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DNVPS won’t Budge on Bunker Boycott | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
These suppliers are accusing DNVPS Surveyors of ‘taking too long to complete their jobs’. But this claim has been refuted by the bunker quality division of the classification society as it cannot be objectively substantiated, especially since several ship operators, after comparing the organisation’s services with those of other companies, have gone on record to say that DNVPS surveyors do not use more time than is necessary. Despite this, however, DNVPS has received a number of complaints from disgruntled ship operators concerned that the debacle will create ‘considerable disruption’. ‘Our surveyors follow strictly the local code of practice on bunker surveying (CP 77) and we are certain that they have not been doing anything wrong or unfair to the local suppliers,’ says Managing Director of DNV Petroleum Services, Per Holmvang. ‘Local suppliers have never before reacted with such hostility towards our survey practices, which have remained largely unchanged for the past 15 years. Indeed, we would be very happy to have our surveyors audited on the job and let the facts speak for themselves.’ To get a clearer picture of what is creating this antipathy, DNVPS has attempted dialogue and invited the boycotting supplier to meet for ‘round table discussions, however this approach has failed as the suppliers ‘are not keen to meet us,’ says Holmvang. Unfortunately, the Maritime and Port Authority of Singapore is also unwilling to intervene in such ‘commercial matters’; despite the long-term possibility that ship owners may begin to lose confidence in bunkering at the regions ports and take their business elsewhere. While resolving the supplier boycott is a top priority for DNVPS, it is not prepared to compromise by relaxing its survey procedures. DNVPS is now discussing the matter with Intertanko and other organisations and is confident an effective solution will soon be found. |
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| Tackling vessel efficiency | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Speaking on the alliance work, Gwynne Lewis, Operations Director of BMT SeaTech, stated that it is not the case that fuel consumption for a given vessel on a particular trading route is fixed and dependent only upon the weather conditions encountered. ‘The overall consumption will also depend on the condition of the vessel and how it is being operated,’ he explained. ‘The project will evaluate and quantify where net savings can be made through improvements in the vessel operations and maintenance programmes. Potential savings are in the order of 2-5%, and for an operator with a fleet of 160 vessels the corresponding cost savings are significant, running into millions of dollars.’ A number of tailored enhancements will be made to Teekay’s current vessel performance monitoring system on six pilot vessels for evaluation purposes. Following this, BMT will attempt to normalise the vessels’ reported performance, taking due account of draught, trim and weather. As a result, this should improve Teekay’s ability to identify favourable trends in performance due to operational improvements or adverse trends such as those caused by hull or propeller fouling. Items to be quantified, and optimised if appropriate, include the effects of changes in draught and trim, alternative operating speeds, period between hull and propeller cleaning, and tangible changes to engine performance. The pilot phase began at the beginning of October and will conclude in January 2005. It is likely the second phase will involve expanding the project to incorporate the company’s entire fleet and to further develop an automated system to record and transmit the ships’ performance data. BMT SeaTech’s range of onboard monitoring software includes the SMARTPOWER suite of applications which monitor ship and engine performance. [SOURCE
MARITIME IT & ELECTRONICS ]
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| New Orders for Azipods | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Royal Caribbean’s second Ultra Voyager vessel will be built at Kvaerner Masa-Yards in Finland, with delivery set for spring 2007. ABB will supply three 14MW Azipod units, one fixed and two manoeuvrable at the stern. In addition, ABB will provide a marine power plant consisting of six main generators, main switchboard, four bow thruster motors and 18 transformers. At the same yard, the Arctic container vessel for Russia’s Norilsk Nickel to carry minerals on the northern sea route to Murmansk will be equipped with one 13MW Azipod and medium voltage power generation and distribution systems. Designed to Russian Maritime Register ice-class LU7, delivery is scheduled for early 2006. Two train ferries for delivery to Sinorail Bohai Train Ferry will be built at Tianjin Xingang shipyard in China and will be the first such vessels to operate in Bohai Bay in the northeast of the country. ABB deliveries include a medium voltage power plant with four generators and Compact Azipod units rated at 4MW each. Deliveries are scheduled for June and December 2006. The new cruise vessel for Carnival Corporation to be built by Fincantieri in Italy will be equipped with two 17.7MW Azipod units and medium voltage power systems. ABB has more than 135 electric propulsion systems in service or under contract and its Azipod units have logged more than 1.3M hours in operation with a 99.7% performance record. |
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| Antarctic iced over when greenhouse gases – not ocean currents – shifted, study suggests | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Though climate scientists have theorized for decades that the circulation of warm ocean currents was responsible for keeping Antarctica largely ice-free during the Eocene epoch prior to 35 million years ago, a series of deep-sea core samples taken recently from the ocean floor south of Australia indicates that this theory needs reworking. The sampled sediments, which were deposited during the period when Australia and Antarctica were beginning to drift apart, show that cold-loving plankton, including diatoms and dinoflagellates, were common in the waters then located to the east of the two then-adjacent continents. "These fossils indicate that a cold current, not the warm one that has been theorized, was flowing past the Antarctic coast for millions of years before the ice sheet developed," said Matthew Huber, lead author and assistant professor in the earth and atmospheric sciences department in Purdue's College of Science. "Because the ice sheet then appeared very rapidly, over a period of just a few tens of thousands of years, some other factor must have caused the rapid cooling that allowed it to form." As additional Eocene records show that substantial changes in the planetary carbon cycle were taking place at around the same time the ice sheet developed, Huber said that the most justifiable explanation for the change lays in atmospheric mechanisms. "In light of all these data, a change in carbon dioxide levels in the atmosphere is a more reasonable explanation for the rapid icing of the Antarctic continent," he said. "It should give us pause that today humans are effecting changes in the amount of carbon dioxide in the planet's atmosphere." The research, which Huber performed with scientists from institutions in Sweden, Canada, the Netherlands, the United Kingdom and the United States, appears in the current (December 2004) issue of the scientific journal Paleoceanography. A companion paper, which offers a geological perspective on the separation of the two continents and on which Huber also participated, appears in the same issue. For much of the past 150 million years, Antarctica has been largely ice-free, and climate scientists have theorized that a precursor to the East Australia Current - which today carries warm water southward along that continent's coast - was responsible for keeping Antarctica warm. This longstanding theory suggests that as the two continents drifted apart, the widening gulf between them disrupted the warm current's flow about 32 million years ago, preventing its heat from reaching Antarctica and plunging the continent into the deep freeze it still experiences today. "Back when Australia and Antarctica were nearly touching, it was reasonable to imagine that such a current could keep the South Pole warm. After all, despite its high latitude, Europe is far warmer than Canada largely because the Gulf Stream warms it," Huber said. "From that conjecture have sprung many other theories describing how ocean currents warm the planet. But it's important to remember that it's just a conjecture, and now we have fossil evidence that appears to refute it." In 2000 a survey vessel brought back core samples taken from waters on both sides of the island of Tasmania, which 35 million years ago was positioned rather like a stepping stone between the two continents. At that time, the three landmasses formed a shallow, warm-water bay to the west of the island, while to the east was open ocean. "If the warm-water current theory were to hold true, the same kinds of warmth-loving microorganisms would have been found in Eocene sediments from both sides of the island," Huber said. "We did find fossils of warmth-loving microorganisms west of Tasmania, where the bay was. But to the east, we found only fossils of cold-loving dinoflagellates. That indicated that there was no warm current flowing along that coast." Another piece of contrary evidence was the timing of the Antarctic ice cap's formation. The continent did not begin to ice over until 2 million years after a deep-water channel opened between it and Australia, but when the ice cap did begin to form, it formed comparatively rapidly. "So you have separation between the continents for 2 million years, during which time the Antarctic climate remains largely the same. Then, suddenly, within a few tens of thousands of years, the continent is under a mile of ice," Huber said. "Something other than a shift in ocean currents and continental position caused that change." The team found that fluctuations in the carbon dioxide cycle was the most likely explanation for the enigmatic warmth of the Eocene period and of the subsequent cooling. "Our results are most consistent with very high levels of carbon dioxide in the Eocene and a massive drop near the end of that period," Huber said. "This decreased quantity of carbon dioxide and the atmospheric feedback mechanisms it triggered are the likeliest explanation for the sudden climate shift at the close of the Eocene," Huber said. "Though we do not have definitive proof of this theory yet, it simply makes more sense in light of the core samples and timing of the ice cap's formation." Huber acknowledges that his team's work will provoke controversy but also cautions that the conclusions are suggestive, not definitive. "Obviously, if we can find more corroborating evidence that supports these conclusions, the theory will be easier to accept," he said. "But we feel the data are even now strong enough to stand on their own, and we hope that they make it clear that changes in the atmosphere can have a dramatic effect on the climate in - geologically speaking, at least - a very brief period of time." Huber's team is supported by a number of international funding sources. Huber acknowledges support from the Packard Foundation and from the National Science Foundation, which also supports the activities of the National Center for Atmospheric Research, where the study's computer modeling was performed. Huber is affiliated with the Purdue Climate Change Research Center, which promotes and organizes research and education on global climate change and studies its impact on agriculture, natural ecosystems and society. Contact: Matthew Huber |
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New Chief Executive for the Natural Environment Research Council |
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| Following the announcement Professor Thorpe said, “At this time when environmental science is so critical for society and the economy, I am delighted to have this opportunity to be Chief Executive of NERC. John Lawton has done a fantastic job in putting Earth system science at the heart of NERC's research strategy and I aim to take this forward as we face the challenges of climate change and other key environmental issues.” He added, “I am really looking forward to working closely with NERC staff, the academic community, NERC's many stakeholders and research council colleagues. Environmental research relies on strong component disciplines and I aim to contribute to nurturing this wide science base.” Outgoing Chief Executive, Professor Sir John Lawton said, “I have made no secret of the fact that I will find it hard to leave NERC, but personally my departure has been made that much easier by the knowledge that Alan will be taking the helm. We share the same vision for NERC as the Research Council that delivers Earth system science, and Alan himself has the experience and an international scientific reputation that will help him deliver this vision. I am delighted that I am handing the baton on to an atmospheric scientist who also displays real interest in, and enthusiasm for, the full range of NERC science. I wish him, and NERC, all the very best for the future.” Professor Thorpe is currently the Director of the NERC Centres for Atmospheric Science, based at the University of Reading. He will succeed Professor Sir John Lawton on 1 April 2005. The appointment is for four years. For more information contact: |
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| I'm a Scientist, Get me out of here! | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Thirty scientists and engineers from universities, industry, and research institutions are selected each year to participate in three residential weekends, called LABs. Entries for this year's Crucible are now open with a deadline for applications of 5pm on 26 January 2005. This year’s LABs will be at St Leonard’s Hall, University of Edinburgh, 8-10 April 2005, Devonport House, Greenwich, London, 25-28 June 2005, and Dartington Hall, Totnes, Devon, 7-9 October 2005. Each will be based around a discrete theme. In 2005, these will be science in society, globalisation and creativity. During the course of each LAB, inspirational speakers from a variety of disciplines make presentations addressing the theme. Each award is tailored to the needs of the awardee, covering the costs of travel to the LABs, catering and accommodation as well as the sessions themselves. It also takes care of any other costs for which you can make a reasonable case - such as childcare. Each CRUCIBLE awardee also receives a travel bursary to enable attendance at conferences or visits to other institutions. To find out more about Crucible and download an application pack
visit www.nesta.org.uk/crucible |
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The Institute of Marine Engineering, Science and Technology (IMarEST) will host the second World Maritime Technology Conference (WMTC) in London in Spring 2006 in partnership with 22 of the world’s leading maritime associations. With its theme ‘maritime innovation – delivering global solutions’ WMTC 2006 is set to give a wake-up call on the maritime challenges facing the world. Promoting integrated solutions to industry-wide issues while assessing the impact on global economies now and in the future, WMTC 2006 (The Queen Elizabeth II Conference Centre, London, 6-10 March 2006) will draw in leading representatives across the full range of maritime disciplines for a week of technical presentations, ideas exchange, networking and business promotion, culminating in the IMarEST Annual Dinner on 10 March. More comprehensive information
is available at either: http://www.wmtc2006.com/ or http://www.imarest.org/news/wmtc.asp |
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Download the latest edition of the IMarEST News by visiting www.imarest.org/inews. Here you can also download all editions backdated to December 1998 completely free! Branches are the lifeblood of the institute so please
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Catalyst is the etb's newsletter to supporting organisations, corporate members, strategic partners and the wider community. It is available to download for free in pdf format. To view past editions and to subscribe visit: http://www.scenta.co.uk/catalyst |
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| The Institute of
Marine Engineering, Science & Technology is the International membership
body and learned society for all marine professionals For further information on any of the above visit http://www.imarest.org. To unsubscribe to this newsletter please click here and enter "UNSUBSCRIBE" as the subject. For information on joining The Institute of Marine Engineering, Science and Technology please click here. We would appreciate any opinions or views on how we could improve this newsletter for you. Please send all suggestions to emarine@imarest.org © IMarEST, 80 Coleman Street, London,
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