#bpaconf2016

SESSION 8 SHIPPING DEVELOPMENTS

CHAIRED BY: DAVID SAWKINS DEPUTY HARBOUR MASTER, ORKNEY MARINE SERVICES

TERNTANK REDERI A/S

In short :

Terntank was founded in 1958 on the island of Donsö, Sweden. A private, family-owned company. Commercial head office in Skagen, Denmark from 2009. We own and operate 10 ice-classed tanker vessels btw 8,000

and– 15,000 dwt. Primary markets are the Baltic Sea and the North Sea. ”First Movers” for various shipping technologies. We employ approx. 250 people in total onboard our vessels and

in our offices in Skagen, Donsö and Manilla.

FLEET

Dwt Built Ice class Ternsund 15 000 2016 1A Ternfjord 15 000 2016 1A Ternvind 10 230 2008 1A Tarnbris 10 300 2007 1A Ternholm 14 796 2005 1A Ternvag 14 796 2003 1A Ternhav 14 796 2002 1A Ternvik 14 796 2001 1A Tarnfors 8 245 1998 1A* Tarndal 8 115 1998 1A*

CUSTOMERS

SULPHUR EMISSION CONTROL AREA (SECA)

From Wikipedia, the free encyclopedia: Sulphur Emission Control Areas (SECAs) are sea areas where there are str icter

requirements for used bunker fuel compared to other sea areas. SECA i s defined in MARPOL Annex VI . The area includes North Sea, Balt ic Sea, and within 24 miles of Cal ifornia coast.[1] Also other areas may be added via protocol defined in Annex VI .

Original ly the protocol which init ial ly defined SECA was adopted in 1997 and it was enforced in May 2005. The North Sea was included in SECA in July 2005 and enforced in August 2007.

MAJOR TRADING AREA

CHOICE OF FUEL/TECHNOLOGY

CHOICE OF FUEL/TECHNOLOGY

All of the analysis resulted in that we ordered new buildings with :

New innovative low-speed two-stroke dual-fuel engine of Wärtsi lä New combined Catamizer (catalyzer/exhaust gas boi ler/inert gas system) of Swedish Gesab Energy eff icient vessel design (Rol ls-Royce Marine AS, Norway ) Main engine meets IMO’s lower NOX Tier I I I l imit without addit ional exhaust gas treatment Increased propel ler diameter

RIGHT NOW WE AND AVIC DINGHENG SHIPYARD ARE BUILDING

THE WORLD’S MOST ENVIRONMENTALLY FRIENDLY TANKERS

TERNTANK PRESENTS THE FUTURE

OF TANKER SHIPPING

4 NEW BUILDINGS ORDERED AT AVIC DINGHENG

EXPECTED EMISSION REDUCTION

BUNKER SUPPLY – LOI WITH SKANGAS “BUT STILL A BOTTLENECK”

Bunkering STS Bunkering at terminal

Or by truck Here we need help and support from all involved parties

First bunkring by truck in Port of Rotterdam in August

First bunkring STS in in Port of Gothenborg in September First bunkring at Pori LNG terminal in September

BUNKERING STS OR AT TERMINAL

ECONOMIC ASPECTS/FUNDING

EU support for new technologies/fuels (Motorways of the Sea)

Zero Vision Tool (ZVT) NOx-Fond support for reduction of NOx

Reduction of Fairway Dues (Sweden and Finland)

Rebate on Port fees

THANK YOU!

WHAT DO CRUISE LINES WANT FROM PORTS?

CHRIS COATES COMMERCIAL DIRECTOR

CAPTAIN PINO SUMBULA DIRECTOR MARINE OPERATIONS

ROXANNE ONUFRIYENKO MARINE OPERATIONS MANAGER

CRUISE MARITIME VOYAGES (GLOBAL MARITIME GROUP)

BACKGROUND

Every day, on every ship at sea, as well as the cargo, millions of marine organisms are also transported, having been taken onboard when ballast water was loaded.

Some of these organisms

establish themselves in their

newly found “homes” and are

referred to as nuisance,

nonindigenous or

invasive aquatic species.

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“a nonindigenous species that threatens the diversity or abundance of native species or the ecological stability of infested waters, or commercial, agricultural, aquacultural or recreational activities dependent on such waters”.

Not all nonindigenous species (NIS) survive and not all survivors become invasive, but the few that do can cause enormous damage, both to the economy and to the environment

Invasive aquatic species are one of the four greatest threats to the world’s oceans (GLOBALLAST)

Some examples are ...

THE PROBLEM

Asian phytoplankton algae Odontella in the North Sea in 1903, led scientists to recognise that a nonindigenous species could be accidentally introduced to a new area

It took until the 1970s for the scientific community to begin a detailed review of the issue

The issue of nuisance species or aquatic organisms in ballast water was first raised at the IMO in 1988 and, since then, the MEPC, the MSC and technical sub-committees have been aware of the problem and have issued guidance and appropriate conventions to combat the dangers of transporting nonindigenous species in ships’ ballast water.

NONINDIGENOUS SPECIES

North American comb jelly in Black Sea

Water flee

European green crab

Seaweed – Asian kelp

Diseases - Cholera

NONINDIGENOUS SPECIES

Great Lakes - zebra mussel

Has already cost the Canadian and US authorities over 10 billion dollars

Round gobby - fish

NONINDIGENOUS SPECIES

Chinese Mitten Crab

Burrows into river banks and dykes causing erosion, siltation and instability to riverbanks

RECIPE

NONINDIGENOUS SPECIES

In the late 1980s, Canada and Australia were among the countries experiencing particular problems with unwanted species and expressed concerns to the MEPC

In 1989, Canada issued guidelines for voluntary ballast water exchange

The first piece of US legislation designed to prevent the introduction of invasive aquatic species and control their dispersal was the Nonindigenous Aquatic Nuisance Prevention and Control Act of 1990 (NANPCA).

BRIEF HISTORY OF ACTIONS ...

Following the Rio conference in 1992, where the problem of managing ballast water was first raised, international guidelines were drawn up in 1993 and updated in 1997. This culminated in the adoption in February 2004 of the International Convention for the Control and Management of Ships’ Ballast Water and Sediments (BWM Convention).

Globallast was created in 2000 to assist underdeveloped states

Many countries have taken own action and have implemented interim and long term regulations

BRIEF HISTORY OF ACTIONS ...

THE BWM CONVENTION 2004

SEQUENTIAL – empty and fil l

FLOW THROUGH – run water through; 98% achieved with 3 volume changes (requirement stated as 97%)

There are issues with both methods

BALLAST WATER EXCHANGE

Distance: Open ocean and not less than 200 nm from nearest land

Where 200 nm is not practicable, then at least 50 nm

Depth: More than 200 metres

Where above is not practicable, ships shall use designated exchange zones established in the regions base on a route -based risk assessment approach

Deviation may be required in some cases for exchange

EXCHANGE AT SEA GEOGRAPHICAL LOCATION REQUIREMENTS

THE BWM CONVENTION 2004

STANDARDS

US has set own rules; though similar, but there are different words used US is not party to the Convention

The Convention also includes a number of guidelines – prefixed “G” – which are issued and revised from time to time as per MEPC outcome. G8 being the most significant – guidelines for approval

Around 60 Systems designed

Include

Filtration

Active substance based

Non-Active substance based

Inerting – oxygen depletion

Ultra Voilet

Pressure

... and many more

TREATMENT SYSTEMS

Port States have to manage two issues:

Monitoring and enforcement

dissemination of information.

ROLE OF PORT STATES

Taking ballast water and sediment samples

analysing samples obtained to test for the continued survival of harmful aquatic organisms and pathogens

refusing to allow discharge of ballast water into the environment

ordering ships to discharge ballast to a reception facil ity (where available)

undertaking prosecutions and imposing penalties in cases of violations

applying the Port State’s contingency strategy where harmful aquatic organisms or pathogens are found to be present in the samples.

ROLE OF PORT STATES

Convention comes into force 08 September 2017

Some approved systems are available

Production of systems may not meet demand

Excessive load on new and retrofit intallations

US plans to revise performance standards in 5 years

Shipowners bringing forward renewal of IOPP Certificate

Yards foresee installation/retrofit rush during 2021/2022

Classification Societies foresee a massive surge in surveys around 2021/2022 covering both IOPP and BWM

CRITICAL ISSUES

Any questions

Unfortunately - we stil l may not have all the answers

Thank you for listening