have 6,200 long tons of deadweight capacity, approximately 20,900 bbls of liquid mud carrying capability, 11,863 sq. ft. of deck area and a fire-fighting class notation. The Super 320 design is based on a larger version of the HOS Coral, an existing 290 class DP-2 OSV which the company has successfully operated since her delivery in early 2009. The Super 320 design has been developed with particular attention to environmental regulations, including a double-hull that eliminates any fuel storage adjacent to the sideshell, and propulsion machinery that meets the requirements of EPA Tier 3 for stack emissions.
The eight OSVs to be constructed by Eastern Shipbuilding Group will be DP-2 classed. Four vessels will be based on the STX Marine SV 300 design and four will be based on the STX Marine SV 310 design. Features of the STX design include over 20,000 bbls of liquid mud carrying capacity and a fire-fighting class notation. The SV 300 design calls for 5,500 long tons of deadweight capacity and 10,976 sq. ft. of deck space, while the SV 310 design calls for 6,144 long tons of deadweight capacity and 11,536 sq. ft. of deck space. The STX designs meet the same environmental standards as the Super 320 design and will also carry the ENVIRO class notation by the American Bureau of Shipping.
November 17, 2011
Lowrance Electronics for the Holidays!
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Mobile Content and Your Boat
Earlier this year I
received an Android phone as a birthday gift. Of course the first thing you do
when you get a smart phone is go searching for the best Apps available. There
are Apps that do useful things like track your bank accounts, and there are Apps
that do useless mind-numbing things like blowing bubbles.
Eventually, once I
began to comprehend how my phone works, I started looking for Boating related
applications. There are actually more than I thought there would be. There are
Navigational applications (my favorite is still from Navionics), tidal information,
weather data, and quite a few others.
I’ve even read a
couple articles about applications that control various functions of the boat
itself. This is where I become a bit leery of the how fast things are
advancing. The fact is that paper charts have not been completely replaced
, yet people are willing to allow their phone to control things like
auto-pilots and power distribution panels.
The National Marine
Electronics Association(NMEA) has made incredible progress in getting a
protocol established that enables most marine electronics to interface. While
the people at Apple, Google and Microsoft are all very bright – I'm not certain
that any thought has been given to whether any of these programmers have even
been on a boat, let alone piloted one.
The London P&I
Club, one of the world’s leading mutual marine liability insurers, published in
their StopLoss Bulletin that, “Onboard
communication has improved significantly over the last few years, with
technological advances enabling crew to use mobile phones and laptops to stay
in contact with family and friends ashore. However, the use of such equipment
at inappropriate moments may distract crew from the navigation or operation of
the ship.
“Another issue is
the risk of being exposed to excessive information and simply being unable to
process it all. Bridge equipment is increasingly sophisticated and it can
provide the crew with access to extensive information regarding the relative
positions of other ships. But, unless it is used in a focused manner, it can
confuse, rather than clarify, and ultimately prove counter-productive.”
There have been
accidents on inland waterways, as well as intra-coastal waterways caused by the
distractions of Skype calls, streaming news reports, and Email/Texting. Often,
these activities are being conducted on equipment
either adjacent to or on the same screen as chartplotters, AIS displays or
RADAR supplies.
There is no doubt
that great advances have been made in what is possible to accomplish with
technology, particularly within the marine industry. In 2004, the idea of
linking different systems together seemed like something from the realm of
"Star Trek." Now, in the world of tech, there is an app for
everything it seems. The question isn't whether we “can” control a boat from an
iPhone, Droid, Blackberry or Windows Phone – rather “should” we take this
step. Eventually, sure but this is where the NMEA should monitor closely what
the mobile device developers are “attaching” to boats. The most dangerous of
the four major smart phone’s to the marine industry is the Droid phones –
because anybody can make an application for them. This is great for the general
public, but can mean disaster to mariners.
We’ve all had that
person checking their Twitter or Facebook account cut us off on the road –
boats are not quite as responsive. Already there are apps that are trying to
replicate the functionality of AIS systems. What happens when somebody loses
reception, or they forgot to plug in their phone the night before when they
happen to be in a very busy port? Call me a cynic – but I can see bad things
happening.
The bottom line is
that there always seems to be a trade off for progress made to quickly.
As always, I
appreciate any comments.
Coast Guard, partner agencies continue preparations for international offshore drilling
From a US Coast Guard Press Release:
Date: November 18, 2011
Contact: Public Affairs Office
(305) 415-6683
MIAMI — The U.S. Coast Guard continues to work closely with federal, state and local agencies as well as maritime industry officials to update contingency plans to ensure readiness to respond to any potential oil spills in international waters that could potentially impact U.S. waters and coastline.
At the local-level, Coast Guard Sectors Jacksonville, Miami, Key West and St. Petersburg are updating their respective Area Contingency Plan, which will have specific response guidance pertaining to, the near and on-shore response efforts to be conducted along all of the State of Florida coastline that is within the 7th Coast Guard District’s area of responsibility.
On a broader scale, the Coast Guard is overseeing work on an Offshore Drill Response Plan and Regional Contingency Plan that focuses on response operations; strategies and tactics that will be employed out at sea to combat a spill and other response operations.
"Our primary focus for the past several months has been updating our contingency plans, ensuring they are ready to be activated in the event an incident was to occur that posed a substantial risk to our marine environment, and ensuring that lessons learned from the Deepwater Horizon oil spill are incorporated into our plans," said Capt. John Slaughter, chief of planning, readiness, and response for the 7th Coast Guard District.
Another important focus has been ongoing interagency engagement. More than 80 Coast Guard representatives and officials from South Florida coastal counties, Departments of Commerce, Defense, National Oceanic and Atmospheric Administration, Bureau of Safety and Environmental Enforcement, Department of Treasury, Environmental Protection Agency, the State of Florida Department of Environmental Management and Department of Environmental Protection, and maritime industry held a table top exercise Thursday utilizing response plans to address a fictitious international spill off the coast of Florida. The exercise allowed participants to discuss sensitive environmental areas, planning strategies, likely issues and response coordination principles that responders would face, as well as gather additional information to use in future planning.
"Our engagement with these preparedness efforts has been and continues to be far reaching and therefore includes a host of federal, state, and local and private entities," added Slaughter.
The exercise is one of the many actions to ensure readiness and mutual cooperation among the U.S. response community. As the designated federal on scene coordinator for any coastal spill, the Coast Guard's objective is to ensure the response community has the opportunity to review plans, identify needed updates and be ready for proposed offshore drilling outside U.S. waters.
“Protecting the marine environment from accidental oil and chemical spills is a key mission of the U.S. Coast Guard," said Rear Adm. Bill Baumgartner, commander of the 7th Coast Guard District. "These efforts are ongoing and the U.S. Coast Guard will continue to maximize information sharing, preparation, and training with all involved to ensure sound strategies and liaisons are built to prepare for and respond to any potential environmental threat to U.S. waters.”
Date: November 18, 2011
Contact: Public Affairs Office
(305) 415-6683
MIAMI — The U.S. Coast Guard continues to work closely with federal, state and local agencies as well as maritime industry officials to update contingency plans to ensure readiness to respond to any potential oil spills in international waters that could potentially impact U.S. waters and coastline.
At the local-level, Coast Guard Sectors Jacksonville, Miami, Key West and St. Petersburg are updating their respective Area Contingency Plan, which will have specific response guidance pertaining to, the near and on-shore response efforts to be conducted along all of the State of Florida coastline that is within the 7th Coast Guard District’s area of responsibility.
On a broader scale, the Coast Guard is overseeing work on an Offshore Drill Response Plan and Regional Contingency Plan that focuses on response operations; strategies and tactics that will be employed out at sea to combat a spill and other response operations.
"Our primary focus for the past several months has been updating our contingency plans, ensuring they are ready to be activated in the event an incident was to occur that posed a substantial risk to our marine environment, and ensuring that lessons learned from the Deepwater Horizon oil spill are incorporated into our plans," said Capt. John Slaughter, chief of planning, readiness, and response for the 7th Coast Guard District.
Another important focus has been ongoing interagency engagement. More than 80 Coast Guard representatives and officials from South Florida coastal counties, Departments of Commerce, Defense, National Oceanic and Atmospheric Administration, Bureau of Safety and Environmental Enforcement, Department of Treasury, Environmental Protection Agency, the State of Florida Department of Environmental Management and Department of Environmental Protection, and maritime industry held a table top exercise Thursday utilizing response plans to address a fictitious international spill off the coast of Florida. The exercise allowed participants to discuss sensitive environmental areas, planning strategies, likely issues and response coordination principles that responders would face, as well as gather additional information to use in future planning.
"Our engagement with these preparedness efforts has been and continues to be far reaching and therefore includes a host of federal, state, and local and private entities," added Slaughter.
The exercise is one of the many actions to ensure readiness and mutual cooperation among the U.S. response community. As the designated federal on scene coordinator for any coastal spill, the Coast Guard's objective is to ensure the response community has the opportunity to review plans, identify needed updates and be ready for proposed offshore drilling outside U.S. waters.
“Protecting the marine environment from accidental oil and chemical spills is a key mission of the U.S. Coast Guard," said Rear Adm. Bill Baumgartner, commander of the 7th Coast Guard District. "These efforts are ongoing and the U.S. Coast Guard will continue to maximize information sharing, preparation, and training with all involved to ensure sound strategies and liaisons are built to prepare for and respond to any potential environmental threat to U.S. waters.”
Monday, November 14, 2011
LNG Freight Gains on Trinidad Cargoes
From Bloomberg Business News:
14 November 2011
Demand for tankers that haul liquefied natural gas is set to climb as much as 3 percent as Trinidad and Tobago ships more cargoes to Europe and Asia amid rising U.S. shale-gas production, Lorentzen & Stemoco AS said.
About 7 million metric tons of Trinidadian LNG will travel three or four times farther as imports into the U.S. decline, creating demand for up to 12 more ships a year, Knut Stangebye Olsen, a gas analyst at the Oslo-based shipping consultant, said by phone today. A fleet of about 350 tankers carries 217 million tons of the fuel a year, he said.
The longer distances will support single-voyage charter rates for LNG carriers, which now exceed $100,000 a day, according to Stangebye Olsen, a former manager at tanker owner BW Gas Ltd. The percentage of ships at work, or fleet utilization, is at least 95 percent, he said.
“When you go past 90 percent utilization and you have some extra demand generated, the impact on the spot market rate is very substantial,” Stangebye Olsen said. “That’s why you get so much effect out of this.”
Trinidad and Tobago, the largest exporter of LNG to the U.S., is now sending 25 percent of its shipments to the country, down from 75 percent three years ago, Energy Minister Kevin Ramnarine said yesterday. Cargoes previously shipped to the U.S. are going to South America and Asia, Ramnarine said. The Caribbean nation exports 15 million tons of the fuel a year.
Japanese utilities imported 20 percent more LNG in October than a year earlier as operating rates at nuclear plants fell to the lowest levels in at least 34 years.
LNG is natural gas that’s been chilled to minus 260 degrees Fahrenheit (minus 162 degrees Celsius) to put it in a liquid state for shipping by tanker.
To contact the reporter on this story: Isaac Arnsdorf in London at iarnsdorf@bloomberg.net
To contact the editor responsible for this story: Alaric Nightingale at anightingal1@bloomberg.net
14 November 2011
Demand for tankers that haul liquefied natural gas is set to climb as much as 3 percent as Trinidad and Tobago ships more cargoes to Europe and Asia amid rising U.S. shale-gas production, Lorentzen & Stemoco AS said.
About 7 million metric tons of Trinidadian LNG will travel three or four times farther as imports into the U.S. decline, creating demand for up to 12 more ships a year, Knut Stangebye Olsen, a gas analyst at the Oslo-based shipping consultant, said by phone today. A fleet of about 350 tankers carries 217 million tons of the fuel a year, he said.
The longer distances will support single-voyage charter rates for LNG carriers, which now exceed $100,000 a day, according to Stangebye Olsen, a former manager at tanker owner BW Gas Ltd. The percentage of ships at work, or fleet utilization, is at least 95 percent, he said.
“When you go past 90 percent utilization and you have some extra demand generated, the impact on the spot market rate is very substantial,” Stangebye Olsen said. “That’s why you get so much effect out of this.”
Trinidad and Tobago, the largest exporter of LNG to the U.S., is now sending 25 percent of its shipments to the country, down from 75 percent three years ago, Energy Minister Kevin Ramnarine said yesterday. Cargoes previously shipped to the U.S. are going to South America and Asia, Ramnarine said. The Caribbean nation exports 15 million tons of the fuel a year.
Japanese utilities imported 20 percent more LNG in October than a year earlier as operating rates at nuclear plants fell to the lowest levels in at least 34 years.
LNG is natural gas that’s been chilled to minus 260 degrees Fahrenheit (minus 162 degrees Celsius) to put it in a liquid state for shipping by tanker.
To contact the reporter on this story: Isaac Arnsdorf in London at iarnsdorf@bloomberg.net
To contact the editor responsible for this story: Alaric Nightingale at anightingal1@bloomberg.net
Sunday, November 13, 2011
Garmin GPSMAP 78SC
Today in our product Spotlight, we are featuring the Garmin GPSMAP 78SC. This is one of the most capable handheld GPS units made. If you decide you cant live without one, click on the picture - it will take you to our Facebook Storefront.
From Garmin:
For boaters and watersports enthusiasts who want to run with the best, the rugged GPSMAP 78sc includes preloaded U.S. coastal charts and features a 3-axis compass, barometric altimeter, crisp color mapping, a high-sensitivity receiver, new molded rubber side grips, plus a microSD™ card slot for loading additional maps. And it floats!
Explore Coastal Waters
GPSMAP 78sc comes with built-in BlueChart® g2 coastal charts and a worldwide basemap with imagery — perfect for all your outdoor pursuits. Map detail includes shorelines, depth contours, navaids, harbors, marinas and more for the U.S. and Bahamas. And, like the rest of the 78-series, 78sc is IPX7 waterproof and even floats in water.
Get Your Bearings
GPSMAP 78sc has a built-in 3-axis tilt-compensated electronic compass, which shows your heading even when you’re standing still, without holding it level. Its barometric altimeter tracks changes in pressure to pinpoint your precise altitude, and you can even use it to plot barometric pressure over time, which can help you keep an eye on changing weather conditions.
Share Wirelessly
With GPSMAP 78sc you can share your waypoints, tracks, routes and geocaches wirelessly with other compatible device users. Now you can send the location of your favorite fishing spot to a friend to find. Sharing data is easy. Just press “send” to transfer your information to similar units.
Keep Your Fix
With its high-sensitivity, WAAS-enabled GPS receiver and HotFix™ satellite prediction, GPSMAP 78sc locates your position quickly and precisely and maintains its GPS location even in heavy cover and deep canyons. The advantage is clear — whether you’re in deep woods or just near tall buildings and trees, you can count on GPSMAP 78sc to help you find your way when you need it the most.
Add Maps
Adding more maps is easy with Garmin's wide array of detailed marine, topographic and road maps, available on microSD card. Conveniently plug in BlueChart® g2 preloaded cards for a great day on the water or City Navigator NT® map data for turn-by-turn routing on roads (see maps tab for compatible maps). The card slot is located inside the waterproof battery compartment, so you don't have to worry about getting it wet. GPSMAP 78sc also supports BirdsEye™ Satellite Imagery (subscription required), that lets you download satellite images to your device and integrate them with your maps. In addition, the 78sc is compatible with Custom Maps, free software that transforms paper and electronic maps into downloadable maps for your device.
Get Connected
You've been busy exploring and now you want to store and analyze your activities. With a simple connection to your computer and to the Internet, you can get a detailed analysis of your activities and send tracks to your outdoor device using Garmin Connect™. This one-stop site offers an activity table and allows you to view your activities on a map using Google™ Earth. Explore other routes uploaded by millions of Garmin Connect users and share your experiences on Twitter® and Facebook®. Getting started is easy, so get out there, explore, and share.
Find Fun
GPSMAP 78sc supports geocaching GPX files for downloading geocaches and details straight to your unit. By going paperless, you're not only helping the environment but also improving efficiency. GPSMAP 78sc stores and displays key information, including location, terrain, difficulty, hints and descriptions, which means no more manually entering coordinates and paper print outs! Simply upload the GPX file to your unit and start hunting for caches. Slim and lightweight, 78sc is the perfect companion for all your outdoor pursuits.
GPSMAP 78sc: Colorful maps, durable design and buoyant – everything a mariner needs.
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Thursday, November 10, 2011
Cracks found in year-old Chetzemoka's propellers
The ferry Chetzemoka was built by Vigor Industrial, which was formally known as Todd Pacific Shipyards.But the propellers were built by Rolls-Royce Marine.
Both businesses say they're trying to figure out what happened.
The Chetzemoka is running with patched-up propellers. Washington State Ferries says the ferry had been in dry dock in Anacortes for scheduled repairs for more than three weeks, during which time inspectors found hairline cracks on one of the 8,000-pound propellers.
Additional tests showed that each of the five blades on both propellers had cracked near the hub. The ferry system says it appears that improperly cast stainless steel is to blame for the problems. Officials believe a high-carbon content made the metal too porous and too brittle.
"These are big ships plowing the waters of Puget Sound in salt water. Stuff happens," said David Moseley of WSF. "That's why we are diligent about the maintenance of these boats, and that's why we're diligent every time we take them out of the water."
Vigor Industrial says two other new ferries of the same class - the Salish and Kennewick - have different, variable-pitch bronze propellers, and therefore should not have the same problems.
One year ago, when the $77 million Chetzemoka made its inaugural run from Whidbey Island to Port Townsend, it was heralded as a new lifeline that could handle the rough waters of Puget Sound.
Transportation officials defended the cost, and the companies that constructed it.
"We have tremendous builders in Washington state and they will help us maintain and preserve these boats for the 60-plus years they're in life," said Transportation Secretary Paula Hammond.
Replacement propellers are now being made for the Chetzemoka, but they won't be ready until April.
The state says it'll file a warranty claim against Vigor Industrial to pay for the new props, which cost $70,000 per piece.
Navico Introduces Broadband 4G™ Radar
From a Navico Press Release:
Date: 10/27/2011
Revolutionary New Dual-Range Radar System Features ‘Beam Sharpening’ For Unprecedented Target Resolution
Date: 10/27/2011
Revolutionary New Dual-Range Radar System Features ‘Beam Sharpening’ For Unprecedented Target Resolution
Tulsa, Okla. — Navico — the world leader in recreational marine
electronics and parent company to the Lowrance, Simrad Yachting and
B&G brands — announced today its next-generation, solid-state
Frequency Modulated Continuous Wave (FMCW) radome, the Lowrance, Simrad
and B&G Broadband 4G™ Radar models. Offering unparalleled
performance, Broadband 4G Radar redefines what is possible in
radar-based navigation and collision avoidance.
Joining the award-winning and world’s first recreational marine FMCW
Broadband Radar™ line, 4G radar delivers 50-percent greater range and
target detection than Broadband 3G Radar. All 4G radar models feature
revolutionary Beam Sharpening technology that provides the
sharpest-possible radar images. When networked with most display
options, the new Simrad and B&G Broadband 4G models also have the
unprecedented ability to present dual-range radar returns from a single
scanner, combined with the benefits of greater high-speed operation.*
The new Lowrance, Simrad and B&G Broadband 4G Radar models are
compatible, respectively, with the award-winning Lowrance HDS®, Simrad
NSO Offshore, NSE Expert and NSS Sport, and B&G Zeus™ multifunction
displays.
For optimal target separation, Broadband 4G Radar is the world’s
first dome radar to use Beam Sharpening, which significantly improves
azimuth resolution — the effective horizontal beam width of the radar
signal. The result is a resolution that is equivalent to a 3.5-foot open
array radar. When combined with a Simrad NSE, NSO or B&G Zeus
multifunction display, the system’s user-defined, target-separation
control allows users to adjust the level of separation to meet specific
navigational needs.
The Simrad and B&G Broadband 4G Radars’ exclusive dual-range
functionality — available with Simrad NSE, NSO and B&G Zeus displays
— makes them the only recreational radars capable of displaying
distances from 200 feet to 36 nautical miles — all from a single dome.
The ultimate navigational safety tool, Broadband 4G Radar allows boaters
to see a buoy 200 feet away on the multifunction display, while
simultaneously monitoring coastal projections up to 36 nautical miles.
In addition, Simrad and B&G Broadband 4G Radar models can track up
to 10 MARPA targets per range — each with independent control, for a
total of 20 tracked targets in split-screen mode.
All Broadband 4G Radars provide an unequalled number of working
ranges, 18, for premier performance and navigational awareness.
Providing intuitive and easy-to-use operation, each model also features
smart, pre-defined Offshore and Harbor modes on all ranges without
requiring special tuning knowledge.
Broadband 4G Radar not only raises the bar in radome performance by
providing far superior resolution at long-range distances, it also
delivers the same exceptional close-range capability signature to
Broadband Radar. The system marks objects within 6.5 feet (2 meters) of
the boat, providing target definition and separation in close quarters
where traditional pulse radar is blind.
“Broadband 4G Radar will change the way boaters navigate,” said Louis
Chemi, COO for Navico Americas. “With unrivalled close-range visibility
and new groundbreaking long-distance capability, this latest addition
to the Lowrance, Simrad Yachting and B&G Broadband Radar lineup
provides the sharpest radar images of any radome in the world for
best-in-class situational awareness on the water.”
Maintaining high-sensitivity and clarity in all weather conditions,
the radar provides easy-to-view detail of targets even in high-sea
states. Additional Broadband 4G Radar safety and convenience features
include: revolution speeds up to 36 rpm for Lowrance HDS and Simrad NSS,
and 48 rpm for Simrad NSE, NSO and B&G Zeus — providing
near-instant updates at ranges less than 1 nautical miles; directional
sidelobe-clutter suppression to reduce clutter and echoes caused by
large targets; accurate chart overlay and MARPA; display networking;
extremely low emissions (less than 1/5th the energy of a mobile phone);
flexible antenna-placement options for safe and easy installation almost
anywhere on a boat; InstantOn™ — allowing the radar to power up
immediately from cold start and standby; and incredibly low power
consumption.
Broadband 4G Radar’s compact 18-inch radome measures 11.02-inches
high x 19.28-inches in diameter (280 mm x 489 mm), weighs 16.3 pounds
(7.4 kg), and installs quickly with an easy-to-route 0.5-inch (13.5 mm)
diameter scanner cable. Drawing only 20 watts of power during operation
(21 watts in dual range mode) and 2.9 watts in standby, Broadband 4G
Radar has an operating temperature range of -13 to +131 degrees
Fahrenheit (-25 to +55 degrees Celsius) and can operate in winds up to
100 knots. Broadband 4G™ Radar is waterproof to the IPX6 standard and is
protected by a two-year parts and labor warranty and the Lowrance,
Simrad Yachting and B&G Advantage Program.
Price & Availability: Available in November 2011 from authorized
dealers and distributors throughout the United States and Canada, the
new Lowrance Broadband 4G Radar has a minimum advertised price of US
$1,899, while the Simrad and B&G Broadband 4G Radars have a
suggested retail price of US $2,299. For more information on Lowrance,
Simrad and B&G Broadband 4G Radar, or their entire line of
performance marine electronics, contact 800-324-1356 (toll-free) in the
USA or 800-661-3983 (toll-free) in Canada or visit www.lowrance.com,
www.simrad-yachting.com and www.bandg.com, for details on brand-specific
models.
*Available with the Simrad NSE and NSO and B&G Zeus multifunction displays.
Wednesday, November 9, 2011
ACR ResQLink Awarded Five Year US Coast Guard Contract For Up To 5,000 Personal Locator Beacons
Press Release From Cobham Commercial Systems:
October 28, 2011
October 28, 2011
The ResQLink™ is small and light enough to hold
comfortably in one hand yet powerful enough to guide rescuers to
within 100 meters or less of the user's position in a
life-threatening emergency. Many of the GPS-enabled ResQLink™ PLBs
are to be used by the US Coast Guard's small and medium response
boat crews.
"ACR Electronics has over many
years equipped the US Coast Guard and other branches of the
military with satellite detectible beacons and a variety of rescue
lights and strobes," said Michael Wilkerson, ACR's General Manager.
"It's a relationship built on quality, performance and
trust."
The ResQLink™ offers great
capability in the smallest and lightest package available today. It
combines ease of use and ACR technology to give pilots, boaters,
and outdoors enthusiasts a powerful and accurate safety companion,
ready for action at the simple push of a button.
The ResQLink™ broadcasts a
unique registered distress signal that not only tells rescuers
where the sender is, but who they are. The onboard 66 channel
GPS can quickly fix the sender's position to within 100 meters and
then utilizes a powerful 406 MHz signal to relay the distress call
to orbiting satellites. As local Search and Rescue is deployed, a
separate homing signal and integrated LED strobe light guide
rescuers to the sender's exact position.
About Cobham
Cobham specializes in meeting the
insatiable demand for data, connectivity and bandwidth in defence,
security and commercial environments. Offering a technically
diverse and innovative range of technologies and services, the
Group protects the lives and livelihoods, responding to customer
needs with agility that differentiates it. The most important
thing we build is trust. Employing more than 11,000 people on five
continents, the Group has customers and partners in over 100
countries, with annual revenue of £1.9bn/US$3
billion.
About Cobham Commercial Systems
Cobham Commercial Systems is a leading
provider of integrated avionics systems, emergency locator systems
and radar and missile electronics for military and civil
customers. Cobham's avionics systems can be offered
individually or integrated to provide an entire cockpit. Its
synthetic vision Electronic Flight Instrument System (EFIS)
revolutionised safety in low-level flight operations and is now
approved on more than 700 aircraft and helicopter models.
Cobham's new Helicopter Stability
Augmentation System (HeliSAS) adds to its extensive range of fixed
wing auto-pilot solutions and brings added safety within the reach
of a host of operators for whom such systems were previously too
expensive and heavy. Cobham Commercial Systems is also an
acknowledged expert in Emergency Locator Transmitter and Personal
Locator Beacon technologies, from personal units to Original
Equipment Manufacturer mounted systems on airliners and
helicopters. Its radar and missile RF front end electronics
are part of many radars, missiles, and space and commercial radar
systems as well as leading edge Active Electronically Scanned Array
(AESA) solutions.
About ACR Electronics
ACR designs and manufactures a
complete line of safety and survival products including EPIRBs,
PLBs, AIS, SART, Strobe Lights, Life Jacket Lights, Search Lights
and safety accessories. The quality systems of this facility
have been registered by UL to the ISO 9001:2008 Series
Standards. Recognized as the world leader in safety and
survival technologies, ACR has provided safety equipment to the
aviation and marine industries as well as to the military since
1956. The company is headquartered in Fort Lauderdale, Florida and
employs 147 at its manufacturing facility.
More Needs to be Done to Stop Invisive Species
The following is a Press Release from the Smithsonian Environmental Research Center:
(EDGEWATER, Md.) -- Invasive species have hitchhiked to
the U.S. on cargo ships for centuries, but the method U.S. regulators most rely
on to keep them out is not equally effective across coasts. Ecologists from the
Smithsonian Environmental Research Center have found that ports on the East
Coast and the Gulf of Mexico are significantly less protected than ports on the
West Coast.
Invaders are frequently introduced across oceans and along coastlines through the ballast water in ship hulls, water that often includes plankton and larval stages of marine and estuarine species. Large vessels need this water for balance as they load and unload cargo. However, by dumping ballast water in their ports of entry, they accidentally bring in new species that can alter or damage the local ecosystem. In 2004 policymakers thought they had found a solution: have cargo vessels exchange their ballast water in the open ocean, at least 200 nautical miles from land. This method, called “open-ocean exchange,” flushes out or kills potential invaders by exchanging coastal water for water from the deep ocean.
But some ships do not use the practice and many more cannot without veering drastically off course. In perhaps the most comprehensive study to date, Whitman Miller and a team of scientists from SERC looked at all international ships entering the contiguous U.S. over three years. Published today in the journal BioScience, the study analyzed approximately 105,000 vessel reports from January 2005 to December 2007. While most ships opted not to discharge their ballast water at all, a substantial number continued to dump unexchanged or improperly exchanged water into their ports of entry.
Not all coasts are affected equally. The Gulf of Mexico and the East Coast received much larger fractions of unexchanged ballast water than the West Coast. Roughly 5 percent of the ballast water discharged on the West Coast had not undergone open-ocean exchange. By contrast 21 percent of the discharged water in the Gulf and 23 percent on the East Coast went unexchanged.
Much of the problem comes down to simple geography. Depending on a ship’s transit route, it may not have the time or space to conduct open-ocean exchange. A mere 24 percent of the ballast water discharged by ships journeying to U.S. ports along coastal routes, from Central or South America, for example, underwent open-ocean exchange. In contrast 91 percent of ballast water discharge by transoceanic shipping was exchanged in the open ocean, where ships have more opportunities to manage their water properly. Because so many of their incoming ships do not pass through the open ocean, ports in the Gulf and East Coast receive more potentially harmful water.
The vast discrepancies point to the need for another solution, ecologists say. If ships could treat their ballast water on board without having to journey to the open ocean, every coast would be safer.
“The Gulf of Mexico coast receives more overseas ballast water discharge than the East or West coasts, and most of this water is either unexchanged or exchanged inside coastal waters,” said Miller. “Given the geographic constraints of shipping, and the complexity of the invasion process, it is clear that we need to move to onboard ballast water treatment technologies that will allow ships to operate anywhere in the world without fear of releasing harmful invasive species.”
The full paper is available upon request. To receive a copy, to speak with Miller or for more information, contact Kristen Minogue at (443) 482-2325 or Monaca Noble at (443) 482-2467.
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