Scandic Diesel Services is riding against cancer 2011

Making a difference is not only support - but also participation. Scandic Diesel Services president Mr. Mikkel Elsborg participated and sponsored the ride from Montreal to Quebec City (250 km) by bike supporting the ride to conquer cancer 2011.

Mikkel Elsborg(left), Jesper Jonsson & Annemarie Aagaard
Team Lundbeck DABGO Montreal

The Enbridge Ride to Conquer Cancer® is a unique, two-day cycling event to take place on July 9-10, 2011. During this bold cycling journey, we will ride throughout Quebec’s countryside! The Ride is a brand new endeavour to do just that - Conquer Cancer. The money we raise for The Enbridge Ride to Conquer Cancer will help fund cancer research and care at the Segal Cancer Centre at the Jewish General Hospital and throughout Quebec. Funds will be used to support research and new technologies in the areas of molecular diagnostics, functional imaging, biomarkers, molecular target discovery and validation, and advanced targeted radiation therapy. In other words, a epic ride will accelerate the conquest of cancer.

Pollution problem worse than initially expected - Or so it's said

A equation has many factors and the result(s) can be gained as preferred, but this does not make correct or comparable unless all values have been entered...      

As suspected the world merchant fleet is polluting 100 times more than the aviation industry

For the first time ever - scientists have been able to provide an exact picture of the air pollution originating from the merchant vessels worldwide. Researchers from the German Aero Space Center  have mapped the pollution pattern and it shows the big differences between aviation and marine transport. In 2007 the merchant fleet on the world oceans released approx. 870 million tons Co₂ into the atmosphere which was the same level as the aviation industry that year. But the shipping industry alone polluted more than ten (10) times more for NO_x and hundred (100) times more for SO_x when compared to the aviation industry.  Scientists have been able to gain the results via an environmental satellite and thereby prove the pollution at all the larger ship trading routes. There is a massive pollution from the SO_x. Rumour has it that United Nations International Maritime Organization based on this report will initiate new restrictions for the amount of SO_x emission permitted…  

This have already been implemented in the new revised IMO regulations

Scandic Diesel Services representing WR Systems for EMSYS - Emsys™ Continuous Emissions Monitoring System is able to provide actual values - and not calculated values.

About Emsys
The Emsys™ Continuous Emissions Monitoring System is a laser-optic, sensor-driven single enclosure device that continuously monitors emissions and provides automated analysis and data recordings from multiple smokestacks and boilers in marine applications. W R Systems, Ltd. (WRSystems), developed the new technology to help the maritime industry comply with MARPOL Annex VI Maritime Emissions Regulations. Emsys™ allows operators of marine-fueled engines to continuously monitor, analyze, and record emissions from all engine exhaust stacks simultaneously. It analyzes and records nitrogen oxide (NO), nitrogen dioxide (NO2), sulphur dioxide (SO2), and carbon dioxide (CO2), particulate matter (PM), and other gases such as CO, as specified. In addition, Global Positioning System (GPS) interface data and electronic charting tracks actual vessel position to aid in voyage compliance management
within Emission Control Area (ECA) zones.

Above figures have been listed in one to one, which is beyond comparison as one would normally compare on volumes transported. Example a backpack and a truck is not comparable neither based on fuel or volume.   CO₂ emission from a Boing 747-400 compared with a panama dry cargo vessel is more than 180 times higher from the Boing calculated in gram per ton kilometer. 

Total cost of ownership - A new approach or business as usual

From CIMAC presentation during SMM 2010 in Hamburg, Germany

Intro:

The recent years’ more difficult business environment in shipping has encouraged many owners and operators to evaluate and optimise their costs in a more holistic manner, compared with before - also taking carbon footprint into account.

Well from a business point of view, the optimize is a constant many end users have been working with for many year in order to secure smooth operation, a lowest cost possible. Nothing new there....
However after some good years nobody have addressed the matter, as money was not a "big" issue. All larger owners have today a repair program, a response program and a maintenance program, in order to cut costs and create added value. It is a pleasure to see that the manufacturers now are realizing, that buying new parts is not the solution to every problem. They mention business environment and talk about carbon foot print, but we need to address the full picture within parts, service, operation and most important the budgets at hand.
    
If you don't have the economy you don't want to hear about this new engine, and how fantastic it is...
We need to work with what we have, not what would have been nice to have. A lot look towards the future and new regulations and restrictions, but by addressing the existing fleet with can make an immediate change taking in consideration transportation costs, raw materials, power used for manufacture, initial carbon foot print, costs etc.  

And only then - work together towards the future :-)         

Why EMISA (European Maritime Independent Suppliers Association)

Scandic Diesel Service Inc have joined EMISA with the sole purpose of fighting against the building monopoly within the marine business. We believe that end users should be free to contract from whomever they have confidence in. Nothing good with come from closing down the market other that increased pricing and poor service. We propose to join the EMISA organization for that fact alone, so we together can make a stand against the building monopoly.     
 

CPEX - Or customers parts exchange programme within turbochargers is not a new thing

The turbocharger parts exchange programme has existed for more than 14 years within turbocharger suppliers within Europe. Initially ship owners were recommended to keep major components on stock for spare purposes, however this turned out to be a cost full investment. The parts were stored onboard the ships for longer periods of times (2 years +) where exposed to vibrations. Critical components such as turbocharger bearings failed and rotors were out of balance, when installed. Further the vessel crews were not skilled to overhaul turbochargers, as they did not have the experience. 

This initially resulted in pioneering changes from the Scandinavian ship owner community, who together with turbocharger suppliers (example PJ Diesel Engineering and Turboned) created the “exchange kit” containing all components needed for overhaul and at the same time served as emergency response kit.

By having a turbocharger response kit or several for sister vessels with identical installations resulted in savings on investment for major components for each vessel. By storing and issuing response plans from suppliers, the ship owners could be sure that all rotors were newly balanced and bearings not exposed to vibrations. Further the ship owners were no longer dependent of workshop services from shore and the overhaul time was reduced as well. Superintendents could now strike turbocharger overhauls during dry docking, as the response kits could be deployed and installed at any given time.

The response systems within turbochargers were later applied in to other critical engine components creating fast turnaround, minimum investment and a proactive environmental approach. The ship owners started to open up for repairs versus general policy of strictly new parts. The amount of investment, compared to response time and general recycling policy made more than sense.

Additionally the ship owners were no longer 100 % dependent of the manufactures delivery policies and could buy bulk orders with long delivery time for better pricing.

This is one of our advantages today within reconditioning and parts exchange – We were pioneering the systems and have put much effort into development over the years (reconditioning processes, response plans, trading patterns, strategic location and service availability).

Ship owners today trust the kits to their partners for readiness at any given time.

The complete picture is important

Supplier and vendors have an obligation to inform end users, not only about the products, but regulations and TBO’s . Again and again we see mistakes and failures that could have been prevented if proper information had been given. Within engines and components we today face EIAPP certifications, IMO regulation and technical files which can be a jungle, but not only to vendor, but client as well. It is a fact that we all look in to reduced environmental impact and cost reduction, but we at the same time have to look in to the complete picture and recommendations in order to protect and secure investments. We do not live in a world which is black or white, new parts do not exclude a reconditioning program. More and more ship owners benefit from being proactive with regard to maintenance and response plans. Our common goal is to reduce failures and ambulance chasing, by focusing at ships as complete units. Yes, in case of failure the insurance will initially cover the cost of rebuilding, but I have never heard of any philanthropic insurance companies. The costs will not be directly on the technical account, however the premiums will raise, and the costs to delay and off hire can be far beyond claim. I believe that a proactive approach from all parties with a transparency to the jobs at hand and vessel operation with all involved (technical department, operations department, class society, insurance company etc) parties at the table will create the best results – long term as well as short term. A common understanding also creates common grounds. A solution all parties will benefit from....
Joint effort create joined results in the interest of all

Environmental proactive operation cut costs and reduce impact

Common sense and cost reduction often go hand in hand.

According to IMO regulations the engines have to be adjusted to optimal performance at all times. With our LEMAG Premet you have a very powerful tool for cost savings. By adjusting you engine to best performance you gain a reduced fuel cost and a smooth running. The smooth running will effect in the maintenance costs as you gain a even cylinder operation, and thereby reduce the risk of overloading single cylinders.

If again looking in to programmed maintenance and reconditioning of components, a lot of costs could be cut additionally, as reconditioning is not only reducing the usage of raw material (steel), but also power consumption in relation to fabrication. Reconditioning is a circle with many factors involved, more than most realize. With today engine operation, we would like to be safe - That's also why we have insurance.
But what if there is a delivery time on new components, do we leave the vessel off hire. Also here a reconditioning program makes sense as programmed maintenance as well as emergency response. Most major components today are reconditioned with class certificate validating procedures etc.
Many manufactures have today implemented LEAN and BTO (Build To Order) thereby reducing stock expenses and costs, unfortunately is is the clients problem, as they as the end user are unable to foresee a potential breakdown. We all know that parts required at short notice, if available, costs up to double price compared to ordered with three months delivery. Yes initially the insurance will pay, if  breakdown is not caused by negligence or other problem. But one have to keep in mind, that even insurance companies have to make a profit, and only one can pay... And that is the client !
With a response system (reconditioning and programmed maintenance for critical components) you can contact your insurance company, and proactive set up a system that will reduce the premiums.
The best results are gained through dialogue, with the best of both worlds - At least as the end user, you have an option !