TO FERRIES

A N E W S L E T T E R P U B L I S H E D B Y S S P A S W E D E N A B 5 4 / 2 0 1 1

Contents

2 Our employees – the bridge between present and future

4 The SSPA Shuttle Ferry

6 Alternative fuels – a way to meet the 2015 emission standards?

8 Short comments

HIGHLIGHTSFO

TO:S

HU

TT

ERST

OC

K

2

54/2011

One of SSPA’s strengths is the ability to function as the bridge between theory and practice, research and implementation, present and future.

JoanneEllis,SofiaWerner,JohannesHüffmeierandDa-QingLiareallgreatexamplesofSSPAbeingabletoputtheoreticalknowledgeintopractiseregardingsomeoftoday’smostdiscussedtopicsinthemaritimesector:alternativefuels,designindices,regulationsandprocesses,andiceandnewroutes.

The International Towing Tank Conference 2011TheConferenceadoptedanumberofimportantdecisionsfortheworldcommunityofTowingTanks,includingnewspecialistcommitteesonPerformanceofShipsinService,ShipsinIce,andHydrodynamicNoise.Additionally,theConferenceconfirmedthetraditional

technicalcommitteesonresistance,propulsion,maneu-vering,seakeepingandothers,whichconstitutetheback-boneofthis78yearoldorganization.

TheSpecialistCommitteeonPerformanceofShipsinServicehasbeentaskedwithaddressingtheperformancepredictionsforserviceconditions,coveringthewholelifecycleoftheship.ThiswilltakeintoaccounttheEEDIandEEOI,tohelpunderstandthetechnicalitiesthatstillneedtobesolvedbeforetheEEDIcomesintoforce.

TheNoiseCommitteehasbeentaskedwithdiggingintoidentificationofnoisesourceswhichimpactmarinelife,andtodeveloprelevantguidelinesonmodelandfullscalenoisemeasurements.

TheseactionstestifytotheongoingcommitmentoftheITTCtoenvironmentalissues,whichareatthemomentontopoftheIMOagenda.ITTCmembers,withtheiruniqueknowledgeinthehydrodynamicsfield,willbringadecisivecontributiontothemaritimecommunitybyfeedingtheirfindingsintotheIMOprocess.

Our employees – the bridge between present and future

Johannes Hüffmeier, Da-Qing Li, Sofia Werner and Joanne Ellis are all great examples of how SSPA is able to put theoretical knowledge into practice regarding some of the most important issues fac-ing the maritime sector today: alternative fuels, design indices, regulations and processes, ice challenges and new routes. They are shown standing in front of a propeller from a Dragon class submarine. This type of submarine was built for the Swedish navy during the period 1960-1962. It was designed with only one shaft and a larger 5-blade propeller for improved underwater performance and reduced noise.

My sincere season’s greetings to all of SSPA’s clients, part-ners, and colleagues in the maritime society. Thank you all for the opportunities given and confidence shown to us as we worked together during 2011.Susanne Abrahamsson

3

54/2011

Hydrodynamics, ice and EEDISusanneAbrahamsson,CEOatSSPA,representsNorthernEuropeandisamemberofitsAdvisoryCouncilthat,amongotherthings,recommendstopicstobestudied.InSeptember,atthe26thITTC(2008-2011),expertswerechosentoco-operateforthemarketgood.FromSSPAProjectManagerSofiaWernerwasappointedtothePerformanceofShipsinService(incl.EnergyEfficiencyDesignIndex)committee,andJohannesHüffmeiertotheIcecommittee.Da-QingLiwillcontinueonthespecialistcommitteeonCFDinMarineHydrodynamics,whichwasestablishedpreviously.Thecommitteeswillworktogetherduringthe27thITTC,whichcoverstheperiodfrom2011to2014.Theirtasksincludeestablishingproceduresand/orguidelinesfortechniquesapplicabletocommercialpractice.

ThepurposeofthespecialistcommitteeonThePerformanceofShipsinServiceistoimprovetheper-formancepredictions(especiallyforlargeships)forserviceconditionscoveringthewholelifecycleoftheship,keepinginmindtheEnergyEfficiencyDesignIndexandEnergyEfficiencyOperationalIndexdevelopmentwithinIMO.ThecommitteeshouldworkdirectlywiththerepresentativesattheIMOtoalsobeabletoidentifyanddescribethepracticalaspectsoftheEEDI.

IceanditsbehaviourisanareawheretheNordiccountriesandCanadahaveextensivehistoricknowledgewhichnowhasbecomemoreandmoresoughtafter.Newroutes,thefutureofoffshoredrilling,environmentalimpactsanddriftingiceareamongtheissuesthatarediscussed.ThepurposeoftheITTCcommitteeonIceistolookfurtherintooperationalconditionsinviewofclimatechangeanddifferentroutesandtodeterminewhethernewiceproceduresneedtobedeveloped.

Transportation, regulations, and fuelAfterdefendingherthesis,AssessingSafetyRisksfortheSeaTransportLinkofaMultimodalDangerousGoodsTransportChain,onSeptember16th,JoanneEllis,ProjectManageratSSPA,wasgrantedherwell-earneddoctoraldegree.Congratulations!

WhileworkingonthethesisJoanneconductedriskassessmentsandgainedagoodunderstandingofdanger-ousgoodsregulationsystemsandtheireffects,aswellasanappreciationofthecomplexitiesofmultimodaltrans-portofcontainerisedgoods.Therearedifferentregula-tionsandpracticesforthedifferentmodesoftranspor-tation,althoughallarebasedonthemodelregulations

Ouremployees–thebridgebetweenpresentandfuture

The International Towing Tank Conference (ITTC) is a voluntary association of worldwide organizations that has responsibility for the prediction of hydrodynamic perfor-mance of ships and marine installations and has the status as observer at the International Maritime Organisation (IMO - the United Nations agency with responsibility for the safety and security of shipping and the prevention of marine pollution by ships).

publishedbytheUnitedNations.Forshippingtheregu-lationsareinternational,asshippingisaglobalindustry,withshipspotentiallyvisitingmanydifferentcountriestoloadandunloadgoods.JoannehashadtheopportunitytobeanobserverattheIMOsub-committeeondanger-ousgoodsandsolidcargoes.ShehasalsoproducedriskanalysismaterialthathasbeenincludedinFormalSafetyAssessmentsthatweresubmittedtotheIMO’sMaritimeSafetyCommittee.

Joanne’sresearchintothesafetyriskoftheseatrans-portofcontainerisedgoods,includingdangerousgoods,foundthatcargoareafireswereasignificantcontributortooveralloperationalrisk.Undeclareddangerousgoodswerefoundtobeinvolvedin25percentofseriouscargoareafires.Shoresidefactorswerefoundtobeimportantfocusareasforriskreduction.Themajorityofdangerousgoodsreleasesonboardshipshadcontribut-ingfactorsthatoriginatedearlierinthetransportchain,suchaserrorsintroducedduringpackagingofthegoodsorduringthestuffingofcargotransportunits.Thus,activitiesatthetransportchainoriginandattransportnodesareimportantforonboardsafety,andgoodcom-municationbetweentransportchainparticipantsmayimproveunderstandingoftheimportanceoftheseactivi-tiesforriskreduction.

Experiencegainedthroughherthesisworkregardingriskassessmentandsafetyhasbeenapplicableinotherprojects,includingEffShip(Efficientshippingwithlowemissions).Oneofthegoalsoftheprojectistoinvesti-gatepresentandfuturemaritimefuelsfromvariousper-spectives,includingriskandsafetyduringuseandtrans-port.Theprojecthasthevisionofsafeandsustainabletransportwhereenvironmentalimpactsareminimisedandenergyefficiencyismaximised.

Helén Jansson

“We are proud of all our employees – they create the foundation for SSPA’s success. With their knowledge and expertise we are able to offer unbiased discus-sions and a development platform where customers and other stakeholders can achieve sustainable mari-time results, implement the latest research results and share insights on what the future may hold.” Susanne Abrahamsson

TheInternationalTowingTankConference

4

54/2011

The SSPA Shuttle Ferry

A majority of the world’s largest cities are located in coastal areas. For many of these cities, sea traffic is an integral part of the public transport system, providing important links to busses and rail bound transports and achieving annual passenger volumes ranging from 1 to 5 million people. However, in order to cope with such trends as rapid population growth in urban areas, over-loaded roads/rails and the desire to turn former harbor and wharf areas into attractive residential districts, sea-ways could be used even more in the future as part of the public transport system. In Stockholm, for example, more public transport by sea is already high on the political agenda.

SSPAhasbeenengagedinseveralprojectsconcernedwithpublictransportbyseaandinconjunctionwiththis,wehaveinvestigatedsuchthingsasshipdesign,environ-mentalimpactandriskmanagement,andalsoconductedsimulations.Ourexperiencefromperformingtheseassignments,alongwithourfirmbeliefintheimportantroleofpublictransportbyseainthefuturehasinspiredustodesignapassengerferrysuitablefortheseawaysaroundStockholm.

Ourgoalwastoenvisionarealizabledesignforanefficient,environmentallysound,modernpassengerferry,withagreatdealoffocusonaccessibilityandcomfort.Inordertomeettheenvironmentalconstraints,theshiphadtocomplywiththeSwedishregulationsforshipsoninnerwaterways.Arealizabledesigninvolvedfocusingeffortsonincorporatingtechnologyreadilyavailableonthemarket.

Why a catamaran?Thefinalconceptwasa27mcatamaranoptimizedfora35-minuteroutebetweenEkeröIsland(locatedonLake

Mälaren)andthecentralpartofStockholm.Thetwinhullconceptwasselectednotonlytominimizeresistance,butalsotoreducethewakewashsincemuchoftherouteisthroughsensitivewaterways.Inordertoachievethedesiredlowresistanceandlowwakewashthecatamaranconceptneededtobeverylight.Accordingly,effortsweremadetoavoidincorporatingequipmentorfunctionsthatwouldaddtoomuchweight.

Similarcatamaransexistinseveralothermajorcities,suchasBrisbane,LondonandAmsterdam.InStockholm,however,theyarenon-existent.Inalllikelihood,thishastodowithiceconsiderations.Forthisparticulardesignproject,icecapacitywasrejected.Thedesignofanice-goingpassengerferryfortheselectedrouteandtraveltimewouldhavebeencompletelydifferent(mostlikelyaratherheavy,singlehullvessel).Anice-goingvesselwouldeitherbeonethathadlowspeed,moderateenergycon-sumption,lowwakewashandlowemissions,orahigherspeedvesselwithhighenergyconsumption,severewake,andcomparablyhighemissions.Bothoftheseconceptswererejected,sincemanysuchshipsalreadyexistanddesigningyetanotheronewouldaddnothingnewtoeitherourownskillsetorthegeneraldebate.

Limitations in the choice of fuels and drive trainComprehensiveresearchforalternativefuelswasalsoincorporatedintotheproject.Significanteffortandinvestigationwasfocusedonmethanebasedfuels(com-pressedorcondensed),non-fossilbaseddieselsubstitutes(likepineoilorRapeseedMethylEster(RME)),batteriesandDimethylEther(DME).Severaloftheidentifiedsolu-tions,suchascompressedorliquefiedmethane,couldpotentiallyreducecarbonemissionsquitesignificantly.Anumberofthesolutionsalsosubstantiallyreduce

Future passenger ferry suitable for the seaways around Stockholm.

Martin Borgh, Project Manager, received his M.Sc. in Naval Architecture from The Royal Institute of Technology (KTH) in 2000. He joined SSPA in 2008 after seven years working for the Swedish Defence Materiel Administration (FMV) as a spe-cialist regarding above-water signatures. Now focusing on early concept design and gen-eral naval architecture issues with a special interest in waste heat recovery technology.Telephone: +46-31 772 91 95E-mail: martin.borgh@sspa.se

5

54/2011

TheSSPAShuttleFerry

nitrousoxides(NOx)emissionsaswell.Fortheselectedferryconcept,itwasdeterminedthatnon-fossilbaseddieselsubstitutesandDMEwerethebestchoicesfromatechnicalandpracticalpointofview.OneproblemwithDME,however,isthatanoff-the-shelfenginewithmarinecertificationisnotcurrentlyavailable.Fortheotherinves-tigatedalternatives,theweightofthefuelandthestor-agetanks(i.e.nottooheavy)wasadecidingfactor.

Forthedrivetrainandpropulsion,severalpossiblesolutionswereinvestigated.Theoneselectedisratherstraightforward:twocontrollablepitchpropellersonstraightshafts,eachdrivenbyadieselcycleengineviaacombinedgearboxandclutch.Thiswaspreferredduetosimplicity,propulsiveefficiencyandweight.

Asdiscussedearlier,thelevelofinstalledpowerishighlydependentonthedesiredlevelofonboardcomfortandotherinstallations(whichalsoaffectsdis-placement).Themaximum,however,shouldnotexceed450kWforeachinstalledmainengine.Hence,theferryisdesignedtobeequippedwith2modern450kWdie-selenginesrunningonbiodiesel,providingaservicespeedof22knots.Thiscouldbereducedfurther,dependingontheamountofinstalledequipmentandtheeffortputintoweightminimizationofthehullandsuperstructure.

CapacityAscurrentlydesigned,theferryhascapacityforapproxi-mately200passengers(175seated,25standing).Ontheaftdeck,thereisspacefor20to25bicycles.

Embarking and disembarkingTheferrycanbemooredwitheitherthestem(e.g.interimstopsduringoff-peakhours)toquay,aswellasalongsidethedock(e.g.atendstations).Passengersembarkanddisembarkthroughexitsinthestemandtheside.Bicyclesaremainlytransportedonthesterndeck(withsomespacesalsoavailableonthefrontdeck).Furthermore,theshipisequippedfordisabledpersons.Infact,thevesselwasdesignedsothatembarkinganddisembarkingwouldbejustaseasyasintheStockholmsubway.

Oneimportantaspectoftheprojectwastoincorpo-ratemanyfeatureswhereSSPAhasahighlevelofexper-tise,suchashullandpropellerdesign/interaction,harborplanningandhullstructuraldesign.Wealsotookgreatcaretoconsidertherequirementsofimportantstake-holders,suchasferryoperatorsandgovernmentauthori-ties.Itisalsoimportanttonotethatourindependencefromsuppliersensuresanunbiasedevaluationofsystemsolutionsandselecteddesigndecisions.TheSSPAShuttleFerryisawellelaboratedinitialdesign,readyforthenextstepinthedesignprocess.Itisanattractiveconceptandanelegantsolutiontoanurgenttransportproblem.ItalsoprovidesanexcellentexampleofwhatSSPAcanprovideintermsofcomprehensiveshipdesign.

Torvald HvistendahlMartin Borgh

RapeseedMethylEster(RME) – a man-made substitute for diesel oil

DimethylEther(DME) – in ambient air pressure a gaseous substance possible to burn in a diesel engine. Becomes liquid at roughly 5 atmospheres over pressure.

Torvald Hvistend-ahl, Project Manager at SSPA, started his career in the Swed-ish Navy as a deck officer 2001. He received his M.Sc. in Naval Architecture from the Royal Institute of Technology (KTH) in 2010 and joined SSPA the same year. Now fo-cusing on early concept design and general naval architecture issues, specializing in ship acoustics.Telephone: +46-730-729192E-mail: torvald.hvistendahl@sspa.se

6

54/2011

Finding cost effective ways of meeting upcoming regula-tions for reduced emissions is a challenge for many ship operators. The regulations, which are being brought in to force in a phased approach, successively reduce allowable emissions of sulphur oxides (SOx) and nitro-gen oxides (NOx). Emissions of particulate matter will also likely be regulated in the future, although targets have not yet been set. There are global targets for SOx and NOx emission reductions as well as additional larger reductions called for in emission control areas such as the Baltic Sea, the North Sea, and the North American coastline, with more areas currently under consideration.

Thereareanumberofoptionsforreducingemissionsfromshipping-mostarefocusedeitheronsomeformofexhaustgasafter-treatmentmethodoronswitchingtoanalternativefueltype.Variousfactorsneedtobeconsideredwhenchoosinganoption.Therewillnotbeone“best”solutionformeetingtheemissionsregulationsthatworksforallships,routes,andoperators.

The EffShip projectTheEffShip(Efficientshippingwithlowemissions)projecthasamaingoalofidentifyinganddevelopingsolutionsformoreenergyefficientshippingwithloweremissions.SSPAisthecoordinatoroftheproject,whichisinvesti-gatingvarioustypesofsolutionsforimprovingefficiencyandloweringemissions,includingalternativefuelsandenergysources,emissionreductiontechnologies,energyrecovery,andimprovedoperationalefficiency.Theproject,fundedbyVINNOVA,theSwedishInnovationAgency,beganinDecember2009andwillrununtilMarch2013.

Thisarticlewillfocusonsomeofthefindingsregard-

ingalternativefuels,inparticularthepromisingalternativeofmethanol.

Replacing heavy fuel oil with cleaner alternativesAlternativestoheavyfueloilsuchasLNG,methanol,dimethylether(DME),marinegasoil,andrenewablebio-fuelarebeinginvestigatedaswaysofmeetingemissionregulations.Increasingoilpricesanddwindlingreserveshavealsoincreasedinterestinalternativefuelsources,astheycouldbethewaytoreducingfutureoperatingcosts.WithintheEffShipproject,thefocushasbeenonidenti-fyingfuelsthatcouldbeimplementedby2015,whenthemaximumsulphurcontentinmarinefuelswillbereducedto0.1%inEmissionControlAreassuchastheBalticSea.

Factors for decision makingTechnical,safety,environmental,andmarketaspectsarebeinginvestigatedforcurrentandpromisingmarinefuels.Marketaspectsincludebothfuelcostsandoperationalcostsoftheon-boardfuelsystem.Transportationanddis-tributionsystemsforthefuelattheportsofinterestarealsoimportantfactorstoconsider.

Technicalandoperationalaspectsincludeadaptationandretrofittingrequirementsforexistingships;designrequirementsfornewships;on-boardstoragerequire-mentsforthefuelwithrespecttoweight,space,andloca-tionofbunkertanks;andriskandsafetyconsiderations.

Environmentalfactorsincludefuelproductionandtransportimpacts,emissionsfromon-boarduse,andenvironmentalimpactsofspills.Spillsofheavyfueloilfromship’sfueltankscanhaveseriousconsequencesfortheenvironment,asoccurredfollowingtherecentspill

Alternative fuels – a way to meet the 2015 emission standards?

Joanne Ellis, Project Manager, Ph.D. Since joining SSPA in 1999, she has been involved in a range of projects including risk assessments, dangerous goods transport studies, and studies related to the environmental impact of transport. Prior to joining SSPA, she worked with environmen-tal assessments, water qual-ity issues, and transportation projects.Telephone: +46-31 772 90 73E-mail: joanne.ellis@sspa.se

7

54/2011

fromthecontainershipoffthecoastofNewZealand.Someofthealternativefuelsarelesstoxicandmuchlesspersistentinthemarineenvironment.

Low flash point fuelsIntermsofshipboardsafetyandconsequencesfromtheuseofalternativefuels,theIMOiscurrentlyworkingona“DraftInternationalCodeofsafetyforshipsusinggasesorotherlow-flashpointfuels”.Thiswillcoverthreemaingroupsoffuels,includinggaseslighterthanair(e.g.LNG),gasesheavierthanair,andlowflashpointliquidfuels(e.g.methanol).Currentregulationslimittheuseoffuelswithaflashpointlessthan60°C.Interimguidelinesonsafetyfornaturalgas-fuelledengineinstallationshavebeeninplacesince2009,andthenewregulations,plannedforadoptionin2014,shouldeasethewayforotherclean,environmentallyfriendlyfuelssuchasmethanolandDME.

Why methanol?MethanolwasidentifiedwithintheEffShipprojectasoneofthemostpromisingfuturemarinefuels,duetoitsavail-ability,price,andenvironmentalandoperationalbenefits.Itcanbeproducedfromfossilfuelsourcessuchasnaturalgasandcoal,frombiomass,orfromsynthesisofhydro-genandCO2,asacarbonneutralfuelalternative.Thus,itsfutureproductionisnotdependentonthelimitedreservesoffossilfuels.Itisaliquidfuelatambienttem-peratureandcanbetransportedandstoredwithouttheneedforspecialinfrastructure,similartootherliquidfuels.

Methanolcanbeusedinadaptedmarineengines

directlyorconvertedtoDMEinanonlineprocess,andthenusedinexistingdieselenginesthathaveundergonelimitedmodifications.EmissionsofSOxandparticulatematterwillbeverylow,similartothosefromLNGuse,anditisexpectedthatNOxemissionregulationscanalsobemetwithouttheneedforexhaustgasafter-treat-ment.DMEhasalreadybeenusedsuccessfullyindieselenginesinland-basedtransport,butithasyettobeusedonboardaship.AgroupofpartnersfromEffShip,includ-ingSSPA,arestartingupaprojecttodemonstratetheuseofmethanol/DMEfuelonboardandprovideresultsfromfieldtesting.

More to comeTheEffShipprojecthasalreadygeneratedsomeinterest-ingdevelopmentsintheareaofalternativefuels.Resultsofotherworkwithintheproject,includingassessmentofwindenergyonshipoperationsandlogisticsystemsolutionstoimproveenergyefficiency,willbereportedinfutureissuesofHighlights.

Joanne Ellis

LNGMETHANOLDMEGASTOLIQUID(GTL)

Alternativefuels–awaytomeetthe2015emissionstandards?

Shortsearoro-ship,servingastestplatforminEffShip.ILLUSTRATION:BYCOURTESYOFNAOSSRL/SCANDINAOSAB

EFFSHIPPARTNERSSSPA (Coordinator)ScandiNAOS (Technical Manager)StoraEnso Chalmers Technical UniversityWärtsilä Sweden Göteborgs EnergiDEC Marine Svenska Orient LinjenS-Man Stena Rederi

8

Short comments

SSPAHIGHLIGHTSISPUBLISHEDBY:

SSPASWEDENAB

P.O.BOX24001

SE-40022GÖTEBORG,SWEDEN

PHONEINT.+46 -31 772 90 00

TELEFAX+46-31772 91 24

E-MAILpostmaster@sspa.se

WEBSITEwww.sspa.se

EDITOR:HARRIETTEGNÉR

PRODUCTION:NILSLINDSKOUG

GRAPHICDESIGN:WERNERSCHMIDT

PHOTO:ANDERSMIKAELSSON

PRINTEDINSWEDEN

ISSN1401-3711

Pleasevisitourwebsitewww.sspa.sewww

Papers2011

Da-QingL.,“PredictionofNon-cavitatingandCavitatingPerformanceofaSVApropel-ler”,Proc.ofSMP’11WorkshoponCavitationandPropellerPerformance,Hamburg,2011

EllisJ.,“Analysisofaccidentsandincidentsoccurringduringtrans-portofpackageddangerousgoodsbysea”,SafetyScience49,pp.1231–1237,2011

EllisJ.,“AssessingSafetyRisksfortheSeaTransportLinkofaMultimodalDangerousGoodsTransportChain”,PhDThesis,ChalmersUniversityofTechnology,2011

ShiriA.,BensowR.,Leer-AnderssenM.,NorrbyJ.“StudyofanAirCavityinWaterTunnel”,14thNumericalTowingTankSymposium,Poole,2011

Styhre,L.,"Potentialforimprove-mentoffeedervesselcapacityutilization",ProceedingsoftheIAMEConference,SantiagodeChile,2011.

WilskeE.,LexellO.,“Testbedforevaluationofmethodsfordecisionsupportincollisionavoidance”,e-NAVIGATIONUNDERWAYconference,Copenhagen–Oslo,2011

FeasibilitystudyofmaritimeLNGinfrastructure

TherehasbeengreatinterestinthefeasibilitystudyofanLNGbunker-inginfrastructureforNorthernEurope,whichiscarriedoutjointlybySSPAandÅFIndustryfortheDanishMaritimeAuthority(asdescribedinpreviousHighlights).Thelistofin-kindcontributors,ref-erencegroupmembersandotherinterestedpartiesisextensiveandtheprojectcoversmanyaspectsofLNGbunkering.TheaimofthestudyistoproposeframeworkrecommendationsforestablishingamaritimeLNGinfrastructure,encompassingtechnicalandsafetyissues,aswellaseconomicaspects.

TherecommendationsforanLNGinfrastructureintheBalticSea,

PHOTO:BYTHECOURTESYOFGASNOR

SSPAtoperformriskassess-mentandnavigationalsimulationsforanewLNGimportfacilityinthePortofKlaipeda,Lithuania

Theportstevedoringcompany,KLASCO,whichispartoftheAchemaGroup,isplanningtobuildanewLNGimportfacilityatthePortofKlaipeda,Lithuania.ThePortofKlaipedaisthelargestandmostimportantportinLithuaniaanditprovidesagoodexampleoftherapiddevelopmentsthataretakingplaceintheBalticStates.

SSPAhasbeencontractedbytheAchemaGrouptoperformanauticalriskassessmentforthenewdevelopmentplans.Theriskassess-mentwillbedoneinaccordancewithinternationalstandardsonFormalSafetyAssessmentfromtheInternationalMaritimeOrganizationTheintentionistoalsomeettherequirementsofCouncilDirective96/82/EC,whichisalsoknownastheSevesoIIDirective.TheprojectwillincludesimulationsofanLNGtanker’sjourneythroughthePortofKlaipeda’sfairwayandproposedjetties.Thisisparticularlyimportantsincethefairwayisquitenarrow

TheSwedishicebreakerfleet

TheSwedishMaritimeAdministration,SMA,hascom-missionedSSPAtoinvestigatethepossibilityofconvertingandupgradingtheSwedishicebreakerfleettothestandardsoftheArcticEnvironmentalPreventionandRescueForces,whichmeansthattheywouldbeabletooperateintheArcticregion.Thestudywillfocusontechnical,operationalandevencertainorganizationalaspects.TheSMAfleet,e.g.ODEN,ATLE,FREJandothervesselscancurrentlybeusedintheArctictoacertainextentduringtheoffseason,i.e.theArcticsummerperiod.Aconver-sion/upgradeofthefleetwouldimprovelogisticsandresponsecapacityintheeventofaspillorrescueeffortinremoteareas.However,furtherdevelopmentofbothlogisticsandspillresponsestrategiesforvariouspackicesitua-tionsisrequired.

Sweden’sabilitytomeettheenvironmentalchallengesintheArcticisunmatched.Ithasuniqueresourcesinicebreakercapacity,well-trainedcrewsandextensiveoperationalknowledge.Throughitsyear-roundnavigationintheBalticSeaandoperationsintheArcticbothcrews,andcompanies,suchasSSPA,haveacquiredvastamountsofknowledgeandsettheprecedentforicebreakerdesignandoperations.

SSPAhas,invariousforums,suggestedestablishingaSwedishEnvironmentalPreventionandRescueForcethatiscapableofdealingwithoilspillsandconduct-ingSARmissionsinArcticwaters.Theinternationalresponse(fromauthorities,oilcompaniesandtheshippingindustry)hasbeenover-whelminglypositive,particularlysincethelevelofactivityintheArcticregionisontherise.

Jim Sandkvist

NorthSeaandEnglishChannelarenowbeingcompiledandawork-shophasbeenheldinZeebrügge,wherethestudywaspresentedbytheworkpackageleadersandthendiscussedwithavarietyofstakehold-ers,includingportrepresentatives,shipownersandoperators,LNGsuppliers,equipmentmanufacturers,authorities,policymakers,andmore.TwomoreworkshopstovalidatetheresultwillbeheldinJanuary2012atPortofSwinoujscie,PolandandPortofHirtshals,Denmark.Withthisfeedback,itwillbepossibletoarriveatfinalrecommendationsforLNGbunkeringofvesselsinNorthernEurope.Forfurtherinformation,pleasecontactLindaStyhreorJohanGahnströmatSSPA.

Linda StyhreJohan Gahnström

anditposesmajorchallengesforlargevesselsandhazardouscargouponentrytotheport.

SeveralportsinthenorthernpartofEuropearecurrentlyinves-tigatingthepossibilitiesfornewLNGterminalsandfacilities.ThisisnecessaryinordertomeettheanticipatedincreaseinthemaritimedemandforLNG.Furthermore,anefficientlogisticalchainthatprovidessteadyaccesstoLNGwillhelpbringaboutamoresecureenergymarketatthenationallevel.

SSPAhasextensiveexperiencefromitsparticipationinsimilarprojects,andisoftencontractedtohandleallissuesrelatedtothemaritimerisksassociatedwithnewinfrastructuredevelopmentprojectsintheareaofenergyandportengineering.

Theprojectwillbecarriedoutinclosecooperationwiththeclientandthesimulationsandriskassess-mentswillbeperformedonsite.SSPA’spartoftheprojectwillbefinishedbytheendoftheyear,andwillassistinthedevelopmentofKlaipediaport.

Edvard Molitor

PHOTO:BYCOURTESYOFSWEDISHMARITIME ADMINISTRATION