Latest news with #EGCS
Yahoo
23-03-2025
- General
- Yahoo
Nation issues sweeping ban that will have big impact on shipping industry: 'An important step'
Our planet's oceans are set to get a little bit cleaner thanks to a new ban tidying up the shipping industry in Sweden. As Offshore Energy reported in February, the Swedish government has banned discharges from scrubbers into ocean waters. Scrubbers are a piece of ship-cleaning equipment meant to "clean the ship's exhaust gases so that what is released into the air contains relatively low levels of sulfur." However, they can then wash that pollution right into the water. Effective July 1, 2025, "discharges from open-loop scrubbers will be prohibited in Swedish territorial waters." These more common scrubbers can send water filled with exhaust gas pollutants into the ocean. Effective January 1, 2029, even closed-loop scrubbers will be banned in Sweden as they can also release toxic pollutants through drain water. Per Offshore Energy, most shipowners in Sweden don't even need to use scrubbers because of lower-sulfur fuel options. This new ban should curb the release of hazardous scrubber water from all ships in and passing through the area. "Emissions from ship scrubbers are — even in very low concentrations — harmful to our marine environment," said Romina Pourmokhtari, Sweden's Minister for Climate and Environment. "The use of scrubbers also increases total fuel consumption by around 2-3 percent, which also increases carbon dioxide emissions. When the government now bans emissions from scrubbers, we are taking an important step both for a better marine environment and for the climate." The ban in Sweden is part of a larger global effort to ban emissions from scrubbers and protect open seas worldwide. Finland's government has already decided to prohibit scrubber water from being discharged in the ocean, and Denmark is working toward banning the practice soon as well. Yet, since oceans have no borders, pollution from scrubbers in one region has the potential to spread all over. Ultimately, a global scrubber discharge ban is needed to address the broader issue and replace heavy fuel oil with more sustainable alternatives. In addition to banning scrubber pollution, there are many other ways to make ships more sustainable. Should the government be allowed to control how restaurants run their business? Never Only in some cases Only for chain restaurants Yes in all cases Click your choice to see results and speak your mind. For example, innovative companies are creating high-tech sails to optimize routes based on wind and reduce ship pollution. Meanwhile, sustainable ships powered by hydrogen fuel systems can lessen the industry's reliance on dirty energy for a greener maritime future. "Excellent news, and further proof that the pollution from Exhaust Gas Cleaning Systems (EGCS), which turn air pollution into water pollution, simply isn't acceptable anywhere, but especially in sensitive areas such as the Arctic!" Jim Gamble, senior director of the Arctic Program at Pacific Environment, commented on Sweden's ban via LinkedIn. "A big win for those who are drawing crucial attention to the problem of scrubbers! And now we need more action in the U.S.," another LinkedIn user replied in the comments. Join our free newsletter for good news and useful tips, and don't miss this cool list of easy ways to help yourself while helping the planet.
Al Etihad
05-03-2025
- Business
- Al Etihad
Al Seer Marine adds 'Tabit', 'Rigel' MR tankers, bringing fleet to 16
4 Mar 2025 15:38 ABU DHABI (WAM)Al Seer Marine, a frontrunner in the maritime industry and a subsidiary of International Holding Company, announced the delivery of motor tankers Tabit and Rigel, the final two vessels in its series of six new build Medium Range (MR) tankers ordered from K Shipbuilding vessels feature Exhaust Gas Cleaning Systems (EGCS) and are built ready for future alternative fuels like Liquefied Natural Gas (LNG), ammonia, and methanol. They comply with strict environmental regulations, while meeting global demand for clean petroleum and chemical delivery of Tabit and Rigel was financed through a partnership with BOCOM Financial Leasing Co., Ltd., a subsidiary of the Bank of Communications, which provided Dh257.25 million ($70 million) for this investment. This marked the third financing agreement between Al Seer Marine and BOCOM Leasing, bringing the total investment commitment to Dh845.2 million ($230 million).Guy Neivens, CEO of Al Seer Marine, said, "The partnership with BOCOM Leasing is a testament to the confidence in our vision and operational strength. With the delivery of Tabit and Rigel, the first phase of our CPP fleet expansion is now complete, with six new MR tankers fully operational and chartered, positioning Al Seer Marine for sustained revenue growth in the years ahead."Tabit and Rigel, with a deadweight tonnage (DWT) of 49,853.6 tonnes and 49,781.8 tonnes, respectively, are classified as IMO II/III oil and chemical tankers and were engineered for optimal global operations, carrying up to six fully segregated grades of has secured Dh170 million ($46 million) time charter with HMM Co. Ltd for a five-year term. Rigel has been delivered to Dh157 million ($42.8 million) time charter with Global Horizon Shipping Limited, bringing the total value of the six charters to Dh957 million ($260.4 million).Al Seer Marine's fleet includes Liquefied Petroleum Gas (LPG) tankers, crude and product tankers, Very Large Crude Carriers (VLCCs), Medium Range (MR) tankers, and bulk carriers, ensuring safe and efficient transportation across company operates two LPG tankers with a capacity of about 22,700 DWT and three VLCCs, each exceeding 300,000 DWT. Its modern fleet also comprises seven MR tankers, each with capacities close to 49,800 DWT, and a bulk carrier with a capacity of 37,314 Al Seer Marine owns two Very Large Gas Tankers (VLGC) through ABGC DMCC, a joint venture with BGN Int DMCC. The joint venture is expanding its capabilities with three newbuild Very Large Gas Carriers (VLGCs) expected by 2026, each boasting a capacity of over 51,000 DWT. With a total fleet of 16 operational vessels and three under construction, Al Seer Marine plays a vital role in strengthening the UAE's energy and petrochemical shipping capabilities. As a key enabler of the nation's position among the world's most trusted energy exporters, the company is committed to sustaining national and regional supply chains, ensuring resilience and continuity in global energy markets.
Zawya
04-03-2025
- Business
- Zawya
Al Seer Marine adds 'Tabit', 'Rigel' MR tankers, bringing fleet to 16
Al Seer Marine, a frontrunner in the maritime industry and a subsidiary of International Holding Company, announced the delivery of motor tankers Tabit and Rigel, the final two vessels in its series of six new build Medium Range (MR) tankers ordered from K Shipbuilding Korea. These vessels feature Exhaust Gas Cleaning Systems (EGCS) and are built ready for future alternative fuels like Liquefied Natural Gas (LNG), ammonia, and methanol. They comply with strict environmental regulations, while meeting global demand for clean petroleum and chemical transport. The delivery of Tabit and Rigel was financed through a partnership with BOCOM Financial Leasing Co., Ltd., a subsidiary of the Bank of Communications, which provided AED257.25 million (US$70 million) for this investment. This marked the third financing agreement between Al Seer Marine and BOCOM Leasing, bringing the total investment commitment to AED845.2 million ($230 million). Guy Neivens, CEO of Al Seer Marine, said, "The partnership with BOCOM Leasing is a testament to the confidence in our vision and operational strength. With the delivery of Tabit and Rigel, the first phase of our CPP fleet expansion is now complete, with six new MR tankers fully operational and chartered, positioning Al Seer Marine for sustained revenue growth in the years ahead." Tabit and Rigel, with a deadweight tonnage (DWT) of 49,853.6 tonnes and 49,781.8 tonnes, respectively, are classified as IMO II/III oil and chemical tankers and were engineered for optimal global operations, carrying up to six fully segregated grades of cargo. Tabit has secured AED170 million ($46 million) time charter with HMM Co. Ltd for a five-year term. Rigel has been delivered to AED157 million ($42.8 million) time charter with Global Horizon Shipping Limited, bringing the total value of the six charters to AED 957 million ($260.4 million). Al Seer Marine's fleet includes Liquefied Petroleum Gas (LPG) tankers, crude and product tankers, Very Large Crude Carriers (VLCCs), Medium Range (MR) tankers, and bulk carriers, ensuring safe and efficient transportation across markets. The company operates two LPG tankers with a capacity of about 22,700 DWT and three VLCCs, each exceeding 300,000 DWT. Its modern fleet also comprises seven MR tankers, each with capacities close to 49,800 DWT, and a bulk carrier with a capacity of 37,314 DWT. Additionally, Al Seer Marine owns two Very Large Gas Tankers (VLGC) through ABGC DMCC, a joint venture with BGN Int DMCC. The joint venture is expanding its capabilities with three newbuild Very Large Gas Carriers (VLGCs) expected by 2026, each boasting a capacity of over 51,000 DWT. With a total fleet of 16 operational vessels and three under construction, Al Seer Marine plays a vital role in strengthening the UAE's energy and petrochemical shipping capabilities. As a key enabler of the nation's position among the world's most trusted energy exporters, the company is committed to sustaining national and regional supply chains, ensuring resilience and continuity in global energy markets.
Yahoo
17-02-2025
- Automotive
- Yahoo
How cruise operators are navigating new emission rules
In 2025 and 2026 respectively, the Mediterranean and Norwegian seas will be the latest bodies of water to become Emission Control Areas (ECAs). These regulations will require all ships to use fuel with less than 0.10% sulphur content within these areas or use sulphur abatement technology if approved by the flag state. In the case of the Norwegian Sea ECA, which will also cover some inland waterways – fjords – there's an additional requirement relating to nitrogen oxide (NOx) emissions. Different tiers of control will be applied based on a ship's construction date, and various means are available for ships to comply. These include engine design, using alternative fuels, and installing devices such as selective catalytic reduction (SCR) and exhaust gas recirculation (EGR). While the new ECAs will have regulatory, operational, and financial impacts for all vessels, these will likely be more pronounced for cruise operators, notes Mark Towl, Lloyd's Register's principal regulatory risk specialist. Cruise ships will likely have multiple port calls and extended stays within ECAs, requiring constant compliance with emission standards, whereas cargo vessels spend less time in these areas and can have their compliance managed more strategically, explains Towl. 'Because of their frequent and extended stays in port, cruise operators will likely face increased costs associated with very low sulphur fuel for emission compliance,' he says. 'Due to the nature of their operations, cargo ships often spend less time in ports or in coastal waters compared to cruise ships. They may switch to compliant fuel before transiting the Mediterranean Sea ECA and switch back to a more cost-effective fuel option once they are through the area.' Another challenge cruise ships face is high public visibility and passenger expectations for sustainable practices, making compliance crucial for maintaining a positive reputation. 'Cargo operators face less public scrutiny and can focus more on regulatory and financial implications,' Towl adds. When it comes to the monitoring and enforcement of regulations, cruise ships entering ECAs could undergo regular inspections by port authorities, including fuel log checks, fuel sulphur content verification and equipment certification checks, according to Towl. 'And ships equipped with exhaust gas cleaning systems (EGCS) or 'scrubbers' will be closely monitored, as they must meet specific ECA standards for sulphur removal,' he says. The consequences of non-compliance can't be ignored, especially by public facing organisations like cruise operators. According to the International Maritime Organisation's (IMO) guidelines for port state control under MARPOL Annex VI, the use of non-compliant fuel is considered to be of such a serious nature that it may warrant detention of the ship involved. Several coastal states have already enforced sanctions for ships not complying with IMO regulations. 'Several coastal states have already enforced sanctions such as fines of several thousand Euros for ships not complying with IMO regulations,' says Natasha Brown, head of outreach and communications at the IMO. Depending on a ship's operational profile, sulphur oxide (SOx) emissions compliance could require significant investment in emissions abatement technology if ships that have previously operated solely outside of an SOx ECA will now be operating in the ECA. 'Operators will face a choice of using compliant fuel or fitting a scrubber,' says Towl. 'This is likely to be a more pronounced cost impact for cruise ships operating solely in or around the Mediterranean Sea, where there are no other SOx ECAs they may be entering, than for those entering the Norwegian Sea ECA, as there are already neighbouring North Sea and Baltic Sea SOx ECAs with which they already have to comply.' Due to the requirement of keeping fuel usage records, many cruise operators will choose to install or upgrade continuous emission monitoring systems (CEMS) that provide real-time data on sulphur and nitrogen oxide emissions. But this isn't to say cruise operators are on the back foot. All of Carnival Corporation's cruise ships are already capable of operating in SOx ECAs with either LNG, EGCS, or compliant fuels, for example. 'We saw SOx regulations coming 10 years in advance, so we've been working on it for most of that time,' says Mike Kaczmarek, Carnival Corporation's SVP of marine technology and refit. 'But for locations that require NOx Tier III (currently only the Norwegian World Heritage Fjords), we will have to install SCRs. This will also have an impact on itinerary planning, due to the ship modifications required. 'We have had some advanced notice regarding NOx requirements and our engineers developed an SCR internally, which can be retrofitted. We've had one ship operating in the Norwegian fjords with our SCR, so it's a proven solution. 'We were the first to build large LNG-powered cruise ships, and we currently have ten of these, with several more on order. These meet all NOx requirements so we won't need an SCR,' Kaczmarek continues. 'We've also tested biofuels in some of our ships, and the use of biofuels will be one of the principal ways we will comply with greenhouse gas (GHG) emissions regulations in the near/medium term.' The company has also won funding from the EU Innovation Fund for a methanol conversion project for one ship in its Princess fleet. 'This is planned for 2026. Currently, we're doing technical studies and risk assessments to give the ship methanol capability – it will still be capable of burning NGO and HFO,' adds Chris Millman, Carnival Corporation's VP of marine technology. 'We're at a stage where everyone's still unsure what the final answer will be [in terms of regulation] so we're compelled to look at everything and have got our fingers in many areas including development into carbon capture. We're staying pretty close to state-of-the-art technology across the board.' Operators like Carnival are also working closely with the wider industry to ensure a smooth transition to more sustainable fuels like LNG to curb cruise emissions. 'We can't just expect [the infrastructure] to be there, so we have to take the initiative to work with ports, distributors suppliers; the whole logistics chain, to make it work,' says Kaczmarek. 'We'll continue to watch regulatory developments closely. We plan our itineraries at least two years in advance, so we simply can't be surprised because we can't turn on a dime! This is why it's so important that we keep looking way ahead.' This article was originally published in our digital magazine, . You can subscribe to the magazine for free by . "How cruise operators are navigating new emission rules" was originally created and published by Ship Technology, a GlobalData owned brand. The information on this site has been included in good faith for general informational purposes only. It is not intended to amount to advice on which you should rely, and we give no representation, warranty or guarantee, whether express or implied as to its accuracy or completeness. You must obtain professional or specialist advice before taking, or refraining from, any action on the basis of the content on our site. Sign in to access your portfolio
