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ΝΑΥΣ nafs n afs 110

ΚΩΔ. Γ.Γ. 2229 ISSN 11047-3179

www.nafsgreen.gr

Posidonia 2016

www.nafsgreen.gr

SOTIRIOS KAMINIS

6

IOANNIS CHIOTOPOULOS

ΚΩΔ. Γ.Γ. 2229 ISSN 1107-3179

Bimonthly Review for the Shipping industry

Bimohthly Review for the Shipping Industry

THEODOSIS STAMATELLOS ARSENIOS PAPATHEODOROU ΑΔΩΝΙΣ ΒΙΟΛΑΡΗΣ TED PETROPOULOS www.nafsgreen.gr 99 - July 2014 MICHALISIssue PANTAZOPOULOS

100

Bimohthly Review for the Shipping Posidonia 2014...and the Industry ARPIL-MAY 2016 USA, winner is KAMINCO issue 110

the Galileo’s Cryobox

Cruise Industry’s

economic contribution sets all-time high in Europe

ATHANASIOS REISOPOULOS

Ted Petropoulos

Vicky Liouta

OSVALDO DEL CAMPO

Greek Shipping at a boom? Post Posidonia pulse

What a BEKIARIS difference 90 days APOSTOLOS

TH

makes for Private Equity PAUL HAGENS Funds in Shipping

PPG

After 18 years of serving the marine news industry, we are proud to publish our 100th issue of NAFS. We want to thank you all for your trust and support. Objective for 200 issues is set!!!

Durable coating solutions

issue

HARRY HAJIMICHAEL Greek shipping will continue to play its leading role worldwide

TOM PERLICH Ecochlor to achieve consent for the USCG Type Approval

A. Hilios Ltd. 28 years of experience at your service


STCW COURSES STCW basic & refresher courses approved by Norway, Cyprus & Marshall Islands

IS YOUR CREW REALLY TRAINED TO TAKE THIS JUMP IF NECESSARY? NORSAFE ACADEMY

Professional training in the safe operation & maintenance of conventional lifeboats, free-fall lifeboats and davit systems.

A AKTI A.PAPANDREOU 19500 LAVRIO – GREECE T +30 2292304702 @ ACADEMY.GREECE@NORSAFE.COM


Index ISSUE 110 - APRIL-MAY 2016

06. ΚΩΣΤΑΣ ΔΟΥΚΑΣ: Πού είναι αλήθεια οι Χιώτες εφοπλιστές; 08. ΝΙΚΟΣ Κ. ΔΟΥΚΑΣ: Είμαστε έτοιμοι για το New Deal; 16. ABB - A 100 - a single performer in a class of its own. 34. PPG DURABLE COATING SOLUTIONS. 46. Alfa Laval: Fuel handling in emission controlled areas. 54. PAUL HAGENS: We make it our mission to be competitive. KAMINIS: Shipowners must realize that their com56. SOTIRIOS fort zone is constantly being challenged and getting smaller.

CHIOTOPOULOS: Coordinating new set-up has been 80. IOANNIS my top priority.

IN

TED PER N I R A P ED P L C Y REC

12.

TED PETROPOULOS Dry Bulk market; what is in store?

04

NAFS APRIL - MAY 2016

STAMATELLOS:Robust growth in all Countries and all 81. THEODOSIS industries. PAPATHEODOROU: Quick adaption to the new 100. ARSENIOS environment is the key for success. SMART verifies and enchances Minerva Marine Energy 116. BMT Saving Practices. PERLICH: We are positioned to be one of the fisrt 124. TOM companies to achieve consent for the USCG Type Approval ΒΙΟΛΑΡΗΣ: Διαδίκτυο και Ναυτιλία - Χάσμα 150. ΑΔΩΝΙΣ τεχνολογίας.

60.

HARRY HAJIMICHAEL My strong belief is that Greek Shipping will continue to play its leading role worldwide

44.

MICHALIS PANTAZOPOULOS Liberia & Greek Shipping: The everlasting Partnership

64.

ATHANASIOS REISOPOULOS

Shipowners must decide how to comply with stricter global limit on sulphur emissions from 2020.


ΙΣΑΛΟΣ ΓΡΑΜΜΗ

Πού είναι αλήθεια οι Χιώτες εφοπλιστές; Γράφει ο Κώστας

Δούκας, Δημοσιογράφος, Μέλος ΕΣΗΕΑ, Βραβείο Ιδρ. Μπότση

Ἀπό τό “νιχάο πανγιού”, στό Welcome Coscο

Ἡ ναυτομάνα Χίος, ὃπως ἀρέσκονται νά τήν ἀποκαλοῦν οἱ καταγόμενοι ἀπό αὐτήν ἐφοπλιστές μας, βιώνει τώρα μία ἀκόμη τραγωδία στήν μακραίωνη ἱστορία της, μέ τά <χότ σπότς>, τούς λαθρομετανάστες πού βαφτίζονται συλλήβδην πρόσφυγες καί τό βούλιαγμα τοῦ τουρισμοῦ τους. Καί ἐπιπλέον, ἒχουμε τίς προκλητικές ὑπερπτήσεις τῶν Τούρκων πάνω ἀπό τίς Οἰνούσσες,σάν ἒναυσμα πιθανῶς θερμοῦ ἐπεισοδίου στό Αἰγαῖο. Ἡ Χίος, γιά ὃσους δέν ξέρουν τήν μακραίωνη ἱστορία της, ἒχει περάσει πολλά καί πάνδεινα. Ἀποικήθηκε στήν νεολιθική ἐποχή, πρίν τό 3.000 π.Χ. Τό ὂνομά της τό πῆρε ἀπό τήν Χιόνα, ἐγγονή τοῦ Μίνωος, πατέρα τοῦ Οίνοποίωνος, τοῦ πρώτου οἰκιστοῦ τοῦ νησιοῦ. Τήν ἀναφέρει καί ο παμπάλαιος Ὃμηρος μέ τήν ἀφήγηση τοῦ Νέστορος πρός τόν Τηλέμαχο. Συνοπτικά: Ἡ Χίος κατεστράφη τό 493 π.Χ. ἀπό τούς Πέρσες. Σάν μέλος τῆς Ἀθηναϊκῆς Δημοκρατίας ἒζησε ἡμέρες εὐημερίας, πού διακόπηκε ἀπό τόν Πελοποννησιακό πόλεμο. Στήν Βυζαντινή ἐποχή, ἀνῆκε στό Θέμα τοῦ Αἰγαίου. Στά τέλη του 13ου αἰῶνα πέρασε στήν κυριαρχία τῶν Γενουατῶν. Τό 1566 κατελήφθη ἀπό τούς Τούρκους. Οἱ Οἰνοῦσσες πῆραν τό ὂνομά τους ἀπό τόν Ἑκαταῖο τό 500 π.Χ. Ὁ Ἡρόδοτος ἀναφέρει ὃτι οἱ Φωκαεῖς θέλησαν νά τήν αγοράσουν, ἀλλά οἱ Χιῶτες δέν τήν ἒδωσαν. Δύο ναυμαχίες τῶν Οἰνουσσῶν ἒμειναν στήν ἱστορία, τοῦ Βενετσιάνικου καί τοῦ Τουρκικοῦ στόλου. Οἱ σφαγές τῆς Χίου ἀπό τούς Τούρκους συγκίνησε ὁλόκληρο τόν τότε πολιτισμένο κόσμο τῆς Εὐρώπης καί καταγγέλθηκε ἀπό τόν ρομαντικό ζωγράφο Ντελακρουά. Σαρακινοί πειρατές ἐρήμωσαν τό νησί. Τό 1715 ἀποικήθηκε ἀπό τούς Καρδαμυλίτες βοσκούς, μέ πρῶτο μόνιμο οἰκισμό τό Καστρί. Ἡ βαρειά φορολογία πού ἐπέβαλαν οἱ Τοῦρκοι στούς Οἰνουσσιῶτες, τούς ἒσπρωξαν νά στραφοῦν στήν θάλασσα, δημιουργῶντας τόν πρῶτο ἐφοπλιστικό πυρῆνα. Ἀναφέρονται 463 ὀνόματα σέ μακρύ κατάλογο ἐφοπλιστῶν, πού διέπρεψαν καί πολλοί βρίσκονται στήν πρώτη λίστα τῶν μεγαλυτέρων ἐφοπλιστῶν τοῦ κόσμου. Σήμερα ὃλοι αυτοί οἱ ἰσχυροί, τηροῦν σιγήν ἰχθύος. Δέν ἀκούστηκε οὒτε μία φωνή

06

NAFS APRIL - MAY 2016

διαμαρτυρίας ἢ συμπαραστάσεως. Ἀλήθεια, ποῦ εἶναι οἱ Ἀγγελικούσηδες, οἱ Τσάκοι, οἱ Λιβανοί, οἱ Φράγκοι, οἱ Βενιάμηδες, οἱ Εὐθυμίου, οἱ Καράδες, οἱ Λαιμοί, οἱ Νομικοί, οἱ Μαργαρώνηδες, οἱ Πατέρες, οἱ Περατικοί, οἱ Ποντικοί, οἱ Στραβελάκηδες, οἱ Τσίμπληδες, οἱ Φαφαλιοί, οἱ Χαλκούσηδες, οἱ Χανδρῆδες, οἱ Χατζηπατέρες καί οἱ ἑκατοντάδες ἂλλοι μεγάλοι καί μικρότεροι Χιῶτες ἐφοπλιστές; Ἡ φωνή τους θά ἀκουγόταν σέ ὃλο τόν κόσμο, γιατί ἒχουν μεγάλη ἐπιρροή στούς διεθνεῖς κύκλους, στά διεθνῆ φόρα, στούς πολιτικούς καί οἰκονομικούς κύκλους τῶν μεγάλων τοῦ πλανήτη. Οἱ ἲδιοι εἶναι βέβαιο ὃτι ὑπεραγαποῦν τήν γεννέτειρά τους, ἂν κρίνει κανείς ἀπό τίς πολλές καί μεγάλες δωρεές πού ἒχουν κάνει στήν ἰδιαίτερη πατρίδα τους. Ἡ Χίος δέν εἶναι ἓνα τυχαῖο νησί. Ἀγλαά τέκνα κατάγονται ἀπ᾽ αὐτό τό νησί, πού ἒχουν βαθειά ἐπηρεάσει τήν ἱστορία, τόν πολιτισμό καί τά γράμματα τῆς Ἑλλάδος. Ἐνδεικτικά ἀναφέρουμε τίς σημαντικότερες προσωπικότητες τῆς νεωτέρας Ἑλλάδος. Εἶναι ὁ Νεόφυρος Βάμβας, ὁ Ἀδαμάντιος Κοραής, ἡ Γιάννης Ψυχάρης, ἡ Ἐμμανουήλ Ροΐδης, ὁ Λάμπρος Πορφύρας καί πλεῖστοι ἂλλοι. Ὂφειλαν οἱ σημερινοί οἰκονομικοί κυρίαρχοι τοῦ κόσμου, πού ἀκοῦν στό ὂνομα Χιῶτες ἐφοπλιστές, νά ἀσκήσουν ὃλη τήν ἐπιρροή τους, γιά νά περιοριστοῦν ἒστω οἱ δραματικές συνέπειες πού ζοῦν σήμερα οἱ Χιῶτες ἀπό τόν τουρκικό νεοσουλτανισμό καί τήν εὐρωγερμανική τοκογλυφία. Αὐτή τήν στιγμή πλήττεται ἡ ἐθνική ὑπόσταση τῆς Ἑλλάδος. Καί ξέρουμε ὃτι οἱ Ἓλληνες ἐφοπλιστές καί ἰδιαίτερα οἱ Χιῶτες δέν ξέρουν μόνο νά κάνουν χρήματα, ἀλλά καί νά συμπαρίστανται στίς δύσκολες στιγμές τῆς χώρας, ὃπως πολλές φορές ἒπραξαν στό παρελθόν.

ΚΑΙ Ο ΠΕΙΡΑΙΑΣ ΣΕ ΚΙΝΔΥΝΟ Σέ ἀκόμη χειρότερη κατάσταση βρίσκεται ὁ ναυτιλιακός Πειραιάς, βασική ἓδρα τῶν ναυτιλιακῶν μας επιχειρήσεων, μέ τούς λεγόμενους πρόσφυγες καί τούς λεγόμενους ἀλληλέγγυους, οἱ ὁποῖοι ὑπονομεύουν τήν ἀκτοπλοϊκή, ναυτιλιακή καί τουριστική κίνηση τοῦ πρώτου λιμένος τῆς χώρας. Καί ἐδῶ σιγή ἀπόλυτη ἀπό ὃλους άνεξαιρέτως τούς ἐφοπλιστές, ἐνῶ ἡ κυβέρνηση παίζει τόν ρόλο τῶν…κυανοκράνων, ὃπως καί στήν Εἰδομένη, ὑποσχόμενη ἀορίστως ὃτι ἡ κατάσταση θά ὁμαλοποιηθεῖ σύντομα. Ἀλλά τά κρουαζιερόπλοια ἒχουν ἀρχίσει ἢδη νά καταπλέουν καί οἱ τουρίστες νά ἒρχονται. Ἡ ζημιά ἒχει γίνει ἢδη. Ἀλλά τό χειρότερο εἶναι ἡ ἀποικιακή σύμβαση ἐκχώρησης τοῦ μεγάλου καί στρατηγικῆς σημασίας λιμένος στήν κινεζική Cosco γιά 40 ὁλόκληρα χρόνια, γεγονός πού προκάλεσε ἀλυσιδωτές καί ἀντιφατικές άντιδράσεις. Ἡ κυβέρνηση δέχθηκε ἐξ οἰκείων τά βέλη καί μάλιστα ἀπό τά ἲδια τά στελέχη της. Τό λιμάνι, ἀπό τό “νιχάο πανγιού” (γειά σου φίλε) τοῦ Ἀντώνη Σαμαρά, ἒφθασε στό well come Cosco τοῦ Ἀλέξη Τσίπρα, πού ὡστόσο προκάλεσε τήν ἒντονη

ἀντίδραση τῶν συναρμοδίων ὑπουργῶν Ἐμπορικῆς Ναυτιλίας κ. Θ. Δρίτσα καί Μεταφορῶν καί Δικτύων κ. Χρ. Σπίρτζη, ὁ ὁποῖος κατηγόρησε τόν πρόεδρο τοῦ ΤΑΙΠΕΔ κ. Σ. Πιτσιόλα ὃτι…ξεπουλάει τήν Ἑλλάδα καί τοῦ ζήτησε νά ἐγκαταλείψει τίς ἐπιλογές Σαμαρά. Ὁ κ. Δρίτσας εἶπε ὃτι ὁ Πειραιάς δέν εἶναι ἁπλῶς λιμάνι, ἀλλά λιμάνι – πόλη μκαί ἀφορᾶ τό μέλλον τοῦ Πειραιῶς στήν ὁλότητά του. Ὁ ἲδιος εἶχε διαβεβαιώσει ὃτι θά παραιτηθεῖ ἂν ὑπογραφεῖ ἡ παραχώρηση τοῦ ΟΛΠ στούς Κινέζους, ἀλλά αὐτό δέν ἒγινε. Ἁπλῶς ἀνασκεύασε τίς ἀρχικές του δηλώσεις. Ἀπό τῆς πλευρᾶς τους οἱ Κινέζοι ὑποσχέθηκαν ὃτι “μετά τό χαλάζι καί τήν βροχή θά φανεῖ τό οὐράνιο τόξο”(κινεζική παροιμία) καί ὃτι τό ἒργο θά ὁδηγήσει στήν ραγδαία αὒξηση τῶν κινεζικῶν ἐπενδύσεων στήν Ἑλλάδα καί τῶν ἐμπορικῶν συναλλαγῶν. Ἡ Ἑλλάδα μπορεῖ νά γίνει κομβικό σημεῖο τῶν νέων ἐμπορικῶν διαδρόμων μεταξύ Ἀνατολῆς καί Δύσεως, καθώς ἂρχισε ἢδη νά κατασκευάζεται ἡ σιδηροδρομική γραμμή Οὐγγαρίας καί Σερβίας, πού θά ἑνωθεῖ μέ τήν Ἑλλάδα. Ὁ πρόεδρος τῆς Cosco Ξού Λιρόνγκ ὑποσχέθηκε ὃτι θά κάνει τόν Πειραιᾶ τόν μεγαλύτερο κόμβο κοντέϊνερς στήν Μεσόγειο, θά ὑποβοηθήσει τήν συντήρηση τῶν ναυπηγοεπισκευαστικῶν ὑποδομῶν καί θά ἐπιδιωχθεῖ μεγαλύτερο μερίδιο στίς κρουαζιέρες. “Θά δώσουμε, εἶπε, καί τό αἷμα μας γιά τό λιμάνι, καθώς ὁ Πειραιᾶς θά εἶναι σάν τήν Ἀργώ. Ἀς τήν ἀφήσουμε νά ἀνοίξει τά πανιά της γιά νά φέρει τό χρυσόμαλλο δέρας”. Ὃμως ἂλλοι δέν εἶναι τόσο αἰσιόδοξοι. Ἀπεναντίας μάλιστα οἱ πρώην τοῦ ΣΥΡΙΖΑ πού ἀπεχώρησαν ἀπό τήν κυβέρνηση μέ ἐπί κεφαλῆς τόν Π. Λαφαζάνη μιλοῦν γιά ξεπούλημα τοῦ μεγαλυτέρου καί ἂκρως στρατηγικοῦ λιμένος, πού δέν ἒχει παγκόσμιο προηγούμενο, χαρακτήρισαν τήν σύμβαση μέγα σκάνδαλο καί ἀπείλησαν ὃτι ἡ χαρισματική μεταβίβαση τοῦ λιμένος θά ὁδηγήσει ἀρκετούς στό ἑδώλιο του κατηγορουμένου. Μέσα σ᾽ αὐτή τήν σύγχυση, ποιός Ἓλληνας μπορεῖ νά εἶναι βέβαιος γιά τό μέλλον τοῦ λιμένος Πειραιῶς; Ποιός Ἓλληνας μπορεῖ νά εἶναι βέβαιος γιά τό μέλλον τῆς Ἑλλάδος; Μετά τήν καταιγίδα θα βγεῖ τό οὐράνιο τόξο ἢ θά πλακώσει ἂλλο βαθύ χαμηλό βαρομετρικό; Καθώς μάλιστα ἡ παγκόσμια κατάσταση ἐξελίσσεται ραγδαίως πρός τό χειρότερο, ποιός μπορεῖ νά προβλέψει τί θά ἒχει συμβεῖ στόν Πειραιᾶ και στήν Ἑλλάδα, ὓστερα ἀπό μισό περίπου αἰῶνα; Ὃταν ἐμεῖς οἱ μεγαλύτεροι θά ἒχουμε γίνει πρό πολλοῦ ἀστρόσκονη κι ὃταν ὁ Αλέξης Τσίπρας -ἂν ζεῖ, τοῦ εὐχόμαστε νά τά ἑκατοστήσει γιά νά δῆ τί ἒκανε –θά εἶναι ἓνα γεροντάκι 85 ἐτῶν; Οἱ Κινέζοι ὃμως θά εἶναι ἐδῶ γιά νά προασπίσουν τήν Chinatown τους πού θά ἒχουν δημιουργήσει μέ…τό αἷμα τους. Γιατί ὁ χειρότερος κίνδυνος γιά ἓνα κράτος εἶναι ἡ ἀπώλεια τῆς ἐθνικῆς του κυριαρχίας. Κι αὐτό φαίνεται ὃτι ἒχει ἀρχίσει ἀπό τήν πανάρχαια Χίο τοῦ Ὁμήρου μέχρι τόν ἀρχαῖο Πειραιᾶ μέ τά Μακρά Τείχη του Θεμιστοκλέους.


ΑΝΕΜΟΛΟΓΙΟ

Είμαστε έτοιμοι για το New Deal; Γράφει ο Νίκος

Κ. Δούκας, Εκδότης - Δημοσιογράφος, Μέλος ΕΣΗΕΑ

Διαβολικές συμπτώσεις. Το 1929 στην Αμερική ο τότε πρόεδρος Herbert Hoover είχε δηλώσει ελάχιστες εβδομάδες πριν το κραχ… «Σήμερα στην Αμερική βρισκόμαστε πιο κοντά στο να πετύχουμε την ολοκληρωτική νίκη έναντι της φτώχειας, από κάθε άλλη στιγμή στην ιστορία οποιασδήποτε χώρας». Την ίδια στιγμή ο μεγάλος Henry Ford μια εβδομάδα πριν απολύσει μαζικά 75,000 εργάτες δήλωσε: «Η κρίση οφείλεται στο ότι ο μέσος άνθρωπος αρνείται να εργαστεί ευσυνείδητα εκτός και αν δεν μπορεί να το αποφύγει. Υπάρχει πολλή δουλειά, αρκεί οι εργάτες να θέλουν να δουλέψουν». Αξίζει να αναφέρουμε ότι έναν περίπου χρόνο πριν, 15.000.000 εργάτες είχαν χάσει την εργασία τους – περίπου το 1/3 του συνολικού δυναμικού της χώρας. Την ίδια στιγμή που τα 2/3 του συνολικού πλούτου της χώρας κατείχε μόλις το 5% του πληθυσμού. Το αποτέλεσμα αυτής της πολιτικής ήταν η απαξίωση κάθε ιδιωτικής περιουσίας, οι μαζικές απολύσεις, η αυξανόμενη φτώχεια, η αύξηση της παιδικής εργασίας, η άνευ όρων εργασία όταν αυτή ελάμβανε χώρα για έναν μισθό 20 δολαρίων το μήνα και χωρίς καμία ασφάλιση για εργατικά ατυχήματα, το κλείσιμο 5000 τραπεζών, η χρεοκοπία για δεκάδες χιλιάδες μικρομεσαίες επιχειρήσεις, το 100% κούρεμα των ομολόγων βετεράνων πολέμου που σε μία νύχτα έχασαν όλες τις οικονομίες τους κλπ. Έτσι λοιπόν ετοιμάστηκε πρόγραμμα 100 ημερών που περιελάμβανε συγχώνευση τραπεζών, εξασφάλιση καταθέσεων μέχρι 2,500 δολάρια, πρόγραμμα δημοσιονομικής πολιτικής με μείωση μισθών των δημοσίων υπαλλήλων με σκοπό αντίστοιχη μείωση του ελλείματος, μεταφορά όλων των αποθεμάτων χρυσού στο Υπουργείο Οικονομικών. Με το δεύτερο NEW DEAL από το 1935 έως το 1938 θεσπίστηκαν επιδόματα πείνας για ηλικιωμένους, οικογένειες με παιδιά και ανέργους. Τα έσοδα για επιδόματα αυτά προέκυψαν από

νέους φόρους στις μισθωτές υπηρεσίες. Πολλά σημεία των νόμων κρίθηκαν αντισυνταγματικά. Μετά από 6 χρόνια NEW DEAL η ανεργία εκτινάχτηκε από το 10% στο 19% το 1938. Ο Ρούσβελτ κατηγορούσε τις μεγάλες επιχειρήσεις πως πολεμούσαν το New Deal. Τελικά αποφάσισε την άνοιξη του 1938 να εγκαταλείψει τις προσπάθειες για την εξισορρόπηση του προϋπολογισμού και να προχωρήσει σε ένα πρόγραμμα δαπανών 5 δισ. δολαρίων για να αυξήσει την αγοραστική δύναμη. Σχεδόν 85 χρόνια αργότερα η Ελλάδα πιστή στην αντιγραφή και τον Αμερικανικό μιμητισμό, προσπαθεί επί ματαίω να εφαρμόσει τις μεταρρυθμίσεις που επιτακτικά ζητούν οι Θεσμοί της Ευρώπης και της Αμερικής. Ζει επικές στιγμές ανεργίας, φτώχιας, απελπισίας, την ίδια στιγμή που ο πλούτος – τι σύμπτωση – είναι στα χέρια των ολίγων. Το NEW DEAL για την Ελλάδα εφαρμόζεται κάθε φορά στα λόγια εδώ και χρόνια. Με Ζάππεια, επανεκκίνηση της οικονομίας, Θεσσαλονίκες. Στην αρχή υποσχέσεις, ρήξη, κόκκινες γραμμές, κατάργηση φόρων, κοινωνικό κράτος. Στο τέλος μεταρρυθμίσεις, εκποίηση δημόσιας περιουσίας, φορολόγηση μεσαίων στρωμάτων, στραγγαλισμός της οικονομίας, πείνα, πράσινα άλογα, έντιμος συμβιβασμός, Μνημόνια. Μάταια πασχίζουν οι Ελληνικές κυβερνήσεις να φτιάξουν ένα πρόγραμμα δημοσίων δαπανών για την έξοδο από την κρίση. Άλλωστε στην περίπτωση της Αμερικής το πρόβλημα της κρίσης λύθηκε με έναν τρομακτικό τρόπο. Με την έλευση του Β’ Παγκοσμίου Πολέμου. Με αυτό τον τρόπο πήρε μπροστά η οικονομία της χώρας. Ας ευχηθούμε να μην επαναληφθούν όλες οι συμπτώσεις. Ας ελπίσουμε ότι η κρίση στην Ευρώπη δεν θα λυθεί με τα ίδια λάθη και τις ίδιες συνταγές του παρελθόντος. Ας ελπίσουμε τώρα περισσότερο από ποτέ ότι η Ιστορία δεν θα επαναληφθεί μέχρι τέλους.


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FINANCIAL FOCUS

Dry Bulk market; what is in store? Earlier this year, on the 10th February 2016, the BDI reached an all time low (since BDI was created) of 290, and it lingered there for the following day too. At these levels, all dry bulk vessels were earning far below their operating and voyage cost levels. Many of those that still enjoyed higher earnings via period charters found themselves being re-negotiated or defaulted upon.

Ted Petropoulos,

Head, Petrofin Research

At some time, both the fundamentals, as well as technical factors, involving tonnage supply, shall clearly point towards a meaningful and sustainable recovery. In our opinion, we are not there yet. This recovery shall come but there are no reasons to believe that it is around the corner. Time will tell.

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A year to two earlier, dry bulk shipping had been basking in the limelight of attention by primarily US equity funds, who believed in the classic ‘rags to riches’ story and who had invested heavily in the dry bulk potential story. Moreover, supported by high bunker prices and the appeal of eco ships, owners (public and private) competed with each other in placing huge orders for the latest eco designs. Many analysts, myself included, had serious misgivings about the shipbuilding spree and where it might lead, as the writing was on the wall for all to see. In table 1, below, we are comparing annual dry bulk demand and supply over the last 10 years, in order to highlight what information was publicly available and ignored by investors. As you will see, supply outpaced demand, thus creating a huge tonnage surplus. In the buildup of dry bulk overcapacity, the orderbook reached 140.5m DWT by end June 2015 and 126.6m DWT by December end 2015 (Clarkson’s World Shipyard Monitor). Many owners still clung to the offsetting benefits of port congestion, slow steaming and delivery delays to restore somewhat the mismatched demand and supply sector. The factor that brought the house of cards down was not only the slowdown in international trade, as witnessed by successive downward revisions in global growth but the fall of Chinese demand for commodities and, most notably, coal, as China shifted away from a commodity hungry, infrastructural and capital construction growth and towards satisfying internal, as opposed to the weakening external, demand. Please see tables 2, 3, 4, 5 and 6. As commodity buyers found both inventories high and prices falling, all orders stopped and world trade slowed to zero growth and, for some commodities, such as coal, into negative territory. Owners, seeing their cash flow turn decisively into the red, reacted en masse by slowing down or stopping their payments to all, including their banks and shipyards, in an effort to slow down their rate of “cash burn”. Banks tightened their reigns but found their clients unwilling to cover both their loans, as well as their operating shortfalls. Consequently, a number of vessels were abandoned or laid up, in

an effort to stem the bleeding. Quickly, the until recently unused Far Eastern, Greek and other layup anchorages, saw a dramatic influx of applications for layup. Moreover, scrapping accumulated with the first 3 months recording 14.1m dwt dry cargo vessels out of 778.6m tons or 1.8% of the total dry cargo capacity, according to Clarkson’s. In addition, unwilling to face ruinous spot fixtures and with period charterers unwilling to commit themselves, the ‘employment’ utilisation of the dry bulk fleet fell, as numerous vessels remained idle awaiting new orders. With the Far East overwhelmed by surplus tonnage, many owners decided to ballast to the Atlantic, only to find falling earnings opportunities and little to justify their courageous decisions. However, through this ‘holocaust’, the dry bulk market started a recovery and the BDI stood at 539 on 8th April, i.e. an 85.86% increase from the low point. During this period, according to research conducted by Clarkson’s, 208 out of an estimate of an orderbook of over 870 dry bulk vessels for the whole of 2016 were delivered, representing 23% of 2016 total. In that period over 170 vessels have been scrapped, amounting to over 14m tons DWT. Following the acceleration of scrapping and the slowdown of newbuilding deliveries, the threemonth increase of dry bulk supply fell to 0.3% in dwt terms, a far cry from earlier rates of growth with BIMCO forecasting a 1.3% increase in 2016. We, therefore, see clear evidence of market forces at play on the supply side. However, the demand fundamentals remain weak and despite predictions of rising global growth for 2016 – 2017 by the World Bank, IMF and others, there is little in the way of hard facts to support even a partial return to higher levels of demand. Additionally, whereas GDP growth is still at 3% + levels, dry bulk demand is at a standstill. Given the relatively young age of the dry bulk fleet, on account of its prolific growth over the last decade, it is difficult to believe that the elimination of the market surplus could be achieved only via scrapping and the slowdown of newbuilding orders. A large percentage of previous newbuilding orders may be delayed but will still be delivered and as such, the new orders tap may have been shut but there will still be sizeable deliveries to come in the next couple of years. As of 01/04/2016, the newbuildings’ order book consisted of 1,326 vessels of 111.7m DWT, representing 12.75% of the fleet. Even allowing for failed shipyards and some nonstarts of newbuildings, as well as for some conversions into tankers and other types of vessels, we


FINANCIAL FOCUS Table 1 Year

Dry bulk World Seaborne trade (m tons)

2006

-

372.8

Annual growth/ deficit

Active fleet (m DWT)

Annual growth

2007

-

398.5

6.9%

2008

-

422.5

6%

2009

-

5.7% compound annual 461.4 growth 540.3

current surplus. The only way for high scrap2010 17.1% ping rates to be 2011 618.5 14.5% achieved and 2012 686.4 11% for new ship building orders 2013 4,502 725.6 5.7% to remain low, in 2014 4,718 +4.8% 757.8 4.4% our opinion, is for 2016 4,708 0% 773.1 2% vessel earnings to remain at / or 1.3%* (forecasted by 2016 4,719 0% 783.15 below operating BIMCO) and voyage cost * Estimated annual trade fleet growth Source: Clarkson’s, BIMCO levels. Hence, as the market recovers and approaches breakeven levels, Table 2 – Newbuilding outstanding orders – Dry bulk (no of vessels) scrapping will slow down and laid up vessels shall be reactivated. In addition, for owners 2010 1380 to scrap their vessels, as opposed to laying 2011 549 them up, scrap prices would need to remain at 2012 321 reasonably attractive levels. In the first quarter of 2016, we saw dry cargo scrap prices fall 2013 1249 to approximately US$225 per ldt, which is a 2014 783 very depressed figure and reflects not only the 2015 256 number of vessel scrap candidates but also the fall in the price of steel. 2016* 208 Furthermore, in order for the rate of scrapping * By 1/4/2014 Source: Clarkson’s World Fleet Register to be maintained at the required high levels, increasingly younger vessels will need to be scrapped i.e. vessels at the age of 20 or below. So far, we Table 3 – Demolitions – Dry bulk (m DWT) have witnessed a fall in the age of scrapped dry bulk vessels 2010 6.4 by 4.29 years since 2014 to an average of 23.26, but we remain far from the levels needed to maintain the scrapping 2011 23.2 rate (Source: Allied Shipping Research) 2012 33.7 Owners are renowned for their resiliency and ability to survive. This notable attribute in general, is a drawback in a bad 2013 23.1 market, as it makes owners reluctant to layup and / or scrap 2014 16.3 vessels. The motto of ‘hope dies last’ has its best applica2015 30.6 tion in shipping, where owners have slowed down their layup enquiries and those in layup are itching for the opportunity to 2016* 14.1 secure even a short voyage that will take them out of layup. * By 1/4/2014 Source: Clarkson’s Already, there are signs, as to earnings are approaching breakeven levels, that owners are taking vessels out of layup. believe that at least 80% of this huge order book will ‘hit the water’, or In so doing, the forces that have assisted the shipping market to recover approximately 90m DWT over the next 2 years up to 2018. thus far this year from the abyss, already show signs of weakening. So, whether the overall supply will grow or not will largely depend on the rate of scrapping over the next 2 years, as well as the level of layups, the level of additional newbuilding orders, as well as the actual newbuilding that shall be delivered. To put it in number terms, the scrapping rate of the first 3 months of 2016 will need to be sustained over the next 2 years, in order to drive approximately 90-100m DWT of dry bulk vessels out of the market. This should match the estimated new bulkers that shall be delivered over the next two years. Is this sustainable? In addition, such prolific scrapping would only manage to keep shipping tonnage at a standstill and not to reduce the

9.2%

So,what is in store?

There remain the ‘optimists’ who view current dry vessel prices, as a unique opportunity to acquire historically cheap tonnage and make enormous capital gains, when the market shall recover. They cite a number of factors, in support of their view. To give you some examples, there is the Indian story, whereby India will take over from China, as the dry bulk champion. Although India is important and growing, it hardly compares to the explosive growth of China, which propelled the dry bulk boom. They also cite the rising global growth estimates and the eventual resolution of all dispute and sanction areas e.g. Iran, Syria, Ukraine, Russia etc. They also cite the swift reaction of the dry cargo supply statistics (outlined ear-

NAFS APRIL - MAY 2016 13


FINANCIAL FOCUS Table 4 – GDP Growth (IMF, OECD, The Economist, Clarkson’s) 2013

3.3%

2014

3.4%

2015

3.1%

2016*

3.4%

2017*

3.6%

* Estimate

Table 5 – Steel production (m tons) China

Japan

EU-27

Total Steel Production

2013

815.4

110.6

166

1091.9

2014

822.7

110.7

169.3

1102.7

2015

803.8

105.2

166.2

1075.2

2016*

786.9

103.5

156.6

1047

* Estimate

Source: Clarkson’s

Table 6 – Coal trade imports (m tons) China

India

2013

264.9

175.3

186.1

123

2014

239

216

183.2

128.3

2015

163.8

209.9

184.8

133.4

2016*

144.1

207.8

184.4

139.7

* Estimate

Source: Clarkson’s

earlier), as evidence of a recovery ante portas. What works against their case is the fact that dry bulk finance by banks has virtually stopped and that vessels will need to be financed by cash. Moreover, should the current market recovery falter, vessels are unlikely to show any positive cash flow over the next years and buyers may find themselves with loss making vessels that are also growing older. Seeing it in this context, the very low prices that vessels attract nowadays, may be seen as a ‘buyer’s trap’, with buyers’ patience being tested in the years to come. Of course, it is possible that seaborne trade may save the day, if it shall begin to grow at levels of 3% and above that had been the case in previous years. However, international trade is showing signs of slowdown, with increased trade restrictions, regulations and quotas outweighing measures that promote trade. Another argument lies with commodity prices. The argument runs along the lines that falling commodity prices reduce international trade, which, however, will resume its growth, once commodity prices shall stabilise and grow. There is truth in this argument but we do not see the drivers that will propel commodity prices to grow in the immediate future. In conclusion, we believe that buying at this time in the expectation of a swift continuation of the market’s recent recovery off the bottom, still carries risks mainly associated with the need to subsidise such vessels until a recovery shall occur. In short, the risk of buying vessels today is high but so are the rewards if buyers’ expectations shall be realised. They should know, though, that the probability of the market recovery in a ‘V’ manner is not high and they should allow for sufficient cash reserves, in case the market’s meaningful recovery shall be delayed. Another band of owners (admittedly, the minority) believe in a market that will crawl along the bottom over the next years. We call them ‘the flat liners’, who expect little. They do not see a meaningful recovery, for at least a few years, and their aim is to stop their cash flow hemorrhaging and

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NAFS APRIL - MAY 2016

keep their ammunition dry until the market’s fundamentals shall recover. History may prove such flat liners to be ‘shrewd’ and good tacticians. However, they face the overwhelming evidence that shipping is a cyclical industry with a demonstratable record of booms and busts. What shipping is experiencing now is not a ‘new paradigm’ but another crisis brought about by overbuilding and the expectation that seaborne trade (and China) would continue to grow. These flat liners are also risking not to being able to buy when the turn will come, as sellers’ expectations often change overnight and they may well miss the train, for which they would have been waiting for so long. It is a fallacy to deny the ability of a market in recession to recover, as there are already economic forces at play that are reducing the market supply surplus with a view to reaching equilibrium status, over the next years. We view this approach as one that may allow buyers to time purchases tactically but not to expect that the market will not turn until 2020 or beyond is unlikely to materialize. So, what are we left with? Our view is that the market will not be able to keep its current recovery momentum and will show erratic movements for this year and 2017. There will be a number of false dawns and aborted rises, only to be followed by falls that test everyone’s resolve. During this period of to and fro, there will be some profitable S&P opportunities but hardly the ability to record monumental gains. Overall, we see the next 18 months as periods of weak earnings, as shipping seeks to contain and reduce the tonnage surplus. At some time, both the fundamentals, as well as technical factors, involving tonnage supply, shall clearly point towards a meaningful and sustainable recovery. In our opinion, we are not there yet. This recovery shall come but there are no reasons to believe that it is around the corner. Time will tell.


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LNG ARTICLE

The next fuel paradigm shift Kaminco Presents: Galileo Technologies introduces its “Distributed LNG Production” model to make Bio-LNG available right where needed

by Osvaldo del Campo, Galileo Technologies SA CEO, and Sotirios Kaminis, Kaminco Group, President & CEO The impact of climate change and the importance of energy cost in everyday life, foster alternatives such as biogas to solve these problems. However, the dispersion and abundance of biogas sources and the uneven distribution of consumers across large areas turn the laying of pipelines economically unsustainable to take it as fuel, even more for marine applications.

Mr. Osvaldo del Campo

Mr. Sotirios Kaminis

In my vision, the answer for breaking this barrier lies with a model that could be described as “Distributed LNG Production”, which enables that biogas could be conditioned and liquefied right at the source and at the nearest point of consumption by means of compact modules which have the size of a 40 feet sea container. Turned into Bio Liquefied Natural Gas (Bio-LNG), it is possible that biogas becomes as available as diesel and gasoline on the road and bunkering facilities, since it makes feasible to apply the same distribution logistics that these liquid fuels have profited from to achieve their widespread adoption. Following the guidelines of the “Distributed LNG Production” model, Galileo Technologies has introduced the ZPTS® Gas Conditioning Plant, a compact module which removes carbon dioxide (CO2) and hydrates from biogas, and the Cryobox® Nano LNG-Station, which turns the clean biogas into 10k gallons (15 tons) of profitable Bio-

Since 1987, Galileo Technologies has become a global reference in modular technologies for both CNG and LNG production and transportation. Its products portfolio includes the widest range of compressors and pumps for vehicles and vessels; pipeline boosters and wellhead compressors; and the Virtual Pipeline™ system, for gas shipment by road, thus reaching remote communities and industries without pipeline network connection. Based in Buenos Aires, Argentina, and with a Global Service and Training Hub in Los Angeles, USA, Galileo exports and provides ongoing assistance to customers in 70 countries in Latin America, North America, Europe, Africa and Asia.

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LNG per day. Thanks to the Cryobox management system, the Bio-LNG produced can be stored without boil-off into 40’ LNG ISO intermodal containers or transferred into cryogenic trailers for its distribution at the current network of diesel-gasoline filling stations or to any port bunkering facility. With this compact equipment, “LNG Distributed Production” can be applied to the reutilization of biogas available from the agricultural sector, such as corn silage, cultivable and inedible vegetable species, manure and guano from animals in stalls and/or feed lots, among others. Marine algae can also be considered as a feedstock for the production biogas and Bio-LNG. In addition, Bio-LNG can also be obtained from sewage sludge, landfills, effluents and waste from the brewing, diary and jelly industries and from cold storage plants. These scenarios also represent opportunities to monetize resources that currently have no value. Going forward, “LNG Distributed Production” model allows us to produce Bio-LNG and make it available as fuel right where needed by tapping into biogas sources of different organic and renewable origins. This change will give us more freedom, since it represents the opportunity to choose our fuel among multiple biogas sources: the most abundant, the closest or the cheapest, because shifting to eco fuels shall be the smarter decision for the consumer´s budget.


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CORPORATE

A. Hilios Ltd.

Painting

Tank coating

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ARTICLE

Agent’s Role in the Contemporary Shipping Industry

Apostolos Bekiaris,

Marine Engineer, Operation Manager in Oceanking OCEANKING is a leading marine engineering and commercial group serving the Greek and International maritime community as well as the Greek public and industrial sector. OCEANKING was founded in 1989 and operates in Piraeus – Greece as well as in Cyprus. OCEANKING employs qualified naval architects and marine engineers and is managed by Costas Hassiotis and Panos Yannoulis with a permanent staff presently consisting of 17 persons. Its experience covers the areas of ship design, ship construction and operation, shipbuilding methods and management, marine engineering systems, materials supply and management as well as logistic support. The company follows strict quality procedures and is certified according to ISO 9001: 2000 by Germanischer Lloyd Certification GmbH. Since its launch, OCEANKING is led by a love for the sea and the passion for perfection and quality in every project we undertake. Its philosophy is to provide added value to our customers through a range of products and services which cover the whole technical spectrum in a marine project, from the birth of an idea to its realisation, right through to after sales support. This is achieved by a unique pool of graduate marine engineers and naval architects, supported by the expertise and resources of world leading marine equipment suppliers which are exclusively represented by OCEANKING.

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During the last years, the technological developments in communications have resulted in helping people to communicate faster and in a more efficient way, exchanging information through e-mails, smart phones, clouds and discussing through skype. It is not far away the period of time, where telex and fax were the fastest ways to exchange information. In fact, it was almost impossible to control and communicate with complicated systems in operation, as well as, to carry out diagnostic tests for machinery remotely. Nowadays, remote operation and remote corrections during systems operation are considered as part of the everyday life in industry. Such industry is the shipping business, where a vast number of complicated systems are installed onboard ships, which can be monitored and corrected remotely, by using the latest communication technology. During the past years, the communication between operators and makers was done through the representatives who had to have basic technical knowledge in order to offer an advice or to be able to communicate correctly the problem of a particular system to the maker and again the maker to provide solution to the operator through the representative. Today, the communication between (system) manufacturers and ships operators has been direct without the need always of a representative of a maker. The aforementioned developments in the communications created a totally different environment for the operators and shipping companies since the easier and faster the communication is the more information is been exchanged. Huge amounts of information are received every day at technical departments of the shipping companies and big number of information is been sent by the technical staff to the ships. It is difficult to handle and to analyze such data and in most of the times, problems, malfunction issues and analysis of technical data is passed to experts i.e. the manufacturers. However, in most of the cases, operators engineers would like to have a solution or assistance or even a first advice by the manufacturers’ agent who should be in a position to provide aforementioned service to the superintendent engineers of the shipping companies. In fact what I have realized in my carrier is that when a ship faces a problem and the need for a solution is required “yesterday” then you should be able to give a first advice if not, to act as the “helping hand” and be the extension of the technical department of the operator by providing a complete solution. I.e. communicating with the system manufacturer, get technical advice, organize necessary attendance of a service engineer, send necessary spares on time and be responsible for the positive outcome of the trouble shooting operation.

Communication developments may help to minimize the time of response and operation, however cannot substitute the physical communication with ship-owners technical staff. We should not forget that being human beings we prefer to communicate face to face and discuss issues. Such a need can be only satisfied through an agent. Personal contacts, friendly relations, of the agent with shipping companies’ executives and staff cannot be replaced with emails. Furthermore, the efficient agent integrates different cultures with the Greek culture achieving the “ideal cooperation” between the involved parties. However, the agent should understand their role and be adapted to the modern way of providing solutions and not act as an information desk. A modern agent should be able to give extended technical advices, to intervene between the maker and the shipping companies when misunderstandings occur, to speed up trouble shooting process, to inform customers about the development of new equipment, to act as consultant and protect its customers and principals as well as to give to its principals the correct and actual picture of the market in order to adapt the policies accordingly. A good agent is a friend, is a consultant, is an engineer, is a diplomat, and is a trustful entity for both, operators and makers. In a few words the agent is the responsible party which acts as a member and part of the co-operation of a manufacturer with an operator. All these three parties have in common one goal i.e. the safe operation of a very complicated sea transportation mean like the ship.

Nowadays, remote operation and remote corrections during systems operation are considered as part of the everyday life in industry. Such industry is the shipping business, where a vast number of complicated systems are installed onboard ships, which can be monitored and corrected remotely, by using the latest communication technology.


CORPORATE

Marine Plus S.A. :

Every project and all customers are important irrespective of size.

Mr. Dimitris Vranopoulos, Managing Director of Marine Plus S.A. presenting the Greek Shipping Newsmaker of the Year Award to Mr. Nikolas P. Tsakos.

Marine Plus provides the Greek shipping community through its shipyard principals worldwide high quality repairs, conversions and newbuilding services. The company has 2 branch offices operating in Singapore and Istanbul that offer the same high standards of technical services to the local shipping community. Furthermore, the branch offices offer assistance to Greek customers requiring any type of technical service in Singapore and Istanbul. In addition, the company has many qualified workshops in most ports for carrying out afloat repairs, port repairs, riding teams etc. Marine Plus through its affiliated company JNE marine, offer high quality marine spare parts and marine equipment to Greek vessels worldwide. Most of MP business is conducted in China, where the company have been active since 1992. China accounts for around 80% of their annual shiprepair turnover, by far the largest portion. They are also active and exclusively represent shipyards in Hong Kong, the Black Sea, Med region, Thailand, Kuwait, the Americas and Europe. In China, yards do not offer agents exclusive agreements, partly because the

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Chinese are extremely competitive by nature and also because they believe that the Greek market is so large it is not possible for one agent to cover the entire territory. MP have thus built up very close, long-term and constructive cooperation with the best shiprepair yards in China located from north to south. This has been a slow process which has taken years of commitment and hard work, a combination of strong interpersonal relationships with the senior management of these yards as well as a concentrated team effort to ensure each repair project undertaken is a success both for their Greek customers as well as the Yards they represent. â&#x20AC;&#x153;Our main business has been shiprepair/conversion activity for the past 28 years. We have built up an international network of reliable and reputable shipyards, both as exclusive and non-exclusive agents, and due to our close and continuous cooperation with these yards over many years, are able to provide real value-added to our Greek customers, especially during vesselâ&#x20AC;&#x2122;s repairs. We employ qualified naval architects / marine engineers in our office


CORPORATE

Marine Plus History Branch offices Key milestones

1988. Company set up in London 1990. Athens office subsidiary set up 1991. A+P Appledore exclusive agreement signed 1992. First Greek repair in China – Lifeng S/Y 1993. Unithai S/Y (Thailand) exclusive agreement signed 1994. London office closed – operation moved to Athens office 1995. Newbuilding handymax contract signed with Baltiskiy Zavod, St Petersburg 1995. Mitsubishi Purifiers exclusive agreement signed 1996. Malta Shipyard exclusive agreement signed 1998. MIK Sevastopol S/Y exclusive agreement signed 2001. Braswell S/Y (Panama) exclusive agreement signed 2002. Kuwait S/Y exclusive agreement signed 2004. First conversion of single to double skin tanker successfully completed in Chengxi S/Y 2005. 1st Newbuilding contract signed in China 2006. Halifax S/Y exclusive agreement signed 2007. 1st conversion from VLCC to VLOC booked in China 2008. QMS ISO 9001 accreditation awarded by Lloyds Register 2009. Antwerp Shiprepair (Belgium) exclusive agreement signed 2011. Opening of our new branch office in Singapore 2012. Opening of our new branch office in Istanbul 2013. MEC S/Y (Panama) exclusive agreement signed 2014. DAVIE S/Y exclusive agreement signed 2015. CSIC SUNRUI BalClor BWMS exclusive agreement signed

to ensure we are at the side of our Greek customers during the complete repair cycle. Our aim is to secure a win-win result both for the owner and the yard we represent. Our main expertise lies with Chinese yards, where we complete over 150 repair projects annually. We are proud to have most of our customers as repeat clients for many years.“ Mr. Dimitri Vranopoulos, Managing director and founder of Marine Plus, states and continues: “we offer our customers a value added service due to the sheer volume of business we do with the yards we cooperate with, which we pass to our customers. We ensure our vessels are given top priority during repairs, have a strong yard project team on board the vessel, and keep pressure on the yard to maintain sufficient manpower on board the vessel to complete within the quoted repair period. We keep regular contact with the superintendent engineer attending the repair, the head office in Greece as well as the yard to secure customer satisfaction. Our efforts are reinforced by the daily monitoring of repair progress by our Chinese partner Willing Shanghai. Every project is important, and all customers are important irrespective of size.”

Marine Plus Singapore

Since 1st April 2011 Marine Plus Singapore, operates as a service extension arm, complementing Marine Plus HQ’s core business to better support existing clients with vessels plying in this part of the globe. The range of services provided from MP Singapore are: • Worldwide shipyards representation; • Recommendation of suitable Singapore shipyards and marine services candidates to cater to every different, specific repair requirement. We have access to valid, actual, prevailing conditions/information enabling Owners to make well informed decisions. • Availability of a wide technical support/supervision team for afloat repairs; • Ships and spares supplies; • Tank cleaning, de-mugging, de-slopping services in Singapore as well as throughout all Chinese ports & • Comprehensive network I.T. support services on board vessels; installation of Maritime software, Communication applications, Fleet Broadband SAT equipment, network setup, configuration, supply of all I.T. hardware, troubleshooting, etc. We have a resident associate whom we closely cooperate in house for such services.

Marine Plus Istanbul

Marine Plus Istanbul is a joint venture between Marine Plus S.A. of Greece and One Shipping Services of Turkey that intends to cater for the technical services requirements of the local Turkish shipping community, with main emphasis on shiprepair/conversion, newbuilding and marine spare parts. One Shipping Services is a shipping agency company based in Istanbul, but whose main shareholders have over 25 years of experience in the Agency business accumulated by working for other reputable Agencies in the past. Dedicated to create added value into the repair and conversion projects Marine Plus Istanbul is assisting Turkish Ship Owners to find the right shipyard. “Geden Lines”, one of the biggest ship-owners of Turkey is among these owners who benefitted from the services of Marine Plus Istanbul. The Turkish shipping community in recent years has grown exponentially, and now has an established and substantial position in the world shipping fleet which will grow further in the years to come.

Most of MP business is conducted in China, where the company have been active since 1992. China accounts for around 80% of their annual shiprepair turnover, by far the largest portion. They are also active and exclusively represent shipyards in Hong Kong, the Black Sea, Med region, Thailand, Kuwait, the Americas and Europe. NAFS APRIL - MAY 2016 31


CORPORATE

Marine Plus recent activities CSIC SunRui BalClor Ballast Water Management System

CSIC SunRui BalClor Ballast Water Management System

Marine Plus SA are the Exclusive Agents for the CSIC SunRui BalClor® Ballast Water Management System. SunRui Marine Environment Engineering Co., Ltd is a subsidiary of China Shipbuilding Industry Company Limited (CSIC). SunRui has successfully developed BalClor® BWMS (Ballast Water Management System), which compiles to IMO D-2 standards and has received Type Approval Certificates by DNV-GL, CCS, LR, NK, BV, ABS and also IMO, USCG AMS Approval Certificates. The procedure for the acquisition of the USCG Type Approval Certificate is progressing according to schedule: On-land testing (at fresh water, brackish water and seawater conditions) and On-board testing have already been completed (April 2016). The BalClor® BWMS provides reliable Ballast Water Treatment either for Newbuildings or Existing Vessels (via Retrofit) and has many advantages, including: • The Treatment, which is performed by Filtration, Side-Stream Electrolysis and Neutralization, is environmental friendly, has high efficiency and is safe for the crew and the vessel. • Proven Electrolysis Technology from SunRui, already implemented even in Nuclear Power Plants. • Successful installation and operation of more than 100 systems (until summer 2015), to both Newbuildings and Existing Vessels (Retrofit). • References for Tankers (including VLCCs), Bulk Carriers, Container Vessels, LNGs and other vessel types. Almost 450 Systems have been ordered for more than 300 Vessels (until January 2016). • Impressive Production Line guaranteeing that delivery time will be met. • Modular Design for Newbuilding and Adaptable Design for Retrofit Projects. • Competitive Pricing - Low Operational and Maintenance Cost. • Worldwide Service Network. • Preference and Support from CSIC Group Shipyards. • Life Time Warrantee for the Electrodes (The Sole Maker to provide this). • BalClor System has successfully passed Risk Assessment from LR and Biotests from Independent Laboratories, having been requested from reputable Owners like NYK Lines (operating one of the largest fleets in the world). • Package solution for Retrofit Projects (including Manufacture, Project Management, Detailed Design, Classification Approval, Supervision-Commissioning upon Installation, Training, Service and After Sales Support).

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Sunrui Marine Environment Engineering Co., Ltd is a subsidiary of China Shipbuilding Industry Company Limited. The company headquarter is located in Qingdao, with the branch in Shanghai and the office in Tokyo. It’s a professional high-tech engineering company engaged in the research and development, design, manufacture, engineering and project management in the fields of corrosion control and water treatment technologies. With many years of research and development and technological achievements to promote the experience and performance, Sunrui complied with over 40 state and military standards on corrosion control, anti-fouling and marine coating. The products have been granted the certification of DNV GL, CCS, LR, BV, NK , ABS and USCG AMS. It has been granted highest contracting certification of conformity of quality and environment and occupational health and safety system certification management. It has mainly engaged in research and design of cathodic protection, chlorine electrolysis, ballast water treatment, seawater desalination, electrolytic anti-fouling of ship and offshore platforms, sewage treatment, coating protection technology and production of construction and EPC. Technologies and products of the company have been applied into ship and marine engineering , transportation, storage and transportation pipelines, electric power, petrochemical, municipal, environmental protection and other industries, involving national infrastructure projects, products exported to more than thirty countries and regions such as U.S., Japan, Netherlands , Indonesia, Singapore , Pakistan , Sri Lanka Iran, Sudan, Hong Kong.


CORPORATE

Worldwide network for underwater and afloat repairs Marine Plus has a Worldwide network with Class approved Diving Companies as well as experienced Workshops. Our experience and our continuously cooperation with these Companies give us the ability to provide our Customers with high quality, state of the art equipment, on time delivery and of course competitive pricing. We serve main ports like Panama, Gibraltar, Fujairah, Brazil and Singapore as well as smaller with less traffic (always depend on local authoritiesâ&#x20AC;&#x2122; permission). For Underwater services we can handle from CCTV with and without Class, Hull cleaning, Propeller polishing up-to change of seals underwater. For Afloat services the main scopes of works are steel/pipes renewal, pumps, hydraulic, electrical, automation, machinery, boilers etc

Lay up services

In view of the difficult market Greek Shipowners are currently facing and in continuation of our effort to better serve the Greek Shipping community, we have extended our services, in conjunction with our Marine Plus Singapore branch office, to include Hot & Cold lay-up services of vessels. The lay-up procedures are handled by our professional and experienced principals in Labuan, Batam, the Philippines and China and include Lay-up preparation/ deactivation, watch-keeping, emergency response coverage, pre-emptive maintenance and reactivation procedures.

Marine Plus was established in 1988 as a provider of high quality technical services to the Greek Shipping Industry. Today, with over 28 years of experience, Marine Plus can effectively provide almost any technical support required by vessels trading Worldwide, ranging from dry dockings, conversions, new building MARINE PLUS ISTANBUL Mr. Ugur Sekendiz - General manager with Mr. Dimitri Vranopoulos

contracting/supervision, minor voyage or port repairs, supply of spares, supplies and provisions, inspections and more.

Meet us at Posidonia 2016 Stand #3.307, Hall 3

MARINE PLUS SINGAPORE Mrs. Gina Li - Director, with Mrs. Julie Choo - P.A

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TOP STORY

PPG

Durable coating solutions

Recent PPG innovations PPG Protective & Marine Coatings is an all-round coating manufacturer and supplier delivering innovative coating solutions and services at New-build, Onboard Maintenance and Dry dockings. At PPG we are constantly seeking to improve our products and service to our customers. So we are pleased to present our latest product developments, such as the breakthrough technology of the SIGMAGLIDE 1290 fouling release coatings and our recent launch of the SIGMA SAILADVANCE antifouling range.

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TOP STORY

SIGMAGLIDE® 1290 fouling release:

breakthrough technology eliminates slime problems and boosts fuel saving Contributor: Sijmen Visser, Global Marketing Manager Marine PPG has introduced a revolutionary new product. The SIGMAGLIDE 1290 100% silicone binder fouling release system utilizes a breakthrough dynamic surface regeneration technology to eliminate slime problems and dramatically increase fuel savings compared to existing fouling release products. Such is the impact of this new biocide-free fouling release coating that customers have confirmed immediate fuel savings in values ranging between 3–13%!

SIGMAGLIDE – proven fuel saving benefits

Over the past two decades, the marine industry has benefited from the SIGMAGLIDE system due to its proven fuel saving, aesthetic benefits and ability to deliver a fast return on investment. The SIGMAGLIDE 1290 coating builds on the already proven success of the SIGMAGLIDE fouling release range, which has been utilized on over 400 vessels worldwide, including many cruise liners.

Dynamic surface regeneration

One of the well-known drawbacks of fouling release technologies is that their effectiveness reduces over time. This is often seen at the waterline where the impact of sunlight, dirt and UV radiation has a negative effect and leads to the aggregation of slime. Our R&D team has overcome this problem by engineering the SIGMAGLIDE 1290 coating to include dynamic surface regeneration properties. These allow water to act as a catalyst to lower the surface energy of the coating back to its original state and thus restart its beneficial surface configuration properties. This produces an increased silicone density at the surface to such a degree that slime organisms do not recognize it as a surface substrate and have no chance to settle on it. This significantly extends

the effectiveness of the coating. As a result, customers will experience no loss in performance and improved stability of the product throughout its lifetime. The combination of the 100% silicon binder fouling release system with the ability of the surface to dynamically regenerate makes the SIGMAGLIDE 1290 coating a breakthrough technology for the marine coatings market.

Independently proven technology

The effect of the 100% pure silicone binder with higher silicone density at the surface and the regeneration properties in the SIGMAGLIDE 1290 fouling release have been proven in-house and by third-party test institutes.

A coating for all vessel types

The product is suitable for all vessel types and also when long stationary periods are to be considered such as FPSOs. It also brings significant benefits for cruise and ferry operators as well as owners of tankers, bulkers, gas carriers, dredgers and containerships. As fouling doesn’t adhere, even at lower speed, the SIGMAGLIDE 1290 antifouling is also beneficial for the offshore industry where assets are static or for vessels that are slow steaming but still require a high level of fouling protection. SIGMAGLIDE 1290 is completely biocide-free. It meets all current environmental legislation and is tailored to comply with future environmental restrictions in order to accommodate all ship operators’ compliance programs. Sijmen Visser, PPG’s Global Marketing Manager Marine said: “With our continued quest to improve on the success of the SIGMAGLIDE range, we have succeeded in raising the bar once more with the SIGMAGLIDE 1290 fouling release coating.”

Visit us at Posidonia, Stand 3.128


TOP STORY

Premium tank coating improves efficiency Contributor: Evert van Rietschoten, Global Product Manager Marine Specially developed for the newbuild market, PPG’s new PHENGUARD PRO premium tank coating solution is specifically suited for use on IMO II and III chemical/product tankers typically in the 30,000 – 60,000 DWT range. Engineered to have the widest chemical resistance and the longest carriage time on the market, the PHENGUARD PRO coating achieves this performance in just two layers of 125 microns (5.0 mils) rather than the standard three layers of 100 microns (4.0 mils).

industry-wide issue of cracking that can occur on larger vessels that have more torsion in sea trials. The system also results in less overspray thus saving even more time and money.

Key benefits for shipowners

The ability to deliver a premium tank coating in only two layers is a revolutionary innovation that optimizes the needs of all stakeholders in the value chain.

The PHENGUARD PRO product is also the sensible choice for shipowners. Its durable, smooth finish is easy to clean and will reduce the total cost of operations. It has the widest chemical resistance list of any premium marine tank coating on the market: over 3,400 cargoes can be carried, which delivers maximum flexibility in the support of long-range trade.

The PHENGUARD PRO coating builds on the heritage and outstanding track record of the original PHENGUARD products – a tried and trusted tank coating system that has been on the market for over 40 years and has been used on over 1,500 vessel applications.

Shipowners can also benefit from PPG’s 40 years of practical experience in the application of tank linings and fully documented guidance and procedures for all cargoes requiring pre-wash, thus elongating the life of the coating and safeguarding their investment.

Key benefits for shipyards

PHENGUARD advanced technology

The PHENGUARD PRO coating maximizes shipyard investment. By using this product, shipyards are able to lower their total operational costs as it typically takes 3 days less to apply than traditional threelayer systems.

A shipyard’s energy costs can also be reduced by using the PHENGUARD PRO product as it can be applied all year round even in temperatures as low as 5°C (41°F). This is a significant advantage over other systems on the market, which can only be applied down to 10°C (50°F) and, therefore, need additional heating in the tanks during winter. The product’s unique two-layer system also helps to minimize the

The PHENGUARD PRO system uses a high concentration of Novolac phenolic epoxy that outperforms all other technologies and delivers wider chemical resistance. Its unique two-layer system has been made possible by removing the larger particles in the pigment. This means we have reduced the thickness of the coating while keeping the same ultra-strong network bonds, which produces a more consistent, homogenous distribution. The coating has also been engineered to include specific chemicals that generate the optimal attachment of the coating system to the substrate.

Visit us at Posidonia, Stand 3.128


TOP STORY

Case Study: Wagenborg Shipping B.V. and SIGMASHIELD 1200 Based in The Netherlands, Wagenborg Shipping has more than 100 years’ experience in Northwest Europe, the Mediterranean, trans-Atlantic routes and beyond. Its modern and environmentally friendly fleet of around 180 vessels has an average age of only 6.7 years with a capacity of 2,000–23,000 tonnes. Tallinn Shipyard is a subsidiary of the industrial holding BLRT Grupp. Located at the mouth of the Gulf of Finland, the shipyard services vessels using ports in the Baltic States, Russia, Finland and on the east coast of Sweden.

The Challenge

The B-Class vessels Balticborg and Bothniaborg operate between The Netherlands, Germany, Sweden and the UK to a tight schedule with very limited maintenance time. They also face severe ice conditions in winter, so the hulls need excellent, long-lasting protection to ensure reliable, economical performance levels. When approaching PPG, the owners’ key priority was to ensure maximum return on investment by selecting a coating which minimize damage, reduce subsequent repair costs and improve operational efficiency.

The Solution

PPG offers two abrasion and ice-resistant coatings, SIGMASHIELD 460 and SIGMASHIELD 1200, which both work with anticipated ice conditions during service life. For the Balticborg and Bothniaborg, regularly sailing in heavy ice conditions during the harsh Baltic winters, the highly resilient SIGMASHIELD 1200 coating was recommended to provide optimal underwater hull protection. SIGMASHIELD 1200 delivers exceptional abrasion and impact resistance in ice, combined with very low friction properties. The coating, developed for very high abrasion and impact applications on decks and hulls, combines a top of the range phenolic epoxy with carefully selected pigments to provide exceptional performance in icy waters.

The Benefits

Ice is indisputably the major source of danger for a hull’s outer shell coating. PPG’s SIGMASHIELD 1200 coating addresses this potentially destructive

situation by combining these key attributes: SIGMASHIELD 1200 benefits: • Outstanding impact- and abrasion resistance; smooth surfaces promote fuel savings • Excellent cathodic protection and creep resistance • Standard- and low-temperature version for enhanced curing performances • Excellent application properties; also possible in winter conditions • Single-coat application using standard equipment • Easy maintenance and repair • Excellent creep resistance, reducing size (and hence cost) of repair areas • Recognized by Lloyd’s Register as an abrasion resistant ice coating • Recognized by Aker as a low-friction surface coating for ice-breaking ships

The Result

SIGMASHIELD 1200 was tested on Wagenborg’s offshore vessels Antarticaborg and Articaborg, which operate in the Baltic Sea during the most heavy ice conditions. The results convinced Wagenborg to apply the coating on two of their RoRo vessels Balticborg and Bothniaborg. After reviewing PPG’s product specification and guarantee, Wagenborg was confident that SIGMASHIELD 1200 would give optimal protection for their vessels. Following detailed examination of the Balticborg project, the customer was delighted by the coating’s performance and ease of application. Tallin Shipyards also reported that, following the advice from PPG’s Technical Surveyor, few adjustments in working procedures were needed to make the coating application process particularly easy. Izak van Rhijn, Technical Superintendent of Wagenborg Shipping commented; “In the wintertime they face severe ice conditions and thus need excellent protection for the hull. After reviewing the specification of the product and the guarantee given by PPG we were convinced that this product would give the optimal protection to our vessels.” “Another big benefit of this product is the single-layer application. No undercoat or second layer is required, which saves valuable time and thus money, during the dry dock period.”

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TOP STORY

Case Study: Stena Line and SIGMADUR™ ONE Stena Line is one of the world’s largest ferry companies with a modern fleet of thirty-nine vessels and Europe’s most comprehensive route network consisting of twenty-three ferry routes in Scandinavia and around the UK. The company has six business areas based on its geographic markets: Scandinavia, Germany, the North Sea, the Irish Sea North, the Irish Sea South and the Baltic Sea. Part of the Stena Line organization, Stena Line B.V., has two vessels that operate each day from Hoek van Holland in The Netherlands to Killingholme, England across the North Sea. The Stena Transit and its identical sister ship the Stena Transporter each have a capacity of 300 passengers and 33,690 gross tonnage.

The Challenge

Stena Line B.V. is constantly looking for imaginative ways to improve its onboard maintenance procedures. A key question was how the company could simplify onboard maintenance and sea stock management while improving coating application and crew efficiency – major operational issues for both individual vessels and fleet managers. Coating management can become quite complex onboard, as was the case with the Stena Transporter, a freight transporter built in 2011 operating in the North Sea.

The Solution

PPG Protective & Marine Coatings proposed the SIGMADUR ONE finish coat to reduce the coating process complexity and make it easy for the Stena Transporter crew to apply the coating and simplify stock control. The SIGMADUR ONE coating is an ideal, user-friendly, heavy-duty finish

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to support crew members during onboard maintenance. Instead of a typical two-pack finish, it comes in one pack, so no mixing is required, which saves time and reduces mistakes during application. The finish is compatible with existing aged coatings, easy to apply, quick drying, and provides proven, long-lasting performance, making it a unique product in the market.

The Benefits

The SIGMADUR ONE finish coat is suitable for topsides, decks and superstructures, and can be applied on virtually all ship types during onboard maintenance. The system is also supported by the SIGMACARE® PLUS onboard maintenance crew support package. The high-gloss SIGMADUR ONE finish offers good color and gloss retention and comes in an extensive range of colors available through PPG’s color network centers. A modern color identification computer and an advanced blending process ensure that all tinted coatings match to the color standards of any corporate livery or owner preferences.

The Result

There was a complex range of products previously used on the Stena Transporter. The use of the SIGMADUR ONE finish coat on the topsides and decks of the vessel has saved time and reduced mistakes during application. Captain H. de Boer of the Stena Transporter commented, “Onboard maintenance can be a complicated, time-consuming process. We’ve found that the SIGMADUR ONE system has simplified the whole task, from storage and stock control through to the easy application of the paint.”


TOP STORY

Case Study: Carisbrooke Shipping: SIGMACOVER™ 380 - Outstanding protection, proven results, for water ballast tanks

The Customer

Carisbrooke Shipping owns and operates a fleet of over fifty modern dry cargo and multipurpose vessels from Cowes (UK), Zwijndrecht (Holland), and Leer and Bremen (Germany). The fleet has an average age of around 5 years with the company focusing on fuel efficiency.

The Challenge

Kristin C is a multipurpose carrier of 6,250 DWT designed for unrestricted trading although principally employed on European trades. The vessel’s water ballast tanks can take up to 3,000 m³ (106,000 ft³) of ballast water in tanks located in the double bottom and side shell. The coating systems in the water ballast tank areas were of special interest as this is the single biggest coated part of the vessel. These areas are subject to aggressive operating conditions including intermittent seawater immersion and temperature cycling that, when coupled with the vessels’ operating regime, may lead to accelerated corrosion of the structure. The International Maritime Organization has, therefore, increased its focus on these areas with the introduction of the Performance Standard for Performance Coatings (PSPC) regulation in 2008 (with full implementation in 2012): these areas now come in for close scrutiny at Special Surveys.

The Solution

PPG Protective & Marine Coatings (PPG) has a long-standing relationship with Carisbrooke Shipping. Consequently, PPG was chosen to provide internal and external coatings for the Kristin C at the Jiangsu Yangzijiang shipyard. The system applied at the new-building stage in China was SIGMACOVER 380 green at 160 μm and SIGMACOVER 380 grey at 160 μm.

The Benefits

The SIGMACOVER 380 universal epoxy anticorrosive primer, based upon pure epoxy technology, is specifically designed to meet yard demands for a PSPC-approved product to protect key areas such as water ballast tanks. The primer has outstanding anticorrosive properties, can be overcoated with a wide range of topcoats and is suitable for use on many vessel areas, with extended pot life and easy application delivering increased productivity. Ideally suited for all-year-round application at new-build, in dry dock and for onboard maintenance, it has an extensive, proven track record for boot-top, interiors, superstructures, topsides, underwater hulls and water ballast tanks.

The Result

The first Special Survey on the Kristin C (after 5 years’ extensive use in service) showed the outstanding condition of all areas inspected. Despite layers of slime and muddy deposits on all immersed surfaces, the underlying coating condition on all areas inspected was proven to be very good and no remedial treatment was required. This is a tribute both to the coating system and to the application and inspection protocols followed by the dedicated teams of the shipowner, shipyard and paint supplier. Martin Henry, Fleet Technical Director said: “We are delighted with the excellent condition of the water ballast tanks after 5 years and also the excellent service and technical support provided by PPG throughout the project.” The SIGMACOVER 380 coating delivers the ultimate solution for customers who need ease of use, durability and outstanding anticorrosive protection.

Visit us at Posidonia, Stand 3.128


TOP STORY

New SIGMA SAILADVANCE™ products Raising the standard for advanced antifoulings Increasingly competitive market conditions mean that owners want to reduce energy consumption and lower their total costs regardless of how their ships are operating. The SIGMA SAILADVANCE range has been developed specifically to cover a wide range of vessel types and operational conditions and guarantees significant cost reductions. These low-friction, self-lubricating antifoulings deliver reduced fuel consumption and improved tolerance to idle time.

• Linear self-polishing, hydrolysis, self lubricating and self-release mechanism • Slow-steaming and idle time tolerance • For all vessels types and operational conditions • Suitable for both newbuild and dry dockings • Specifications for up to 90 months • PPG patent on the use of Controlled Surface Active Polymers (CSP)

The range currently comprises four coatings, including the SIGMA SAILADVANCE RX and GX products, which are two completely new PPG’s new SIGMA SAILADVANCE RX and GX antifoulings formulations based on PPG’s own patented technologies. The range also comprises the SIGMA SAILADVANCE MX antifouling branded have been developed with the primary aim of(formerly reducing asenergy SIGMA SYLADVANCE™ 700) andtotal the SIGMA SAILADVANCE and therefore lowering operational costs. DX antifouling (formerly branded as SIGMA SYLADVANCE 800).

Versatile, efficient and durable antifoulings

SIGMA SAILADVANCE™ RX and GX Advanced low-friction, self-lubricating antifoulings

Based on a new patented binder technology built on New, technology the high-performance Controlled Surface Active Polymers (CSP) inside, The SIGMA SAILADVANCE RX and GX coatings are based on an these coatings offer a self-lubrication and self-release advanced technologies developed and patented by PPG that generate mechanism resulting in low friction, idle time tolerance low friction, linear polishing, idle time tolerance and fuel savings. The selfand fuel savings.

Suitable for application at new-build and dry dockings, the products are

SIGMA GX coatings offer: effective designedSAILADVANCE for all vessel typesRX andand speeds, and are particularly for slow steaming because of the engineered oil binder composition.

SIGMA RX and GX coatings evolve in a linear polishing • Fuel SAILADVANCE savings averaging 5% and consistent biocide release for performance for up to 90 • Low-friction properties frompredictable lubricating months. Based on performance results, existing products in the range CSP suppressing turbulent flow have delivered fuel savings up to 7%. • Extended idle days through the release effect of CSP creating a slippery surface SIGMA SAILADVANCE RX and GX – features and benefits

• Low-friction, self-lubricating, linear self-polishing antifouling based on release binder technology is based on Controlled Surface Active Polyhydrolysable polymer binder composition • Technology based on Controlled Surface Active Polymers (CSP) mers (CSP) that act on the coating/water interface as a lubricant, which • Idle time tolerance: averaging 25 days supports laminar flow, thereby lowering the hull friction when the ship FollowInthe leader. Visit ppgpmc.com to learn more about PPG’s marine coatings. • Vessel operating rate: 50 – 90% SIGMA SAILADVANCE GX is sailing. addition, these CSPs (Controlled Surface Active Polymers) • Low-friction, self-lubricating, linear self-polishing, high performance create a ‘slippery surface’ that will increase the resistance to fouling when antifouling based on hydrolysable polymer binder composition the ship is not sailing and, therefore, extend the possible idle days. • Technology based on Controlled Surface Active Polymers (CSP) • Idle time tolerance: averaging 30 days SIGMA SAILADVANCE Series: • Vessel operating rate: 40 – 80% • Fuel savings averaging 5% • High-performance technologies binder chemistries including Controlled Surface Active Polymers (CSP) Scan to learn more

Visit us at Posidonia, Stand 3.128

The PPG logo is a registered trademark. Bringing innovation to the surface. and SIGMA SAILADVANCE are trademarks of PPG Industries Ohio, Inc.


Case Study: PPG offers overcoating competitor fouling release coatings with SIGMAGLIDE® 1290 The Customer

GASLOG LNG Services Ltd (Piraeus, Greece) is a growth-oriented international owner, operator and manager of liquefied natural gas (LNG) carriers, providing support to international energy companies as part of their LNG logistics chain. Gaslog’s consolidated fleet consists of twenty-seven wholly-owned LNG carriers, including nineteen ships on the water and eight ships to be delivered. Eight ships on order are scheduled to be delivered on various dates from 2016 to 2019. Seventeen of the owned ships are, or when delivered, will be, equipped with the TriFuel Diesel Electric (TFDE) propulsion technology. The four most recently ordered ships will have two-stroke diesel engines with low-pressure gas injection (‘LP-2S’).

The Challenge

PPG was invited by GASLOG in 2014 to specify its best fouling release coating system for six LNG vessels previously coated with a competitor’s fouling release coating. Overcoating a competitor fouling release coating is always a challenge due to the different, related technologies.

The Solution

The SIGMAGLIDE 1290 system is the latest-generation fouling release coating based on a 100% pure silicon binder system, which has also been already tested successfully on top of competitor fouling release products. Moreover, the SIGMAGLIDE 1290 system is a fuel saver coating in line with EEDI and SEEMP requirements for further reduction of NOx and COx emissions mandatory for all ships.

The Benefits

Through careful chemical engineering of the 100% pure silicon binder system at a molecular level, PPG’s R&D team has designed the optimal configuration for the silicon-coating surface of the SIGMAGLIDE 1290 system. In addition, the coating’s specific dynamic surface regeneration properties preserve its effectiveness over time. As a result, the customer will experience no loss in performance and stability of the product throughout its lifetime. • Technology proven in practice – successful track record for over 25 years • Excellent performance – resists and releases slime to boost fuel savings • Environmentally friendly as it contains no biocides • Long-lasting coating – reduced maintenance costs • Easy application – simple, well-established working procedures • Excellent adhesion on existing (competitor) fouling release systems – no switching costs

The Result

A successful overcoating procedure with excellent adhesion of the system. In addition, SIGMAGLIDE 1290 delivered a clean hull condition and smooth vessel operation of each vessel achieving lower emissions. PPG has proactively approached this issue since 2005 by analysing and testing most competitors’ systems and has finally validated and optimized the correct SIGMAGLIDE system overcoating procedure to be used on top of different fouling release technologies. The four LNG sister vessels (79,000 DWT each) Methane Lydon Volney, Methane Shirley Elizabeth, Methane Alison Victoria and Methane Heather Sally have already been successfully overcoated with the SIGMAGLIDE 1290 system in Sembawang S/Y, Singapore during 2015, with a further two vessels to follow in 2016. The underwater area remains completely clean from fouling and slime, the monitored performance of the hull has been improved with respective reduction of VOC emissions.

NAFS APRIL - MAY 2016 41


TOP STORY

Case Study: SIGMAPRIME® 700: Outstanding ballast tank protection for long-lasting performance

Chandris (Hellas) Inc., established in 1915, is a ship management company based in Piraeus, Greece, specializing in the management and operation of oil tankers and bulk carriers. All vessels are owned by individual companies and are registered mostly under the Greek flag. As of 2014, the fleet’s deadweight capacity is close to 4 million DWT tonnes with an average age of about 7 years.

The Challenge

Over the years, corrosion in water ballast tanks has been identified as a major concern. This issue triggered the establishment of a new set of regulations under the auspices of the International Maritime Organization. This Performance Standard for Protective Coating (PSPC) is dedicated to seawater water ballast tanks and is compulsory for all steel ships above 500 GT, which have building contracts that were signed after July 1, 2008. Under these regulations, the coating requires regular assessment and the service lifetime should be at least 15 years.

The Solution

The Result

The Mariloula is a bulk carrier of 94,232 GT, 291 m long and 45 m wide, and was the first vessel built under the IMO PSPC rules. Delivered in 2008, Chandris, DSME and PPG worked together for the implementation of the upcoming regulations. The SIGMAPRIME 700 coating was selected for this pioneering work that involved the application of new coating working procedures. The SIGMAPRIME Series has been addressing the issue of corrosion in such difficult areas long before the IMO PSPC was issued, which allowed PPG to be among the first paint suppliers to comply with the corresponding IMO PSPC class approval. After five years in service, the performance of the SIGMAPRIME 700 coating is outstanding and its appearance is as good as new. On inspection, there was no need for any repair in the water ballast tank area. Mr. D. E. Kourouklis, Director Marine Operations of Chandris Hellas said: “With less than 0.1% damage, the coating is performing very well, as expected from a SIGMAPRIME product.”

PPG’s SIGMAPRIME 700 primer is specially designed to provide excellent and long-lasting cracking resistance, even after multiple immersion and temperature cycles. It is not only an ideal choice for the harsh water ballast area but also a coating solution that reduces complexity during the new-building period. The SIGMAPRIME 700 primer can be applied all year round to virtually all vessel areas and in all temperatures.

The Benefits

The water ballast tank area is a critical area for the safety of the ship and its crew at sea. It is compulsory to regularly survey the ballast tank and conduct repairs whenever appropriate. However, repairs in this area are very difficult due to its physical nature: its confined space reduces accessibility and makes any surface preparation and coating application complicated. That is why repair costs per square meter are among the highest in the business. The excellent performance of the SIGMAPRIME 700 coating provides customers with significant savings by avoiding complex and lengthy repair procedures and by allowing the vessel to immediately resume its commercial operations after inspection.

Visit us at Posidonia, Stand 3.128

The water ballast tank area is vast and complex making access and repairs very difficult. SIGMAPRIME is the optimal coating solution for any water ballast tank project.


SIGMA SAILADVANCE™ RX and GX Advanced low-friction, self-lubricating antifoulings PPG’s new SIGMA SAILADVANCE RX and GX antifoulings have been developed with the primary aim of reducing energy and therefore lowering total operational costs. Based on a new patented binder technology built on the Controlled Surface Active Polymers (CSP) inside, these coatings offer a self-lubrication and self-release mechanism resulting in low friction, idle time tolerance and fuel savings.

SIGMA SAILADVANCE RX and GX coatings offer: • Fuel savings averaging 5% • Low-friction properties from lubricating CSP suppressing turbulent flow • Extended idle days through the release effect of CSP creating a slippery surface

Follow the leader. Visit ppgpmc.com to learn more about PPG’s marine coatings.

Scan to learn more

The PPG logo is a registered trademark. Bringing innovation to the surface. and SIGMA SAILADVANCE are trademarks of PPG Industries Ohio, Inc.


REGISTRIES

Liberia & Greek Shipping: The Everlasting Partnership Shipping is not only a core transportation and trade activity around the world but it is also an activity with major effects on economies, societies, the environment and all human beings. As such, the shipping industry, its efficiency, technology, safety, social responsibility, and economyof-scale are very significant to both developed and developing countries. Technology and modern equipment, high standards in management, operating practices and services, profitability and market dynamics, tougher standards and statutory regulations have all combined together to create today’s fascinating shipping industry that even cyclical in nature as the current dry bulk market rates indicate, in the long run has seen high prosperity and growth in a competitive environment.

Michalis Pantazopoulos,

Senior Vice-President & Managing Director of the Liberian Registry in Greece

As Greece remains the undisputed number one shipping nation in the world, it is significant that it has demonstrated its continuing faith in Liberia – the world’s leading open ship registry in such a transparent way to establish Liberia the number one flag of choice behind the Greek national registry.

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The idea of “partnership” then, seems to fit well in today’s fast evolving shipping industry and appears to be one of the best foundations to build upon. Liberia and Greek Shipping have been partners since 1948 when the Greeks started to re-build their merchant fleet in the post-war era and at about the same time the registry of Liberia was established. The new registry’s operation started in 1949 with a newly built tanker owned by Stavros Niarchos, whereas the addition of another 579 Greek-owned newbuildings, registered during the course of the next two decades, decisively enhanced its status among the world’s most qualitative and respected registries. From that time, until the present day, the Greek shipping community has supported the Liberian Registry, and vice-versa, through good times and challenging times. This relationship between the Greek shipping community and the Liberian Registry has grown stronger still during the worldwide economic downturn of recent years, when shipowners and operators have looked to their ship registries for innovative solutions to help maintain efficiency and profitability. It is gratifying to see that the Liberian flag has been and remains the top choice of Greek owners and operators. As Greece remains the undisputed number one shipping nation in the world, it is significant that it has demonstrated its continuing faith in Liberia – the world’s leading open ship registry in such a transparent way to establish Liberia the number one flag of choice behind the Greek national registry. It is a reinforcement of the mutual respect and support - it is a reinforcement of the everlasting partnership.

The partnership and ties go even further across all shipping fronts. The recent Maritime Transportation agreement between China and Liberia that would among other benefits reduce the Chinese tonnage port dues by 28% for the Liberian flag vessels was initiated by the urge, and the advocating desire of the Greek shipowners. Even the recent significant initiative of Liberia’s paper submission to the IMO suggesting that further amendments be made to the Ballast Water Management Convention (BWMC) to accommodate the emerging problem of lack of docking capacity for the existing world fleet, was influenced by discussions and suggestions from several Greek shipping companies. Moreover, the Liberian Registry has established Piraeus as its international training center, bringing hundreds of Liberian Flag auditors every other year and training them supporting also the Greek economy. While engaged in a program of planned, quality expansion, the Liberian Registry has not lost sight of its primary objective of staying close to its customers and taking proactive steps, where appropriate, to protect their interests. The Liberian Registry regards its clients as partners in an ongoing venture, and seeks to go the extra mile in good and tough times. This is the foundation for an everlasting partnership.

The Liberian Registry is one of the world’s largest and most active shipping registers, and has long been considered the world’s most technologically advanced maritime administration. It has a long-established track record of combining the highest standards of safety for its more than 4,000 vessels and crews with the highest levels of responsive service to owners.


BMT SMART is the specialist Fleet and Vessel performance monitoring company within BMT Group, the leading name in global marine consultancy. Our SMARTFLEET management system allows you to check your fleet performance in an instant with Fleet view and focus on the vessels that really matter. • KPIs highlighting changes in vessel performance in 3 key areas: • Maintenance: Hull, Propeller and Engine condition • Operation: Trim, Speed profile and Routing • Weather conditions: Wind, Waves, Current, Swell, etc. • Combines weather and historic data to predict vessel performance (power, fuel consumption and RPM) • Flexible data collection input from automated to noon data • Marine approved hardware • Concise and future-proofed data collection for emissions reporting including EEOI, ECA, MRV

The BMT SMARTPOWER Torque Meter is a dedicated measurement tool specifically designed for the maritime sector providing a highly accurate digital output for Torque, Speed, Power, Running Hours and Total Energy and is fully compatible with our Vessel Performance monitoring system. • Extensive data output formats • USB port for direct export to memory stick • Easy Installation, Calibration and Setup • Designed and manufactured to DNV standard • Shaft sizes from 150-1200mm

INTRA MARE 4 Skouze str., 185 36 Piraeus, Greece Tel: +30 210 4293843 Fax: +30 210 4293845 E-mail: info@intramare.gr

Visit us at Posidonia 2016 at the INTRA MARE stand, booth 3.315.

BMT SMART Spectrum Building, 1600 Parkway, Whiteley, Fareham, PO15 7AH, UK Tel: +44 (0) 1489 889 260 E-mail: enquiries@bmtsmart.com Web: www.bmtsmart.com


EMISSIONS

Alfa Laval Fuel handling in Emission Controlled Areas The game-changing legislation that took effect 1st January 2015 reduced the allowed sulphur content for fuel burned in marine engines from 1.00% to 0.10% in Emission Control Areas (ECAs). Understandably, many ship owners and operators have questions about the huge impact this will have on their vessel’s fuel handling. Vessels can comply with the legislation either by installing a scrubber and continuing with HFO, or by using low-sulphur (LS) fuel when operating in ECAs. For those that choose the latter, it will have a major effect on the vessel’s fuel handling. Among other things, it will necessitate both the conversion of fuel tanks and the addition of fuel cooling equipment to secure the viscosity of the engine’s fuel supply. In this paper, we explore the operational implications of the ECA fuel change. The first part deals with overall issues such as equipment preparation and fuel storage, while the second part deals with the specific challenges of common LS fuels and emerging alternatives.

Fuel issues

This section deals with key issues raised by the change in fuels.

The underlying factors

For the last 50 years, vessels have been designed for HFO operation. Today all engines, both main and auxiliary, can run on HFO. This means that all systems – tanks, separators, pumps, filters, boosters and engines – are made to handle high- density, high-viscosity oil that requires a great deal of heating energy. HFO with 1.00% sulphur is essentially “normal” HFO with a lower sulphur value, which means it is handled in the same way as other HFO. While the vessel is technically handling two grades of fuel, its operation is the same in practice: the fuel must be heated the whole way from storage tank to engine inlet. By demanding fuel with 0.10% sulphur, MARPOL Annex VI is causing a

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paradigm shift in the marine industry. To meet the legislation, vessels must change to other fuels such as gas oil (DMA, DMZ and DMB) or any of the “hybrid” ECA oils on the market. Yet the fuel buyers are not the only ones affected. Fuel production is also changing, including the way that gas oil is manufactured at refineries. One result of this is the greater amount of wax found in marine diesel oils and marine gas oils. When order- ing DMA, DMZ or DMB, the fuel received today will be different from the oil received in the past, which leads to new considerations. These factors affect all vessels in ECA opera- tion. However, the issues are different for vessels in 100% ECA operation than for vessels that travel in and out of ECAs.

Issues for vessels in 100% ECA operation

For vessels without a scrubber that spend most of their time in ECA opera-


EMISSIONS

The Alfa Laval Automated Fuel Changeover System (ACS) safeguards the changeover from HFO to gas oil and vice versa. It secures the cooling of the gas oil needed to meet the engine manufacturer’s specified viscosity. Everything is done safely and reliably at the push of a button, ensuring peace of mind. For more information, please contact your local Alfa Laval representative or go to www.alfalaval.com/acs

tion, there is no alternative but a fuel with a maximum 0.10% sulphur level. The tanks must therefore be prepared for this kind of fuel, i.e. stripped and cleaned. Simply emptying the tanks and filling them with the new fuel is not a good solution. The new fuel’s sulphur content is already so close to 0.10% that even small amounts of fuel with higher sulphur values will result in noncompliance. Accumulated pollution in the tank is also an issue, especially if a long time has passed since the last tank cleaning. If the pollution is considerable, it may contaminate the new fuel to a level where even the separator will have problems removing it. Lighter fuels will have a washing effect on the tanks, causing pollution to come loose over time and contaminate the fuel for a lengthy period to come. The only viable solution is thus to empty the tanks and to clean them to a point where the new fuel will not be contaminated. Keep in mind that pipes and other equipment like filters and strainers also contain high-sulphur fuel, which means it may take time until the high-sulphur fuel has completely left the system. Remember as well that MGO/MDO, unlike HFO, is prone to bacterial growth and it is imperative that water does not enter the storage tanks. Finally, when changing to lighter fuels, it is possible that the pumps in the system will begin to leak due to sealing wear that has been plugged by the higher-density HFO. When the HFO is washed away, larger gaps in the seal will allow the lower- density fuel to escape. This can be avoided by changing to magnetically coupled pumps that are absolutely leakage-free.

Issues for vessels travelling in and out of ECAs

Before the new ECA legislation, MGO/MDO was mostly used for auxiliary engines and boilers when at berth in ECAs. This meant only a limited amount was needed. Now, when LSMGO/MDO is required for the main engine as well, vessels travelling in and out of ECAs will have to calculate their consumption and be sure to have a sufficient amount on board. The extended storage poses significant challenges. Above all, it is absolutely paramount that MGO/ MDO is never mixed with HFO. There are several reasons for this, but the most important is the fuel

sulphur level. Since LS fuel is already very close to the 0.10% limit, even a little high-sulphur fuel mixed in will make it noncompliant. The supplier is responsible for seeing that the fuel sulphur level complies with MARPOL Annex VI when delivered. However, if the sample taken during bunkering shows the correct value and the sample taken at the engine inlet shows an elevated sulphur level, it is the vessel’s responsibility – and the vessel will be fined. Yet another reason to avoid mixing is fuel stabil- ity. The mixing of HFO and MGO/MDO is a known issue that can lead to unstable oil. In addition, there are indications that MGO/MDO and new alternative ECA oils can become unstable when mixed. Alfa Laval’s recommendation is to keep the fuel types absolutely segregated, and to have dedicated tanks for the LS fuel used on board. Due to the larger amount of MGO/MDO needed for ECA operation, some HFO storage tanks will need to be converted into MGO/MDO storage tanks. In other words, some bottom tanks and wing tanks previously used for HFO will now be used to store gas oil. During the conversion, it is important that inspections are made to secure adequate storage for the new fuel, and that there is no water ingress and that heating is available. If the chosen fuel is a NEF (New ECA Fuel), many of the same considerations with regard to preparation must be made in the tanks in order to handle these oils too. It is even more important that NEFs are not mixed with any other fuels, not only HFO; this can, and will, create cases of insta- bility in the oil. Even mixing a NEF with another NEF can cause stability issues. This is something that should be considered when looking at what kind of fuel to use in ECA operation. Having three different fuels onboard may be a recipe for disaster, or at least hours of extra work cleaning the fuel cleaning equipment, includ- ing piping and filter, when stability issues arise.

Fuel challenges

This section deals with specific fuel handling aspects and provides Alfa Laval’s fuel handling recommendations. It covers aspects common to LS

NAFS APRIL - MAY 2016 47


EMISSIONS

fuels, as well as aspects specific to certain grades and new LS fuel alternatives. When considering alternatives for meeting the 0.10% sulphur limit in ECAs, it is important to differentiate between alternatives from established suppliers and alternatives from independent fuel suppliers.

Fuel heating

Believing that heating is not necessary with gas oil, some operators considered blocking off the tank heating in order to prevent water from leaking heater coils from entering the tanks and to save money through reduced heating costs. However, this is a misunderstanding that can prove expensive in the end. Heating is still needed for gas oil due to the increasing amount of wax it contains. Moreover, some of the NEFs on the market must be handled in the same way as HFO, as will be discussed later. Handling recommendations: • Keep the MGO/MDO in the storage tanks at 30°C, especially during winter conditions, to prevent wax formation where the fuel meets outside temperatures. • If a separator is used to clean the MGO/MDO, a preheater should be used to raise the temper- ature to 40–45°C. This will ensure that the wax is not removed in the separator. • For NEF, the separation temperature is deter- mined by the viscosity according to the table on page 6. • If an NEF is used, be sure to store it at a correct temperature for that fuel, which is usually 10°C above its pour point.

Water intrusion

One of the issues in storing MGO/MDO on board is the risk of bacterial growth in the oil, a problem that cannot occur with HFO/NEF. The only way to avoid bacterial growth for certain is to remove the oxygen-rich water from the oil, as bacteria are dependent on oxygen and water to grow. The conversion of bottom and wing tanks for LS fuels creates a water removal issue, because these tanks offer no possibility of drainage. Alfa Laval recommends installing a small separator such as the MIB 303 purifier, which will remove the water from the tanks and prevent bacterial growth. In addition, the separator will clean the oil and keep it free of other contamination. Handling recommendations: • Keep the tanks as full as possible when storing fuel for longer periods, because there will always be some condensation in the tanks. The less area there is for water to gather, the less water will enter the oil. • After conversion and cleaning, check the tanks for leaks from the heating coils. Also check for water intrusion from other tanks, e.g. ballast tanks and cargo tanks, or from outside via cracks in the hull. • If there is no possibility of drainage, a small separator should ideally be installed to remove the water. Some NEFs are on the verge being unstable due to the production method used in the refinery. This means if the NEFs are mixed with water or other oils, normal ECA fuels or NEFs, they will most likely produce a lot of sludge due to instability. It is therefore paramount that NEFs are tested before being mixed with any other oils or, at the very least, a spot sample is taken to see if the two oils are compatible

Separation temperature

The correct separation temperature is determined by the viscosity of the oil. However, the maximum separation temperature today is 98°C. The lower the viscosity of the oil when treated in the sepa- rator, the higher the separation efficiency. Some NEFs require special attention when it comes to separation tempera-

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ture. We have noticed that, during the first year of operation, some of the newer fuels have temperature issues. Separating these oils using the recommended temperatures used prior to the introduction of NEFs starts a reaction in the oil, accelerating the agglomeration process in a fuel that is on the verge of being unstable and creating sludge issues that will clog filters and separators. This is unfortunate, of course, since lower separation temperatures dramatically reduce the separation efficiency. It is difficult to inspect the oil or to test it to see if it is a temperature-sensitive oil; however, we know that some of the heavily blended and heavily cracked NEFs can have this issue. Also, oils produced from shale oil have a tendency to be temperature sensitive. As mentioned, the result is clogged filters and separators that are filled with sludge and have to be opened and cleaned several times a day. This sludge tends to have the same consistency as sludge fallout when you have unstable oil after mixing two unstable oils. So what can you do? If you process fuel and you are sure it has not been mixed with other oils and fallout occurs, you may try to reduce the separation temperature to 50–60°C depending on the viscosity of the oil and see if the issue disappears. The drawback, as mentioned, is reduced separation efficiency. It is therefore important to test the oil to know the contamination of the oil. If there are values indicating a high degree of con- tamination of catalytic fines, it may be a good idea to reduce the flow in order to increase the separa- tion efficiency again. This means that it might be necessary to start another separator and divide the flow between these two separators in order to cope with the contamination. The general recommendation regarding separa- tion temperature is described in the table below, and are according to the oil viscosity.

Specific considerations for DMA, DMZ and DMB

DMA and DMZ are essentially the same fuel with different viscosities according to ISO 8217. DMA has a viscosity of 2cSt @ 40°C, while DMZ has a viscosity of 3cSt @ 40°C. The advantage of these fuels is that they are well-known products that are generally available everywhere. The sulphur level in these fuels according to ISO 8217:2010 is a maximum of 1.50%, so the buyer must specify the 0.10% needed for ECA operation. When travelling to ports in winter conditions, it is also important to specify winter-grade fuel when ordering. Because DMA and DMZ are clear and bright, it is not easy to add other products that might con- taminate them. What can be added, as is already being seen, are biofuels. These should not be in the fuel according to ISO 8217, but they are almost impossible to avoid due to the way that gas oils are handled. The issue with biofuels is that they are hydro- philic, which means they


EMISSIONS

retain water on a molecular level. Since this can promote bacterial growth, it is another argument for installing a small separator to remove water from the storage tanks. DMB is yet another gas oil with almost the same characteristics as DMA and DMZ. However, the density, water content and total sediment allowed for DMB by ISO 8217 are slightly higher. The drawback with DMB is that the fuel is not necessarily clear and bright. It may contain more contamination and should always be cleaned with a separator before use. Like DMA and DMZ, it may contain biofuels and a sulphur content of 0.10% must be specified when ordering. Handling recommendations: • For the greatest safety, run all fuel through a separator to ensure the removal of all contami- nants – including water. • If the fuel is not clear and bright, it should absolutely be cleaned in a separator before consumption. Some fuels are dyed black, and there is most likely a reason for it. These fuels may contain even more contamination, e.g. cat fines. • The separator must be independent from the usual HFO separation system, due to the higher sulphur content of the HFO. • Due to wax content, a heater should ideally be used to heat the oil to 40–45°C.

Alternative fuels (NEFs)

What must be remembered is that marine fuel is only 2–4% of the total fuel market. It is a side business for the major suppliers. When they introduce marine fuels, it is only because the market is there and the fuels cost nothing extra to produce. The fuels will be available only in certain areas of the world, and only when it is convenient for the supplier. It is important to remember that changes in the ECA legislation only concern the sulphur content of the oil. All other parameters are operational issues. This means that sulphur content is the only parameter the suppliers are blending for, and the results may vary consider-

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ably depending on the chosen cutter stock. Certain types of chemical waste can theoretically serve as good cutter stock, for example, but the result will have a devastating effect on onboard equipment. In other words, these fuels must be approached with caution. Some independent bunker traders have been known to use blending stocks that are not traditional, but which are convenient and cheap. This can lead to oils that are dangerous to handle and use aboard ships, even if ISO 8217 states that the oil should be free of chemicals that are harmful to crews and equipment. If there is an increased demand in the market for alternative LS fuels, it may cause some of these brokers to use cutter stock that they would other- wise not use– either deliberately or by accident. Handling recommendations: • The fuel should not be mixed with other fuels. Mixing could create instability that would render the fuel useless. • In many cases, the fuel should be treated in the same way as HFO with regard to heating and separation needs. • The fuel cannot be separated in the same system as normal HFO, due the normal HFO’s higher sulphur content. • The separation temperature must be set according to the viscosity of the oil. Example: Fuel with a viscosity of 45 cSt @ 50°C, which means a IF 40 type oil in the Alfa Laval capacity table, which means a separation temperature of 70°C should be sufficient. • If the separator used is of the purifier type, the gravity disc will need to be adjusted according to the oil’s density. To learn more about these issues and to gain a more in-depth understanding of fuel management in general – both inside and outside ECAs – we recommend our Fuel Management Course. This course is conducted around the world by Alfa Laval together with VPS (Veritas Petroleum Services). For more information regarding the course and to register, visit www.alfalaval.com/fmc or www.v-p-s.com


CORPORATE

Gigilinis Shipping Group has built a strong reputation as a competitive and reliable player With decades of combined experience GIGILINIS SHIPPING GROUP, founded more than 40 years ago, has built an excellent reputation in Greece and internationally in traditional shipping and especially in port and maritime services over the recent years, servicing the maritime industry in general; ship ownership and ship management, sale & purchase, shipping agency and brokerage, salvage & towage, including harbor and ocean – going towage, off – shore & emergency response are the main areas the Group has been active in. The Group is headquartered in Thessaloniki port and has a secondary base in the port of Kavala, both in Northern Greece, but also enjoys strong ties with a global network of professionals, partners and fellow owners and operators, which enables it to offer high quality services almost around the world 24/7. Since the early 1990s GIGILINIS SALVAGE & TOWAGE, the most dynamic part of the Group, has established itself as a leader within the maritime industry and has built a strong reputation as a competitive and reliable player in harbor towage, coastal & deep sea towage, salvage and emergency response and offshore services. Operating a fleet of six (6) tugs managed in house, the company’s trading limits span from Northern Europe and the Mediterranean and Black Sea, to West Africa, the Arabian Sea and Persian Gulf and Indian and Atlantic Oceans. To affirm its international credentials GIGILINIS SALVAGE & TOWAGE is a member of BIMCO, the European Tugowners Association (E.T.A.), The International Salvage Union (I.S.U.), The Panhellenic Union of Salvage Tug shipowners «AGHIOS NIKOLAOS», the Union of Greek Shipowners and the Greek – American Chamber of Commerce. For its quality services the company was first certified in 2003 by A.B.S. for implementing a safety and quality ISO system, presently certified with ISO 9001:2008 by A.B.S. The Managing Director, Alexandros Gigilinis is a member of the Lloyd’s Register Hellenic Advisory Committee, the Vice President of the Panhellenic Union «AGHIOS NIKOLAOS», having served on the Board Of Directors for many years, as well as a member of the Executive Committee of the European Tugowners Association and the Executive Committee in Northern Greece of the Greek – American Chamber of Commerce. GIGILINIS SHIPPING GROUP business is based on mutual respect of one another inside and outside the company limits. To that end the company forges concrete ties with its partners and associates, its clients and even fellow competitors always in a fair competition manner. The main corporate objective is delivering high aggregate value solutions with quality, safety and efficiency. As a way to reach this goal, a team of professionals, which includes experts in technical and administrative areas, and outstanding crews of professional mariners are recruited among the best in the industry, receiving continuous training in technology and operations, at the same time strengthening their ethical and human values. It is important to also pinpoint GIGILINIS SHIPPING GROUP’s sensitivity to environmental and societal concerns through the corporate social responsibility program in place. The Group is a proud supporter of the FULBRIGHT FOUNDATION educational exchange and scholarship programs and it strives to ensure that its operations have the minimum footprint to the environment and the society. The company culture fosters an open working environment where innovative sustainable ideas will always find their way to the top and to implementation, an overriding philosophy that has never let our people down throughout the company’s presence.

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INTERVIEW

We make it our mission to be comepetitive by meeting up to the new technology To assist its customers, Turbo Belgium has developed a comprehensive computer search database that contains part specifications for turbochargers. Could you please explain how it works? Since the company Turbo Belgium was established in 2008, during the years we have developed our own database, containing specifications and information for all types of turbochargers. The idea behind this database is that the more information we have, the faster and more efficient we can meet our client’s needs. What is the key or your success? Why the owner chooses Turbo Belgium as partner? They key to our success is first of all our team of experienced service engineers and global network of partners. Our engineers are continuously traveling around the globe. Furthermore we have a large and still expanding stock. In the marine industry time is of an urgent matter and thanks to our stock we are able to offer short delivery times to our clients. Furthermore, to our loyal clients we grant the service of creating a private stock of the spare parts they expect they will be needing during the current year. We feel this is truly real strength of Turbo Belgium, as this is a really reassuring situation for our clients to know the required spare parts will be immediately ready for dispatch. To conclude, we can vouch it is our company policy to answer inquiries on short notice and we give constant priority to answering e-mails.

Paul Hagens,

Managing Director Turbo Belgium

To assist its customers, Turbo Belgium has developed a comprehensive computer search database that contains part specifications for turbochargers. Once you supply us the ship name, engine type, or turbocharger serial number, the company can immediately identify the correct part specifications. .

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Could you please illustrate what contribution can Turbo Belgium make on the technological playing field of turbochargers? Turbo Belgium has built up a certain reputation and expertise in the turbocharger business since its establishment. We make it our mission to meet up to the new technology as we want to keep being a competitive key player in the market. Turbo Belgium has the image of being a market pioneer on the field of new technology, as we always invest in the newest equipment available. Mr. Paul Hagens, after many years of extensive experience in the turbocharger business, how would you describe the future of this business area in shipping? The world of turbochargers is always in movement with new developments on the field of equipment and technology, new market players and new vessels. Turbo Belgium will ensure its position in the future by keeping providing the service and quality our client’s expect and need. Mr. Hagens, given the continuous growth of the shipping fleet, do you believe that the market becomes overheated? What does it mean for the turbocharging industry? Due to the fact the turbocharger business is a global and open market industry, we feel the growth of shipping fleet has a positive influence to the future of turbochargers. Turbo Belgium delivers a top service to its clients and will remain to be competitive by answering to the current market situation. Turbo Belgium trying to innovate continuously recently moved to a new workshop situated in the middle of the Port of Antwerp where a new state of the art Schenck balancing equipment installed. Could you tell us a few words about it? We purchased two brand new Schenck balancing equipments in 2015 and we are proud to say they are the best pieces of equipment available at the moment. We are able to ensure quality balancing for all types of turbochargers. Furthermore, we are able to issue a Lloyd’s Register or Bureau Veritas Certificate for the balancing, which is a quality hallmark for our client. Finally, do you believe that 2015 was a productive year for Turbo Belgium’s marine turbochargers? What are your expectations for current year? Please, tell us few words about your good cooperation with Euploia and your expectations in the Greek market. 2015 was a really productive year for Turbo Belgium, with a 20% growth compared to the previous year and we keep on growing. We are currently focussing 100% on the Greek market where we are achieving beneficial results and already have built up a certain reputation. With the contribution of our agent Euploia we hope to keep satisfying our client’s needs by providing the service standard Turbo Belgium has been known for.


LNG INTERVIEW

Shipowners must realize that their comfort zone is constantly being challenged and getting smaller by Sotirios Kaminis, Kaminco Group, President & CEO There are shipowners still having the perception that the commercial risk of choosing LNG as ship fuel is still high. Is this a sound consideration?

Mr. Sotirios Kaminis Kaminco is a leader in global project management, consultancy and turn-key system integrations. Since its establishment in 1962, Kaminco has been the driving force behind the technological evolution of the Greek maritime industry; the world’s largest collective shipping community. Over the course of more than 50 years Kaminco has become a trusted partner to the Greek/ Cypriot Shipping community and its network of technology manufacturing affiliates worldwide. Kaminco now offers a very well diversified portfolio in the fields of energy, defense, environmental technologies and last but not least oil & gas. Kaminco now services our global clientele through our branch offices and affiliates managed by our three hubs in Miami-FL , Athens-Greece and Busan-S. Korea.

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There cannot be a definite answer. It has to be addressed on a case per case basis and that is totally depended on the shipowners team to investigate and conclude, the type of vessel, trading areas etc. Different approach to retrofits and New Buildings. Retrofits still pose gray areas that will be cleared in time. Not all ships can be retrofitted. In the case of Newbuildings, there is no reason not to choose or push for a hybrid solution, i.e providing for both Natural GAs and Oil so as to be able to trade even in areas where NG/LNG is not available. Shipowners must drive the market and not shipyards or industry. Availability of NG in the form of LNG is an issue only because no initiative has been taken, with the exception of north Europe, Argentina and the USA will amaze us on the issue. Do you believe that the relatively high capital cost of the system installation can be a barrier in some cases given the unwillingness of banks and private equity funds to finance shipowners? Innovators lead the market they are involved and they are the ones that will corner the market. CapEx issues can be easily addressed and managed by the Shipowners if they are willing to get out of their “comfort zone” and lead the market. The risk assessment is up to them. Banks unwilling to finance is an issue I cannot address. I don’t know how informed they are on the issue. All I know is that apart from NAFS no one has contacted me for clarity and facts on the issue. All I see is committees and programs and lots of people talking about NG/LNG without knowing much. I see theory and not application. A large number of cruise ships will soon need to comply with stricter environmental regulations (i.e. scrubbers, LNG etc). This fact makes cruise operators skeptical about the future of their business. What is your opinion about this? Again timing is the issue here, retrofit or new build and availability of NG/LNG. Given your experience on LNG field, is there an Achilles heel of this sector? There is risk in anything in business. I suggest you evaluate the rate of increase in the number of LNG carriers built and consider what is the US “push” on the issue. What kind of bunkering practices and infrastructure should we implement in Greek major ports? I will not answer this question unless there is a financial agreement in place. All is doable and if you really want to know, Greece could already have been ready on the issue. Political issues and the Greek reality hinder development. Instead of being leaders, Greeks will be followers. Whenever the state in involved that is now trying to monopolize the NG/LNG market, nothing moves forward. This is a truly sad reality. Do you believe that Greek shipping will continue to maintain the leading role in the international maritime market honoring in that way its tradition? I hope it will but shipowners must realize that their comfort zone is constantly being challenged and getting smaller. Their direct involvement is a must. Do you agree that the Greek government is firmly oriented in supporting the Greek shipping industry? The term “Greek Government” is a contradiction of terms and volatile. In the years I am alive, I have seen no evidence of government that is worth speaking off.


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CORPORATE

TSAVLIRIS SALVAGE GROUP dedicated to saving life and property at sea The roots and the background behind the establishment of the Group goes back to the mid 1920’s when the founder, Alexander G. Tsavliris, arrived in Piraeus from Asia Minor and started to build his own business. Young Alexander bought (together with his brothers and uncle) a small, wooden, coal-burning tug of about 10hp. Later he moved to London, where he studied and worked, establishing his first company in 1939. At the end of Second World War he purchased his first ship, a 1,200-dwt tons collier, whilst his first ocean-going ship soon followed as he set about creating a fleet of dry-cargo ships. Alexander returned to Piraeus in 1956 to become one of the expanding shipping community’s leading owners. During the following years, Tsavliris purchased a number of war surplus Liberty ships and other secondhand freighters. In the following years, Alexander G. Tsavliris decisively strengthened his dry cargo fleet so that by 1965 he had a substantial fleet of 17 ships. However, what was destined to mark his shipping course and also proved to be the main future activity of the Group in the maritime arena, was his decision to become engaged in the sector of tugs and salvage operations. In 1964 he established Tsavliris (Salvage & Towage) Ltd. and he acquired 17 tugs and salvage vessels of a total 25,000 hp, within the next 18 months. The new enterprise soon became the largest operator of its kind within the Mediterranean Sea and beyond. It offered reliable services both in the port of Piraeus as well as in other locations of the country, covering Greece’s entire waters. By the end of 1969 following the addition of further acquisitions, the Alexander G. Tsavliris’ fleet of tugs and salvage ships totaled 29 units and was internationally appraised as one of the major players in this demanding shipping sector, maintaining salvage stations in crucial parts of the world. As well as being a significant employer, with over 1,000 (mostly Greek) seamen, Tsavliris had long contributed to supporting the Greek economy through importing significant sums of foreign currency, and had patronised the development of the country’s ship repair sector by repairing and maintaining his fleet locally. At the start of the 1970s he went further by ordering two SD 14-type dry cargo ships from Hellenic Shipyards (Niarchos) Skaramanga. In 1971, the 15,327 dwt vessels were delivered and they would remain in the group’s fleet for more than 15 years. Having created a major international shipping enterprise, Tsavliris sadly passed away in 1973 at the height of his career, at the relatively young age of 59, leaving a great legacy behind. During his 35-year journey in the shipping industry, he had managed to establish a solid group, which among its activities incorporated the largest towage and salvage enterprise ever in the history of Greek shipping. In mid-1973 his three sons Nicolas, George and Andreas, established the company Maritime Commercial Enterprises Ltd., quickly building-up a fleet of 12 tugs. In 1975, they sought to strengthen the family’s oceangoing fleet, and acquired a 7-year-old, 27,000-dwt bulk carrier. Later they placed an order for two 26,272-dwt bulk carriers in Brazil which were delivered in 1978 and 1979. Also by 1976, the tug fleet was further strengthened through the addition of another three motor tugs acquired from French interests. Intense fluc-

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tuations within the international maritime industry throughout the 1970s set new standards and led many shipping entrepreneurs to diversify their investment strategies. Taking advantage of a sharp increase in ship values at the time, the Tsavliris brothers in 1981 sold at a substantial profit one of their bulk carrier and decided to invest the proceeds in the acquisition of another five tugs which assisted in undertaking more specialised and complex salvage projects. Additional investments in tug acquisitions during the 1980s by the Group completed with the acquisition, in 1983, of a large salvage tug from Italian interests, which offered substantial services until 2001, when it was sold for demolition. In parallel, the Group continued investing in the ocean-going sector and in 1984 placed an order with the Japanese Mitsubishi, for the construction of a 42,300-dwt bulk carrier. The same year, they purchased an 11-year-old bulk carrier of 61,000-dwt. Even during the worst period of the market crisis, the Greek-flag policy of the Group had been maintained. The recession in the shipping market started in the last months of 1981 and continued its devastating path until 1986. In this adverse environment, the Tsavliris brothers decided to withdraw from the operation of cargo ships. During 1987 and 1988, all ships in the fleet were transferred to other ownerships, though the brothers maintained interests in some as part owners. The early part of the 1990s marked the further expansion and strengthening of the Tsavliris Group. The Tsavliris brothers decided to focus solely on salvage, operating from offices on the Piraeus waterfront of Akti Poseidonos. By fully utilising the wealth of experience gained over 30 years, and assisted by able business partners, especially first class well trained crews, they moved ahead dynamically. By showing loyalty to the standards established by their late father, the Tsavliris brothers, have strengthened the evolution, as well as the public image, of the family enterprise. Their activities and accomplishments have been demonstrated with professionalism and reliability through their active participation in Greek and international organisations and fora, such as the International Salvage Union, the European Tugοwners Association, the Union of Greek Shipowners, the Union of Greek Tug and Salvage Shipowners, the Greek Shipping Co-operation Committee, the Hellenic Chamber of Shipping, the Cyprus Union of Shipowners, the Hellenic Marine Environment Protection Association (HELMEPA), the Cyprus Marine Environment Protection Association (CYMEPA) etc. With an impressive record and a huge experience gained in dealing with over 3.000 incidents of all categories, the Tsavliris Group looks ahead with an eye to writing the new chapter of its history. Its path is closely linked to a commitment for continuous upgrading and the maintaining of a strong and competitive presence in the service of the most important and indispensable sector of world economy; sea transportation. In this new chapter, which has been designed and is being implemented by the three sons of Alexander G. Tsavliris, based on the standards set by their father, the third generation of the family – members of which are already active within the Group – are expected to play a crucial part, inspired by the accomplishments of their predecessors. Outstanding achievements which fully justify the well-known motto adopted by the Group over the last 50 years of successful operation: “Salvage Masters of the World”.


CORPORATE Bulk Carrier “Los Llanitos” Tsavliris Salvage provided salvage assistance to the Bulk Carrier “Los Llanitos” (40,420 GT – 71,731 DWT) grounded on rocky bottom north of Manzanillo, at Barra de Navidad, West Coast Mexico, during the passing hurricane “Patricia” – which was the strongest hurricane ever recorded in the western hemisphere (October – November 2015).

Bulk Carrier “GOODFAITH” Tsavliris Salvage provided salvage assistance to the Bulk Carrier “GOODFAITH” (GT 16,446 - DWT 27,308) grounded on the north west coast of Andros island, Greece in adverse weather conditions. During the incident the vessel was on passage in ballast, from Elefsis, Greece to Odessa, Ukraine (February – March 2015).

Container Vessel “YUSUF CEPNIOGLU” Tsavliris Salvage was engaged in the salvage operation of container vessel “YUSUF CEPNIOGLU” (5,000 GT 7000DWT) laden with containers, grounded on the north western coast of Mykonos Island (2014).

Tsavliris Group Today

As a world-class professional marine salvor, TSAVLIRIS SALVAGE GROUP is dedicated to saving life and property at sea and to protecting the marine environment from maritime accident-related pollution. The TSAVLIRIS name has been prominent in shipping for more than half a century, establishing the Group as one of the world’s leading marine salvors. With a bedrock of experience, the Group is active in all aspects of marine salvage. As a “one-stop-shop” salvor, TSAVLIRIS is geared to provide any and all services relating to marine salvage and towage - ranging from emergency response on the high seas to industrial project management for removing wrecks, as well as refloating vessels, recovering cargo and handling deep sea operations. Whatever the challenge, TSAVLIRIS’ approach combines a traditional entrepreneurial salvor’s gallantry and practical ingenuity with contemporary engineering and project planning skills. Founded on safe procedures, scrupulous attention to detail and efficiency together with flexible and cost-effective solutions, TSAVLIRIS is able to provide an extensive scope

TSAVLIRIS SALVAGE GROUP is one of the most active emergency response contractors for maritime casualties worldwide, having handled over 3.000 casualties. With tugs on permanent stations at strategic locations worldwide, the Group’s international activities embrace every service relating to marine salvage & towage, extending to complex wreck removals and protection of the marine environment from pollution. Tsavliris is committed to maintaining a modern global network providing rapid assistance to shipping.

of services including: • Contingency Planning & Emergency Response • Marine Salvage & Ocean Rescue • Deep-Sea Towage • Wreck Removal & Demolition • Fire-fighting • Pollution Abatement • Ship & Cargo Recovery • Anchor Handling & Offshore Support • Sub-sea Works • Casualty Engineering • Management & Consultancy • OPA90 Services in USA • SPRO Services in China Tsavliris Salvage Group celebrates 100 years from the birth of its founding father, Alexander G. Tsavliris; 75 years from the commencement of the first Tsavliris shipping company and 50 years from the foundation of Tsavliris Salvage in 1964.

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INTERVIEW

My strong belief is that Greek shipping will continue to play its leading role worldwide

Harry Hajimichael,

Director - General Manager Tsakos Shipping and Trading S.A.

Mr. Harry Hajimichael, talks about the prospects of LNG as marine fuel. Moreover, he analyzes BWTS market, the future of Greek Shipping Industry, retrofits, tanker sector, alternative fuels and regulations. In depth analysis for the future of the Shipping industry.

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The shipping industry is being challenged to reduce its emissions and as a result of it shipowners are increasingly looking into the use of alternative fuels. What do you believe would be the role of LNG in this process of compliance? Let us first define what is the shipping industry’s contribution to the “” world’s emissions Ledger””. According to the 3rd IMO Greenhouse Gas Study, international shipping contribution to the total GHG emitted is not more than 2.2%. By far sea transport is the mode of transport having the least environmental impact in terms of fuels consumed per cargomiles transported. For example, sea transports have 2.5 and 9 times lower impact than train and air transports correspondingly. Irrespectively of this fact, the shipping industry is willing to contribute and reduce further its emission footprint, in an organised and effective way. One such solution is the use of alternative low sulphur fuels. The bunker suppliers, be it major oil companies or oil traders, have responded positively to this challenge and owners are cooperating to promote this solution. We call upon the bunker suppliers to ensure this alternative fuel is gradually made available to the vessels at all major bunkering ports in the world. The prospects of LNG bunkers becoming an alternative fuel depends solely on simple mathematics. For existing vessels is not economically feasible to retrofit the necessary equipment to allow the main engine and aux. machinery to run on LNG. For the new built vessels it is still a huge investment and the current price differential between fuel and LNG (including the additional investment to install the additional equipment) does not make it attractive. It would further require special shore facilities at local LNG supply depots and special bunkering barges at the bunkering ports. It would take at least a double digit number of years before the LNG solution becomes economically viable for the sea born transport industry and always assuming the price differential between fuel and LNG makes it possible. However, there are restricted areas and special trades that can easily adapt to LNG fuel, such as Ro-Ro and liner services on specific trading routes.

alternative test method for assessing the efficacy of ballast water management systems (BWMS). The USCG’s decision was announced on 14 December in a communication on its Maritime Commons blog where the USCG explains that the US ballast water regulations require ballast water treatment systems to be evaluated for efficacy based on their ability to kill certain organisms; a live/dead evaluation.

On December 14th 2015, the US Coast Guard (USCG) announced their preliminary decision to not accept the MPN method for the verification of the performance of Ballast Water Treatment Systems (BWTS) provided by UV industry. What is your comment from the shipowner point of you? Do you believe that BWTS is a thriller – story for shipping community? The United States Coast Guard (USCG) has announced that it has decided not to accept an

Taking into consideration the information provided above, the ramifications of the decision made by the USCG in terms of the availability of BWMSs that are on the market presently and which would have previously hoped to obtain both IMO type approval and USCG type approval is significant. Systems gaining both IMO and USCG type approval are those systems which could reasonably be considered from a shipowners’ perspective to be best suited for installation on ships intended to op-

Four BWMS manufacturers that use UV as the basis for treating the organisms in the ballast water had applied to the USCG for type approval and had submitted as test method, the Most Probable Number (MPN) method, for consideration by the USCG as an equivalent alternative to the testing method described in the USCG ballast water requirements. In this respect, and following a review of the proposals, the USCG has informed the four UV based ballast water treatment manufacturers that the MPN test method is not to be considered as an equivalent evaluation or test as it does not measure the efficacy of the BWMS to the performance standard required by the regulations. The communication from the USCG concludes by stating that the ruling by the Marine Safety Center is subject to appeal by the BWMS manufacturers. It is understood that at least one of the UV BWMS manufacturers is intending to revert to the USCG with an alternative test method. In accordance with the document MEPC 69/4/16 submitted to IMO by ICS and INTERTANKO (1) between 2010 and 2015 approximately 42% of all BWMSs installed on delivered newbuild ships were UV systems type approved by IMO Member States other than the United States; (2) approximately 55% of all BWMSs sold in 2015 for installation on newbuild and retrofit ships were UV systems. This approximates to roughly 1300 BWMSs; and (3) at the end of 2015, 27 of the 53 IMO Member State type approvals of BWMSs were type approvals of UV systems.


INTERVIEW

erate globally including within United States waters. At present there are no such systems and the removal of UV systems in terms of Unites States approval halves the number of systems shipowners can select from if they wish to operate globally. The issue of BWTS is a very important one – both as regards the significant cost as well as the many technical, installation and operational issues involved – and as such we are awaiting with great interest the discussions of MEPC 69 on this matter, in particular as regards the MEPC decision on the proposal made by LIBERIA for an additional revision of the application schedule of regulation B-3 of the BWM Convention. I wish to take this opportunity to mention that the Tsakos Group has 15 vessels under construction and all of them will be fitted with a ballast water treatment system (BWTS) which is manufactured by the Greek Company ERMA FIRST, of John Polychronopoulos Group. This system is already type approved by IMO. Our Company has retrofitted this system onboard one of its existing vessels and this system is currently under the testing and evaluation process, including shipboard testing by USCG for obtaining approval for USA use. Do you believe that Greek shipping will continue to maintain the leading role in the international maritime market honoring in that way its tradition? Yes, I do! My strong belief that Greek shipping will continue to play its leading role worldwide is rooted in the century-long bonds between the Greeks and the sea. Since times immemorial, the Greeks turned to the sea and all matters maritime, for survival (both as a nation and as an economic activity) and pleasure. Eventually, the sea became an inseparable ingredient of their DNA – so strong that they claim, with pride, that, in their veins, they do not have blood, they have sea water! Today, the Greek shipping is in the hands of owners of unparalleled quality, professionals of the highest calibre, who know their ships and the shipping markets as none other, wise, prudent and daring at the same time. They are, in their businesses, supported by seafarers and shore-based personnel of the highest standard. The current crisis has, since its unexpected arrival in 2008, proven the strength of Greek shipping and the professionalism of the Greek Shipowners. Despite the crisis the Greek share of World shipping has, at a minimum, been maintained and likely to increase on the expectation of a recovery, especially in the dry and container sectors. Do you agree that the Greek government is firmly oriented in supporting the Greek shipping industry? The Greek Govt, through its Minister, has, on many occasions, pledged and reaffirmed their support to the Greek shipping, a fact that the Greek Shipowners have acknowledged and are working very closely with the Govt to promote the interests of the industry and of the Greek seafarers. What shipping means to Greece cannot be fully outlined and analysed within the short limitations of an interview. I cannot, however, think of a government that would lightly dismiss the economic, fiscal, political and defensive significance and importance of shipping. So, the answer to your question is, for the time being, in the affirmative. To improve the energy efficiency of their fleet an increasing number of shipowners are investing in hull optimization and retrofitting. Do you see a growing demand among shipowners for retrofits?

The decision for a retrofit is always subject to the output of a cost benefit analysis which is highly depended on the CAPEX, the estimated savings and the fuel price. Current low fuel prices and slumping freight rates do not favour big retrofitting investments. In this respect the shipping industry should endeavor to develop a widely accepted and technically correct methodology to evaluate fuel gains from retrofits since this will facilitate the decisionmaking process on whether to retrofit or not. Notwithstanding the above, it should be stressed that dealing with energy efficiency should be preferably done at the design and construction stage where costs are significantly lower and the interaction of equipment/ devices with the hull and machinery can be accurately assessed and optimised. Do you agree with those who believe that the next five years may bring bigger changes to the tanker industry than the previous decade? Regulatory wise the answer is yes. There are a number of regulations that are gradually coming into force and are expected to cause major changes in the way that ships are being built and operated. Namely; installation of BWTS IMO NOx Tier III compliance, Monitoring Reporting and Verification (MRV) of CO2 emissions, next level of EEDI compliance, availability of fuels, Ballast Water Management convention, etc. One of the biggest challenges would be for shipyards to comply with the requirements of the next Phase of EEDI which requires a 20% reduction of gr per tonne per nautical mile transported, compared to 2013 reference line. The low hanging fruits in the area of propulsion improvement were sufficient for ensuring compliance with phase 1 limits, but in the near future drastic changes in ships’ hull and machinery would be required pushing designers to their limits. On the other hand, operational wise, the EU MRV regulation, which all signs indicate that it will be expanded worldwide, bring new challenges to the way we manage fuel supply and fuel consumption onboard. Is it more cost effective for a shipowner to invest in scrubbers or in engines powered by alternative fuels? And which fuel is the best choice for his ships? Unfortunately this is not a case where one solution fits all. Selection of the means to comply with ECA requirements has to be the output of a ship specific feasibility study, having as an input, amongst others, the operational pattern of the vessel, national environmental requirements and the availability of alternative fuels in the trading area. Regulations are for you as inevitable as taxes or a challenge to become better and better? There are entities, who claim that shipping is over-regulated. I do not share this view. I think shipping is well regulated by IMO and, where it considers it necessary, it moves to self-regulation – with considerable success, I should add. For the industry to adhere to well worked-out, practical, realistic and workable regulations is a recipe for success and any challenge faced in this respect should be viewed as an opportunity for improvement and better delivery of the services it renders – services, the world cannot do without! What worries me is the lack of a holistic approach of regulators and the absence of relevant studies about the combined impact of the new regulations, especially in the area of environment and energy. On one hand we want to reduce CO2 emissions but on the other hand we need to comply with IMO NOx Tier III requirements which actually result in increased specific fuel consumption figures, not to mention the need of increased size of auxiliaries onboard to cope with ballast water treatment systems.

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SHIPPING NEWS

CMA CGM deHapag-Lloyd is focusing more intensely ploys its flagship on Special Cargo fleet between Asia and the U.S. West coast Hapag-Lloyd is focusing even more intensely than before on Special Cargo for container vessels. In order to be able to transport more cargo which does not fit into standard containers due to oversize or overweight, Hapag-Lloyd has strengthened its team of specialists. In addition to its Special Cargo Division at its headquarters in Hamburg, Special Cargo Teams have been established for the major markets in Asia and South and North America. Thus more than 50 sales and technical specialists for out of gauge (OOG) transports are available to support our customers world-wide.

The CMA CGM Group has announced that it will deploy starting end of May its flagship fleet of six 18,000 TEU vessels between Asia and the West coast of the U.S. This decision is in line with both the growth strategy set by the Group in the United States and around the world and the optimization of its fleet. The flagship fleet of the Group will hence be deployed on the most active and dynamic market to date - the trans-Pacific market - and will support its development as well as that of its customers. In total, 6 ships of 18,000 TEUS will join the Pearl River Express service; a series of 6 ships bearing the names of great explorers: CMA CGM Bougainville, CMA CGM Kerguelen, CMA CGM Georg Forster, CMA CGM Vasco de Gama, CMA CGM Zheng He and CMA CGM Benjamin Franklin.

New Managing Director for Braemar Howells Zäl Rustom appointed as Managing Director of Braemar Howells with effect from 1 March 2016. Zäl brings a wealth of experience in incident response and has worked in the international Oil and Gas and Transport sectors for 30 years. Zäl will assume full management responsibility for Braemar Howells on joining. After nearly 30 years of service as Managing Director, Simon Rickaby has decided to step back from day to day executive duties. He has however agreed to become nonexecutive Chairman of Braemar Howells. James Kidwell, Chief Executive of Braemar Shipping Services PLC, commented, “I am delighted that Zäl has agreed to join and lead Braemar Howells in a new era for the company. It is also especially pleasing that Simon’s knowledge and experience will continue to be available to the company and that he will remain involved in support of Zäl and his leadership team”.

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MISC and AET to merge chemical and product tanker fleets MISC Berhad – one of the world’s leading international energy logistics groups – announces that it is to merge its chemical fleet with the clean petroleum products (CPP) fleet operated by its wholly owned petroleum subsidiary, AET. Under new arrangements, AET will take over the 13 chemical vessels and one LPG tanker currently owned/operated by MISC and combine them with its own fleet of eight CPPs to create a new, single entity. Announcing the move, MISC President/Group CEO, Mr Yee Yang Chien said: “There are significant synergies to be gained from merging the two fleets and creating a consolidated products business. Our chemical and CPP fleets have many customers in common and this merger enables us to offer them added value through additional capacity and flexibility.”

BSM and OPTIMUM announce new joint ventrure company Bernhard Schulte Shipmanagement (BSM) and Optimum Ship Management (Optimum) announced the launch of a new joint venture partnership, Hanseatic Cruise Services. Based in Singapore, Hanseatic Cruise Services will provide comprehensive, world class passenger vessel management services to third-party clients around the world. As a leading maritime solutions provider, BSM is continuously working to expand and diversify its range of services. It believes that the cruise industry presents a significant opportunity for development, offering major growth potential.

Is Benchmarking Right For the Tanker Sector?

Benchmarking may not be the most suitable measure for the tanker sector as the industry looks towards owners and charterers for assurance amidst the volatile times shipping has seen over the past few years. Observing owners and charterers is a tell-tail sign of the industry’s performance and their profits give the industry a clear indication of the effectiveness of how they go about managing their assets, Denis Petropoulos, President of Braemar Group Asia, told delegates at The Connecticut Maritime Association’s Shipping 2016 conference.“Owners need to benchmark their suppliers - especially bunkers, lubes, and in technical areas in outsourcing repairs and maintenance. However many continuously benchmark themselves against their peers to ensure best practices and effectiveness.

Diana Shipping Inc. Announces Delivery of Selina Diana has taken delivery of the m/v Selina (formerly “Sunshine”), a 2010 built Panamax dry bulk vessel of 75,700 dwt that the Company entered into an agreement to purchase in February 2016. The m/v Selina is chartered to Dampskibsselskabet Norden A/S, Copenhagen, at a gross charter rate of US$5,800 per day minus a 5% commission paid to third parties, for a period of up to minimum October 15, 2016 to maximum February 15, 2017.


INTERVIEW

Shipowners must decide how to comply with stricter global limit on sulphur emissions from 2020. Which are the challenges and prospects for LNG as Marine fuel?

Athanasios Reisopoulos,

Dipl. Ing./ fmr. Area Manager to Germanischer Lloyd

Mr. Athanasios Reisopoulos, talks about the prospects of LNG as marine fuel. Moreover, he analyzes the European Commission’s decision which forces the Greek government to reform its tonnage tax system in line with competition and EU State aid rules.

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Shipowners will have to make a decision in the next five years on how they want to comply with the International Maritime Organization (IMO)’s stricter global limit on sulphur emissions from 2020. Three routes forward stand out as realistic options: 1. To continue burning traditional heavy fuel oil but to fit emissions abatement technologies (scrubbers). 2. To burn lower sulfur marine fuels i.e. marine diesel oil or marine gas oil. 3. To shift fuel-type to run on LNG. The move to LNG fueled vessels has been characterized as a revolution for the shipping industry but lower crude prices have impaired the cost benefits analysis for shipowners considering the adoption of LNG as marine fuel. However the environmental and regulatory drivers remain. The number of ships using LNG as fuel is increasing fast and is expected to grow more rapidly in the next 5-10 years. According to DNV GL it is expected that a number of approx. 1000 non LNG carrier vessels running on LNG in 2020 or shortly after, will be in the market or taking a bunker market share of approx. 10% with heavy fuel oil to remain the main fuel for deep sea trading. Over the next four decades it is likely that the energy requirements will be marked by a high degree of diversification. LNG has then the potential to become the fuel of choice for all shipping segments. One reason for using LNG as fuel is its commercial attractiveness and availability world-wide to meet the fuel demand in shipping. However, the prime driver to adopt LNG as fuel remains compliance with the tightening limits for emission of sulphur and nitrogen oxides within the US, Baltic and North Sea Emission Control Areas(ECAs) with max sulphur content of marine fuel of 0,1% from the 1st of January 2015. Using LNG as fuel offers in other words clear environmental benefits: elimination of SOx emissions (100%), significant reduction of NOx (85%) and a small reduction in Green House Gas (GHG) of approx. 20% . The EU Sulphur Directive mentions LNG as a potential future solution and invites governments to make it attractive in terms of supply. All major Class Societies have updated their Class Rules in order to accommodate for LNG fueled ships. The IMO has published interim guidelines on safety for gas fuelled engines installations on ships. However, many market players still have the perception that the commercial risk of choosing LNG as ship fuel is still high as the decision to invest in

LNG as a bunker fuel is not an easy one considering the approx. extra 30% newbuilding cost. This high newbuilding or retrofitting cost combined with the lack of confirmed long term LNG availability and infrastructure of bunkering facilities explains the hesitation of many shipowners to move forward for LNG fuelled propulsion. When using LNG as fuel the design of the ship has to be adjusted in such a way as to adapt to the properties of LNG. LNG has the half the density of Diesel oil which means that larger storage tanks space (volumetric) is needed to generate equivalent energy. The storage tanks are the greatest capital expense in outfitting a vessel burning LNG as fuel.Also,LNG is liquid only at very low temperatures(-163 Degrees Celsius) so it requires special storage tanks,pipe systems and handling to avoid contact with personnel and ship’s structure. Retrofitting with a pure LNG drive is for the above mentioned reasons (i.e. lack of storage capacity and absence of appropriate LNG infrastructure) a measure contemplated by only a small percentage of the shipping companies.Consequently shipping companies tend to prefer a Dual Fuel drive ,which can be operated with either gas or heavy fuel oil. Beyond supply and infrastructure the main issue remains regulation, which is closely linked with training for LNG bunkering and operations. Without standard processes the handling of LNG can be disastrous. The challenge in the short term, is the low oil price, which slows uptake of LNG as fuel and therefore slows the development of an LNG bunker chain, making many owners reluctant to commit to LNG. Another challenge is to convince port administrations and investors that bunkering LNG is safe and develop a working model to be implemented in similar way to HFO bunkering. Considering the current LNG infrastructure,using LNG as fuel is more suitable for ships with a set route and a short range (4000 nautical miles or less) as a storage tank capacity can not be overly large. The benefits of using LNG as fuel also depends on their usage within ECAs.The higher the ECA exposure the shorter the payback time of an investment on LNG system for all ship sizes.In contrast ,tramp ships with long voyages and uncertain routes are not considered suitable in the near future. A recent study of DNVGL and MAN on using LNG as fuel concluded that a container vessel in the 2500-4500 TEU range and operating 60% of it’s time within an ECA could pay back the investment


INTERVIEW of the convertion to LNG in less than 3 years. Another DNVGL feasibility study in 2014 for Kamsarmax and Panamax Bulkcarriers on the use of LNG as fuel for trade routes between USA and Europe and within Europe,investigates several alternatives in design and LNG storage volume with respect to operational flexibility and potential payback times, that the dual fuelled vessel will require compared to a traditional Kamsarmax. Many owners are already opting to have their newbuildings constructed ‘’LNG ready’’ in effect designing the ships so that they can easily upgraded to LNG in the future. In general the conversion to LNG is anticipated to be more costly than the additional investment for an LNG system during a vessel’s construction phase. The extra cost of labor and the loss of earnings during the installation period may add 15 to 20 per cent to the additional investment cost for an original system. The payback time will increase accordingly. Conclusively, using LNG as ship fuel can result in lower emissions and given the right circumstances, lower fuel costs. The drivers and incentives for using LNG as fuel are still there despite the artificially low oil prices expecting a return to higher oil pricing and consequently a clear economic incentive for gas. Finally, long term availability of LNG, time period of trading in ECAs, prescriptive rules requirements and an increased number of bunkering facilities will define the future of LNG as fuel in shipping. The European Commission has recently urged the Greek government to reform its tonnage tax system in line with competition and EU State aid rules. Do you see the Commission’s demands as a threat to Greek shipping which may lead to de-flagging and a massive exodus from Greece? Greece is under pressure by the European Union to squeeze more taxes from the shipping industry and remove the special treatment the Greek shipping business is receiving from the country. More specifically, the European Union has sent to Athens on 21 Dec. 2015 a set of proposals on tax measures and reforms to ensure that State support to the maritime sector in Greece complies with the EU State aid rules. Furthermore, the EU is pushing Athens to phase out the ‘’special tax treatment arrangements’’ brought into the country under rules incorporated and guaranteed in the Greece’s constitution of 1967. According to these rules the Greek shipping industry pays no tax on international earnings from maritime transport services, such as taxes on profits from shipping operations or ships’ sales. Preferential tax treatment should also be removed for insurance intermediaries, maritime brokers and other maritime intermediaries as well as shareholders of shipping companies, none of which conduct ‘’genuine maritime transport activities’’. However, the Commission’s proposals according to EU State aid rules, do not concern the core of the Greek shipping economy, i.e. the operation of bulk carrier and tanker vessels. These can continue to benefit from a tonnage-based instead of profit-based taxation as long as operators of such vessels maintain the share of the fleet they have under EU or European Economic Area flags. These measures were introduced in an effort to put a stop to a decline of the EU flagged vessels, rather than relocate their activities outside the EU. From a total of approximately 4200 Greek owned vessels only about 15% are flying the Greek flag while 15% and 5% are registered in Malta and Cyprus respectively. The rest of the fleet is distributed to more than 40 Flag States, with the lion’s share registered in Liberia, Panama and Marshall Islands. Greece now has to inform the Commission whether it agrees to the mea-

sures proposed, in which case it would need to amend its national rules with effect from 1st of January 2019 at the latest. Greece was the first country in Europe to start allowing shipping companies to pay a nominal tax, known as a tonnage tax, followed by other countries within Europe, which decided to apply the same tax regime. The tonnage taxes paid by Greek ship owners are higher than those of the European seafaring countries let alone their Asian competitors. It is worth mentioning that the contribution to the Greek economy was further increased by imposing taxes at the same rate on non-Greek flagged vessels. Greek shipping with more than 4000 ships, which represent approximately 17% of the global shipping capacity, is one of the most productive pillars of the Greek economy. In particular, according to the recent study of the Foundation for Economic and Industrial research (IOBE), Greek shipping contributes over 7% of the country’s GDP and offers employment to approximately 200,000 shore based jobs. The Greek shipowners are increasingly worried that the Commission’s demands could hurt a key driver of the country’s economy already affected for more than seven years now by record low freight rates. The threat of higher taxes encourages Greek shipowners to relocate their activities to more competitive environments including Cyprus, London, Singapore, Monaco, etc. Maritime authorities of many non-EU States are seeking to attract Greek shipping owners and their companies to relocate their activities. Should the reforms be implemented an exodus is expected and a large number of shipping companies, ship brokers, insurance companies, ship suppliers, seafarers etc. will be affected, rising the unemployment between 20 and 30 percent in the maritime industry from less than 8 percent now. A number of shipping companies has already got down to business in Cyprus by opening bank accounts and leasing offices and a larger number of stock listed and privately owned companies are at least looking at relocating to Cyprus for obvious reasons, as Cyprus, apart from the language and relationship to Greece is offering a very competitive tax system and is a EU member. However, this may not prove the best solution as it is likely that the decision on the Greek tonnage tax will be used as ‘’precedent’’ by the Commission’s DG COMP (Directorate-General for Competition) for the assessment of other European maritime shipping regimes including Cyprus. The Union of Greek shipowners (UGS) has rejected on the 21st of January 2016 the European Commission’s call to reform its shipping tax system stating that “there is no effective distortion of competition in the maritime field in the EU”. Any fundamental changes to the institutional and fiscal framework in which the Greek shipping community is presently operating would have, according to UGS, unforeseeable consequences, which would be detrimental for Greece and the rest of the EU’’. While the EU is pressuring Greece for a tougher tax regime for shipping it was giving tax reliefs to other States’ shipping companies: “With the aim of reducing German Owners’ personnel cost and putting a stop to the decline of German merchant fleet, the Federal Parliament has now extended the subsidy to 100% for the income tax, initially until the year 2020. The changes are said to conform to the European Competition rules’’ (World cargo,13 February 2016). Although shipping is of great importance for the Greek economy, it is neither deriving any business nor has ever received any subsides from the Greek State. The ball is now at the side of the Greek government’s court. It remains to be seen how well it will defend the Greek shipping interests which, after all, are the country’s and its own interests.

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SHIPPING NEWS

Foreship counsels Polar forethought Goal-based concept design is key to ensuring new generation exploration ships can enter unforgiving polar seas in comfort and safety, according to Foreship, the cruise industry’s most widely-consulted design and engineering company. The International Code for Ships Operating in Polar Waters is expected to enter into force on 1 January 2017, initially covering ships built after that date. From January 2018, it will apply to all ships bound for latitudes 60° or higher. “Few cruise ships have been strengthened for ice, even these have often been strengthened to the lowest possible ice class. The Polar Code means owners must adopt a more exacting approach, even at the concept stage,” says Markus Aarnio, Chairman of Foreship. “New Polar Code requirements for ships include a defined Polar Service Temperature, based on actual temperatures in the intended operational area. Stability considerations need to include ice accretion, which is not always easy in the case of older ships with small stability margins.”

Euroseas Announces Delivery of its Newbuilding Kamsarmax Bulk Carrier Euroseas Ltd. announced that the Company took delivery of the M/V Xenia from Jiangsu Yangzijiang Shipbuilding Co. on February 26, 2016. The M/V Xenia is an “eco” design Kamsarmax fuel efficient drybulk carrier with a carrying capacity of 82,000 dwt. The M/V Xenia has commenced a time charter contract until January 2020 at a gross daily rate of $14,100 with a charterer’s option to extend the charter for one additional year at a gross daily rate of $14,350. The Company also announced that it has entered into a time charter contract for the container vessel, Evridiki G.

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Dorian LPG Ltd. Announces Delivery of the Caravelle and sale of the Grendon Dorian LPG Ltd reported that it took delivery of the ECO VLGC Caravelle from Hyundai Samho Heavy Industries.  The Caravelle is Dorian LPG’s 19th and final scheduled newbuilding delivery. The Caravelle will trade in the Helios LPG Pool. In addition, Dorian LPG announced that it recently completed the sale of the Grendon, its 5,000 cubic meter pressurized gas carrier, to unrelated Asian interests. CEO and Chairman John Hadjipateras commented, “With the delivery of the Caravelle and the sale of the Grendon, our fleet is comprised solely of VLGCs and firmly positions us as a leading operator of modern Eco VLGCs focused on providing safe, reliable and trouble-free transportation.”

Capital Product Partners Announces The Delivery Of The M/V ‘CMA CGM Magdalena’ Capital Product Partners L.P. announced the successful delivery of the M/V ‘CMA CGM Magdalena’. Pursuant to the Master Vessel Acquisition Agreement we entered into on July 24, 2014, the Partnership took delivery on February 26, 2016 of the M/V ‘CMA CGM Magdalena’ (115,639 dwt / 9,288 TEU, EcoFlex, Wide Beam Containership built 2016, Daewoo-Mangalia Heavy Industries S.Α.), the last of five vessels (the ‘Dropdown Vessels’) that we have agreed to acquire from our sponsor, Capital Maritime & Trading Corp. (‘Capital Maritime’).

Epic Gas takes delivery of a 7,500CBM newbuilding Epic Gas Ltd. announced that it has taken delivery of the 7,500cbm Epic Borinquen from Sasaki Shipyard of Japan. The vessel will deliver straight into a time charter for trading in Asia. Sasaki have built six of the Company’s vessels on the water, with a further two to come. Prior to Borinquen, the yard has delivered to the Company four 5,000cbm ships including the Epic St. Croix and Epic St. Thomas in 2014 and the bareboat chartered-in 11,000 cbm Epic Sicily in 2015. Epic Gas remains committed to the delivery of a high quality fleet of long term controlled assets across the full pressurised sector of 3,300 – 11,000cbm, with an outstanding new building program of two 7,500cbm vessels and four 11,000cbm vessels, plus an additional 11,000cbm new building to be delivered under a bareboat charter to Epic Gas.

Cutting-edge 14,000 TEU Containership Enters NYK Fleet Recently, a new, advanced 14,000-TEU containership entered the NYK fleet after being delivered at the Kure shipyard of Japan Marine United Corporation (head office: Tokyo; president and CEO: Shinjiro Mishima). The vessel, NYK Blue Jay, employs a hull form that allows for improved cargo-loading efficiency, mainly achieved by minimizing engine-room space. Moreover, the vessel’s main engine is equipped with the world’s first system (patent pending) featuring two power ranges (high and low) that allow for high speed operations, and result in an improved fuel-consumption rate when slow-streaming, resulting in a significant reduction of both carbon dioxide emissions and fuel consumption. These innovations will enable the vessel to achieve the greatest operational energy savings in the shipping industry, in addition to cost competitiveness that would favorably compare with larger vessels capable of carrying 20,000 TEUs.


SHIPPING NEWS

Star Bulk enters chartering pool with capesize vessels Star Bulk Carriers Corp. announced that it has entered into a Capesize vessel pooling agreement (“CCL”) with BOCIMAR INTERNATIONAL NV, GOLDEN OCEAN GROUP LIMITED and C TRANSPORT HOLDING LTD. Star Bulk has agreed to market nine of the Company’s Capesize dry bulk vessels, which had previously been operating in the spot market, as part of the CCL fleet. Together with Star Bulk’s nine vessels, CCL initially consists of 65 modern Capesize vessels and will be managed in Singapore and in Antwerp. Each vessel owner shall continue to be responsible for the operating, accounting and technical management of their respective vessels. Star Bulk expects to achieve improved scheduling ability through the joint marketing opportunity that CCL represents for its Capesize vessels, with the overall aim of enhancing economic efficiencies.

Liverpool shipping industry inspires next generation of seafarers Major global independent common carrier, X-Press Feeders and Bibby Ship Management have put training at the forefront of their investment into the next generation of highly trained and capable crew, by enrolling a group of young aspiring seafarers onto their Trainee Engineering Officer and Trainee Deck Office programmes. The four cadets – Luke Jakes, Conrad Dempsey, Claire Allan and Jonathan Jones – have just started their three-year Officer Cadet training and, as such, will experience a wealth of maritime activity, both at sea and academically at various marine institutions throughout the UK. Under an agreement with X-Press Feeders, Bibby Ship Management will undertake management of the cadets and the trainee officer programme.

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Hapag-Lloyd tests better networking between shipping company and terminals As part of a pilot test, Hapag-Lloyd will be the first shipping company to use an innovative, cloud-based stowage-planning software developed by the US supplier XVELA. A cooperation agreement has now been concluded with the partner company based in Oakland, California. As a result, stowage-planning and cargo data of the individual ships in ports will be available in real-time for both the shipping company and the terminal. In this way, the shipping company will be able to see the progress of loading and unloading operations on an ongoing basis and can deploy its ships more efficiently. For terminals, on the other hand, there will be continual transparency regarding the state of stowage planning for an expected ship, which will allow them to allot equipment and staff in a timely and reliable fashion. The aim is to reduce unexpected changes at short notice in the coastal schedule as well as unnecessary waiting times for both sides.

Scorpio Tankers to Sell Five MR Product Tankers Scorpio Tankers Inc. announced that it has reached an agreement with an unrelated third party to sell five of its 2014 built MR product tankers (STI Chelsea, STI Lexington, STI Mythos, STI Olivia and STI Powai,) for approximately $166.5 million in aggregate. The sales of two of the vessels are expected to close in March 2016, and the sales of the three remaining vessels are expected to close in the second quarter of 2016. The Company will record a write-down of approximately $3.2 million during the first quarter of 2016 in connection with the entry into this agreement.

Simple steps to futureproof the Shipping Industry Senior decision makers from all sectors of the shipping industry met in Hamburg to hear some of the leaders in the digital revolution debate the opportunities and threats faced by the industry today. Although operating in many different fields, their conclusion was startlingly clear. To navigate successfully and profitably in the digital age, ship operators must go back to basics, steering a clear course through the data explosion to harness the benefits of the new technologies whilst avoiding their pitfalls. Run by Bernhard Schulte Shipmanagement, MariApps Marine Solutions and World-Link Communications; “Solving Challenges in the Marine Industry” tested its audience, challenging it to prepare for the impending step change in the way technology is used both on board and onshore. Experts covered an array of topics including digitalisation and computerisation of ship management, the increase in reporting obligations and procedures, the threat of cyber attacks, modern and cost-effective communication tools and cloud solutions.

Gener8 Maritime, Inc. Announces Delivery of the Gener8 Hera Gener8 Maritime, Inc. announced that it took delivery of the “ECO” VLCC the Gener8 Hera on February 24, 2016 from Daewoo Shipbuilding & Marine Engineering Co., Ltd. The Gener8 Hera represents the seventh of 21 “ECO” VLCCs expected to be delivered into Gener8 Maritime’s fleet. Upon delivery, the Gener8 Hera entered Navig8’s VL8 Pool.


SHIPPING NEWS

Diana Shipping Inc. Announces Time Charter Contracts with Glencore Diana Shipping Inc. announced that, through a separate wholly-owned subsidiary , it entered into a time charter contract with Glencore Grain B.V., Rotterdam, for one of its Panamax dry bulk vessels, the m/v Erato. The gross charter rate is US$4,650 per day, minus a 5% commission paid to third parties, for a period of about eleven (11) months to maximum fourteen (14) months. The charter commenced on March 26, 2016. The “Erato” is a 74,444 dwt Panamax dry bulk vessel built in 2004. The Company also announced that, through a separate wholly-owned subsidiary, it entered into a time charter contract with Glencore Grain B.V., Rotterdam, for one of its Ice Class Panamax dry bulk vessels, the m/v Atalandi. The gross charter rate is US$5,300 per day, minus a 5% commission paid to third parties, for a period of minimum twenty (20) months to maximum twenty-five (25) months. The charter commenced on March 26, 2016. The “Atalandi” is a 77,529 dwt Ice Class Panamax dry bulk vessel built in 2014. The employments of “Erato” and “Atalandi” are anticipated to generate approximately US$4.6 million of gross revenue for the minimum scheduled period of the time charters.

New Time Charter Contract for Diana Diana Shipping Inc. announced that, through a separate wholly-owned subsidiary, it entered into a time charter contract with RWE Supply & Trading GmbH, Essen, Germany, for one of its Kamsarmax dry bulk vessels, the m/v Myrsini. The gross charter rate is US$5,550 per day, minus a 5% commission paid to third parties, for a period of minimum twelve (12) months to about fifteen (15) months. The charter is expected to commence tomorrow. The “Myrsini” is a 82,117 dwt Kamsarmax dry bulk vessel built in 2010.

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Institute of Chartered Shipbrokers Greek Branch Students visit the bulk-carrier “ELINA B” The shipping industry is currently facing economic, operational and structural challenges. At the same time, the Greek shipping industry, controlling almost a fifth of the world’s shipping fleet and long a source of national pride, rises to meet the difficulties ahead and continues to support shipping professionals to acquire up-to-date knowledge, skills and expertise. Greek shipowners know that the industry is, now more than ever, in need of well-qualified, trained and adequate manpower base, equipped to counter these developments by making necessary decisions and managing risks and demands of the market. Although arranging for the candidates to visit ships during these controversial conditions can be a challenge, there are always entrepreneurial shipping companies to undertake the task. AB Maritime Inc. being one of them, kindly arranged a visit for our students to their bulk-carrier vessel the “ELINA B”, currently at the port of Piraeus. It is important for students to visit vessels, have the opportunity onboard them and have their operation and equipment explained, as they gain a vital awareness of an essential element the shipping sector. This was the purpose of the ICS Greek Branch visit on board the “Elina B” on Friday 26th February 2016, for 20 candidates, tutors and staff. The Managing Director, Mr Spyros Vamvakas and Cpt George Papageorgiou took the visitors on a tour of vessel whilst explaining its main parts and equipment and their relevant functions. It was a particularly interesting visit as everyone went around the cargo hatches, the bridge, the accommodation and engine room. It was a good insight into the reality of a merchant ship in action.

Paragon Shipping Inc. Announces Developments Paragon Shipping Inc. (“Paragon” or the “Company”) announced the following updates on its debt agreements and newbuilding contracts: Syndicated Loan Facility dated May 6, 2014. On March 9, 2016, the Company agreed with the syndicated banks, subject to certain conditions, to sell the mortgaged vessels, namely the M/V Coral Seas, the M/V Golden Seas, the M/V Prosperous Seas, the M/V Precious Seas, the M/V Priceless Seas and the M/V Proud Seas, to unaffiliated third parties in exchange for the full and final settlement of the outstanding amount of the respective facility. Newbuilding Contracts The Company is currently in discussions with Jiangsu Yangzijiang Shipbuilding Co., or Yangzijiang, to extend the deliveries of its three Kamsarmax newbuilding drybulk carriers (Hull numbers YZJ1144, YZJ1145 and YZJ1142), towards the end of 2016, subject to certain conditions, at no extra cost to the Company. The balance due to Yangzijiang for the delivery of the three Kamsarmax newbuildings is currently higher than the estimated market value of these vessels. In addition, the Company did not take delivery of the Ultramax newbuilding drybulk carrier with Hull no. DY4050 from Yangzhou Dayang Shipbuilding Co. Ltd., or Dayang, that was scheduled to be delivered in the fourth quarter of 2015. Furthermore, the Company sent to Dayang a notice for the cancellation of the Ultramax newbuilding drybulk carrier with Hull no. DY4052 that was scheduled to be delivered before the end of December 2015. Dayang rejected such cancellation notice and the case is currently under arbitration proceedings in London.

CMA CGM launches new WEMED service to intra Mediterranean trades CMA CGM announced the launch of the first Group’s service dedicated to intra Mediterranean trades. The WEMED service (West Med – East Med) was launched on March 11th 2016 and offers the Group’s clients direct transport solutions to Eastern Mediterranean countries (France, Spain, Algeria) an Western Mediterranean countries (Turkey, Lebanon, Egypt).


We support innovative solutions to improve energy efficiency and reduce emissions For more information, please contact: Bureau Veritas Hellas A.E. 23, Etolikou Str. - 185 45 PIRAEUS Tel: +30 (210) 40 63 000 Fax: +30 (210) 40 63 063 Email: grc_lpr@gr.bureauveritas.com Visit us on: www.bureauveritas.com - www.veristar.com - www.bureauveritas.gr

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SHIPPING NEWS

European shipowners showcase Short Sea Shipping During a high level meeting organised by the Dutch Presidency of the Council in Amsterdam, ECSA presented its new brochure on the merits of short sea shipping. The intention behind this new initiative is to revitalise the EU’s short sea policy, which has unfortunately been neglected in the past years. “Short Sea Shipping has been on the EU’s agenda for a long time” said Niels Smedegaard, ECSA President. “Despite many good initiatives, a number of long-standing problems have not been resolved, the market share of short sea shipping has stagnated, and worse still, declined in recent years. We believe the EU and the short sea industry alike stand to benefit from the launch of a so-called Short Sea 2.0 policy. Moving goods and people by sea around Europe instead of using other modes will decongest land-based transport networks, ease pressure on logistics chains, and dramatically reduce air emissions. Short sea shipping is the EU’s circulatory system.”

Star Bulk to sell modern capesize vessel Star Bulk Carriers Corp. announced that the Company has entered into an agreement to sell M/V Obelix (a 181,433 dwt Capesize vessel, built in 2011) (the “Vessel”) to an unaffiliated third party (the “Buyers”), for $23.3 million, net of all commissions. The Vessel is expected to be delivered to the Buyers during the first half of 2016. The Company intends to use a portion of the net proceeds from the sale of the Vessel for repayment of the outstanding debt amount related to the Vessel and the remainder for general corporate purposes, including capital expenditures.

DryShips Announces Cancellation of PSV Contract DryShips Inc. announced that Petroleo Brasileiro S.A. (Petrobras) has given notice of termination on the contract for the platform supply vessel (PSV) Vega Crusader effective as of March 6, 2016. The contract of the Vega Crusader was expiring on January 8, 2017 and this termination represents a loss in contracted EBITDA of approximately $2.2 million for the balance of 2016

Gulf Navigation doubles profit in 2015 Gulf Navigation Holding PJSC has achieved a 101% profit growth by the end of year 2015 compared to the previous year. The Company released its latest financial statement amidst its strong and consistent financial turnaround and continuous intensified efforts to address creditor concerns. According to GULFNAV’s financial report, its net income reached AED 20.172 million (USD 5.51 million) for the year ended 31 December 2015. This is significantly higher compared to the 2014 profit of AED 10.028 million (USD 2.74 million). For the year 2015, the Company’s total revenues also experienced a considerable increase of 12%, with earnings reaching AED 143.183 million (USD 39.121 million). The revenues during the year 2014 stood at AED 127.7 million (USD 34.891 million). H.E. Salem Ali Al Zaabi, Vice Chairman of Gulf Navigation Holding PJSC, said: “By the end of 2015, GULFNAV continued to achieve a sizeable profit improvement from 2014.

Atlanska’s BSM and BS engage with Shipping Revelin Community in Japan delivered with Bernhard Schulte Shipmanagement (BSM) underpinned its reputation as a global player in the shipping COMPAC package industry when it joined with parent company, Bernhard Schulte, in hosting a reception in Tokyo to enChina’s Qingshan Shipyard has delivered AP Revelin, the second in a series of two environmentally sustainable handy-size bulk carriers, to Croatia-based shipping company Atlantska Plovidba d.d. from Dubrovnik. The 38,700dwt ‘ecoship’ will join first of class AP Dubrava, which was delivered in July 2015. Each 180m (591ft) long tramp trader, built to the Green Dolphin 38 design unveiled by Shanghai Merchant Ship Design & Research Institute (SDARI) in 2012, features Thordon Bearings’ seawater-lubricated COMPAC propeller shaft bearing system and a Thordon Water Quality Package (WQP). This will provide a clean and consistent supply of seawater to the bearings even when the vessel is docked downstream of the current in shallow waters.

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gage with the shipping community and recognise the long-standing relationships that have been developed with Japanese partners over a 40 year period. In addition to more than 120 guests in leadership and senior management positions, the reception was attended by the German Ambassador to Japan, Dr Hans Carl von Werthern, and the Management Boards of Bernhard Schulte and BSM including Dr Heinrich Schulte, Chairman of Bernhard Schulte, and Capt Norbert Aschmann, BSM Chief Executive.

Wilhelmsen Ship Management is certified by TRACE International Wilhelmsen Ship Management has completed a comprehensive due diligence process administered by TRACE, the world’s leading anti-bribery standard setting organization. President of Wilhelmsen Ship Management, Carl Schou, said, “We have zero tolerance towards bribery and corruption and being TRACE Certified simply affirms our commitment to transparency in all our work processes and services. We are proud to be part of international efforts to tackle corruption in the shipping industry.” Certification by TRACE signifies completion of internationally accepted due diligence procedures that are stringent and forthcoming during the review process. Wilhelmsen Ship Management promises commercial transparency to valued business partners, industry regulators and multinational companies.


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CLASS NEWS

RINA Services Hellenic Technical Committee Classifies First highlights marine competence & Ships in Iran regulation challenges RINA Services and the Asian Classification Society (ACS) recently classified the first two general cargo ships at 15,000 GT owned by IRISL, a major shipping company in Iran. This dual classification is the result of a partnership signed with the Tehran-based ACS shortly after sanctions in Iran were lifted. RINA Services’ marine classification in this area reflects Italy’s strong commitment to forging long-standing relationships with countries in the Middle East and now in Iran in particular. “All classification societies are trying to enter the Iranian market. Our recent partnership with the ACS was a strategic move that has proved successful in expanding our local reach and classification expertise in the area,” said Andrea Di Bella, Area Manager, RINA Services in the Middle East. RINA Services’ partnership with the ACS aims to support the company’s testing, inspection, classification and certification services in Iran in all four areas of its business: marine, energy, infrastructure and transport and business assurance. A large number of IRISL’s trading routes are along the Far East, Middle East, Mediterranean and Europe. These are regions in which RINA has developed a very strong network and high level of expertise fostering future opportunities with IRISL, in Iran and other regions. RINA Services currently has an overall fleet of over 5425 classed ships. RINA opened an office in January in Teheran through which the Group will deliver its services to the oil & gas, power generation, infrastructure, railway and business assurance sectors. RINA Services S.p.A. is the RINA company active in classification, certification, inspecRINA is a multi-national group which delivers verification, certification, conformity assessment, marine classification, environmental enhancement, product testing, site and vendor supervision, training and engineering consultancy across a wide range of industries and services. RINA operates through a network of companies covering Marine, Energy, Infrastructures & Construction, Transport & Logistics, Food & Agriculture, Environment & Sustainability, Finance & Public Institutions and Business Governance. With a turnover of over 330 million Euros in 2014, over 2,750 employees, and 163 offices in 60 countries worldwide, RINA is recognized as an authoritative member of key international organizations and an important contributor to the development of new legislative standards.

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RINA’s Hellenic Technical Committee meeting, organised by RINA Hellas, gathered over forty of its members on Wednesday 9 March 2016, at the Yacht Club of Greece, to facilitate marine industry discussion and provide an update on RINA’s growing business in the sector. Co-Chairmen of the Committee, Mr. Theo Baltatzis, General Manager of Technomar Shipping Inc. and Mr. Akis Tsirigakis, General Manager of Nautilus Marine Acquisition Corp., welcomed new members and presented an overview of RINA’s marine business worldwide. RINA’s current classed fleet totals over 35 million GT and contains a portfolio of around 300 new builds. RINA proudly confirmed that it is now a recognised leader in passenger ship classification and by oil majors. Among the unique services and projects RINA has conducted, the chairmen highlighted its project for Carnival Group in which four dual fuel (LNG/Diesel) cruise ships, each 183,000 GT, will be built under RINA supervision. Spyros Zolotas, RINA Area Manager for Greece and Cyprus, referred to the expansion of RINA Group worldwide and in Greece, which has grown both organically and through strategically acquiring companies that provide complementary services to RINA’s offering. In 2015, RINA significantly increased its classed fleet of Greek owned ships, which now totals around 6 million GT. Reorganisation of its Piraeus Office further strengthened RINA’s expertise and portfolio of services. In 2015, a new R&D/Innovation department was established in Greece and training services were boosted through RINA Academy Hellas. Mr. Giorgio Saletti, RINA Area Manager for India & South East Asia began the technical section of the meeting with a presentation on ship recycling that explored relevant regulatory framework and measures ship owners need to take to comply with current EU regulations. The topical issue of monitoring, reporting and verification (MRV) was also discussed in a presentation by Andrea Cogliolo, RINA Deputy General Manager, Marine. These were followed by presentations on the importance of competent staff by Stefanos Chatzinikolaou, Manager of Piraeus R&D/Innovation Centre and the Piraeus Training Center, and, the latest news concerning upcoming regulations in the marine sector from Michael Markogiannis, Manager of Piraeus Plan Approval and Technical Support Centre. True to form for RINA Committee meetings, the Q&A session was active, with lively discussions on the marine industry and technical clarifications provided by RINA experts. Dynamic discussions continued over dinner until late.


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CLASS NEWS

Tor E. Svensen Standardization key enabler for retires from safe and cost-effective pipeline DNV GL innovation, says DNV GL 40 years of standardization paves way for cost efficient offshore pipeline systems Growing global energy demand and requirements for additional pipeline capacity are driving the pipeline segment. However, pipeline related innovation is prioritized by only 4% of senior oil & gas professionals, according to research1 by DNV GL, the technical advisor to the oil & gas industry. Further, the research shows that nearly one in five oil & gas companies (18%) do not have a strategy in place to maintain innovation.

Tor E. Svensen, Group Executive Vice President at DNV GL, has decided to retire from his position with effect from 1 August 2016. He will continue to work in the maritime industry and will, amongst other things, take up a role as professor at the University of Strathclyde in Glasgow, focusing on education and research related to safety at sea. Mr Svensen’s career at DNV GL spanned more than twenty years and saw him lead the Maritime Business for more than a decade. Caption: Tor E. Svensen leaves DNV GL after 23 years with the company (Source: DNV GL)

DNV GL’s software brings RAM studies beyond design stage With profit margins under pressure, oil and gas companies are focused on getting more out of existing assets while significantly reducing capital expenditure. Recent data shows that a 5% improvement in Opex could save £490 million on the UK Continental Shelf alone. The new DNV GL release of Maros and Taro software provides powerful tools to support these improvements. With the new release of DNV GL’s Maros software for reliability, availability and maintainability (RAM) analysis for the upstream oil and gas industry, and its sister application Taro for refineries and petrochemical plants, the software for optimizing design and production has become even more powerful. With more effective optimization of existing assets, including identifying mitigation options and bottlenecks, production rates can be increased by 10%.

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Six in ten (61%) respondents agree that operators will increasingly push to standardize their delivery globally, up from 55% in 2015 and 52% in 2014. The most common strategy for maintaining innovation with lower budgets is to increase collaboration with other industry players (45%). DNV GL have over the years facilitated a vast number of industry collaborations, capturing best practice into flexible industry standards, allowing innovation to evolve within safe and cost effective frameworks. “Despite a lack of focus on long-term innovation, it is positive that the industry sees the potential for collaboration and standardization. DNV GL’s pipeline standard is a great example of what industry collaboration can achieve regardless of the peaks and troughs in oil price. The standard is 40 years old this year but we will not be resting on our laurels. It is a dynamic standard being continuously updated.

DNV GL SCRUBBER READY – A step ahead of tomorrow’s regulations DNV GL has created a new class notation to help shipowners prepare their newbuildings for the installation of a scrubber. SCRUBBER READY ensures that the necessary preparations are in place for a smooth and cost-efficient scrubber retrofit at a later stage. “There is no doubt that stricter emissions regulations for sulphur oxides are here to stay,” says Knut Ørbeck-Nilssen, CEO at DNV GL – Maritime. “This new SCRUBBER READY class notation gives shipowners the flexibility to minimize their initial investment when ordering a newbuilding, while at the same time having the confidence that their vessels are already on the track to easy compliance with incoming emissions regulations,” he adds. “Ship managers have to factor in many considerations when planning for a potential future scrubber installation, from space and stability requirements, to fire safety, piping, corrosion resistance, and the effect on the main engine,” says Hans Jacob Horgen, responsible engineer at DNV GL for exhaust gas cleaning rules. “It is very important to have an overview of the design and an understanding of how the system will interact with the engines and auxiliary parts of the machinery system. We also offer scrubber advisory services to support our customers, from building the business case, to risk assessment of the design, installation, commissioning, hardware-in-the-loop testing of the control system, right through to the system entering into operation.” Part of the new DNV GL rules for classification, the SCRUBBER READY notation can be awarded to ships that have planned and partly prepared for the installation of an exhaust gas cleaning system (EGCS) for the removal of SOx at a later date. The notation identifies the general type and category of scrubber systems than can be installed on the vessel. It also details the level of scrubber readiness, with the minimum scope attesting that the space available and future installation arrangement meets class and statutory requirements. This can be expanded to include more extensive preparations, through to a complete review of the scrubber documentation according to main class rules, including the certification and installation of piping and sub-systems. For shipyards, working with the SCRUBBER READY standard gives an easy framework within which to offer future-ready ship designs to the market.


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CLASS NEWS

DNV GL Enhanced safety and efficiency enables tailor- with DNV GL made safety reporting Shipping companies are increasingly gathering information from the fleet in order to improve their operations and safety performance. Without easy–to-use and data smart systems potential insights and improvements may be lost. Time-consuming reporting to various stakeholders may reduce focus on other important tasks. The latest release of ShipManager includes the Safety Management Reporting module with a new and flexible user interface, increasing efficiency and optimizing processes to improve safety at sea. “Many shipping companies are using one standard form for all types of safety management reporting, which usually does not provide optimal flexibility, oversight and efficiency,” says Rune Lyngaas, Head of Product Management, Maritime Software. Paris MOU statistics show that there were 1797 recorded deficiencies related to the ISM (International Safety Management) code in 2015. Furthermore, there was an increase of detainable ISM deficiencies compared with 2014. This proves there is a need for improved safety culture and data smart QHSE solutions to reduce the risk of incidents, accidents and costly delays. The Safety Management Reporting module in ShipManager QHSE allows users to take control of the reporting process with customizable forms and streamlined processes. The module supports improved efficiency, minimizes the need for costly onboard training and allows effective follow-up of improvements. It also provides flexibility and ease of use with a revamped and highly intuitive user interface. “With this new version the crew only sees what is relevant for each specific report, by allowing customers to tailor-make each form according to their specific needs. The new look and feel of the Safety Management Reporting Module demonstrates the direction we are going with the entire ShipManager Suite. This is just the beginning” says Lyngaas.

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At the annual Seatrade Cruise Global 2016 conference in Ft. Lauderdale, Florida, classification society DNV GL introduced a new form of reporting that revolutionizes survey reporting for fleet managers. The newly structured report defines safety barriers and trends, utilizing DNV GL’s extensive experience with barrier management in the offshore oil and gas industry. In collaboration with a major cruise line, DNV GL successfully implemented the new barrier management reporting programme. Survey data from 23 cruise ships was included in the pilot programme. The test enabled the project partners to identify and present high-impact risk control measures more efficiently than ever before. This allowed the customer to easily measure the effectiveness of risk-control actions. “At DNV GL, we are always looking for ways we can help our customers standardize their operations for greater efficiency and safety,” says Paal Johansen, Vice President and Regional Director of Division Americas at DNV GL – Maritime. “This new barrier management reporting system has emerged from cross-industry research and development that is continually taking place at DNV GL and will help our customers make the most of the data they are already generating. This pilot programme is an excellent example of how working together with our key customers can help to create more value from their data, without adding complexity or additional processes.” DNV GL’s new reporting programme sorts each finding according to a system of safety barriers and then classifies each finding with a severity rating. It uses a colour coding scheme that illustrates the degree to which a finding impacts a safety barrier’s functionality. Each report delivers an executive summary of findings for the shore-side management teams. This includes a fleet score which is used as input for tracking safety over time and measuring the effect of risk-reducing measures; a list of the most vulnerable barrier elements fleet-wide; and a list of the ten most vulnerable ships in the fleet, and how they are performing on the most vulnerable barrier elements.

DNV GL, Gard and The Swedish Club work together The root cause of many groundings and collisions, lost anchors are among the top five reasons for claims costs. A rising number of anchor losses reported over the last several years prompted DNV GL, Gard and The Swedish Club to investigate this issue. Based on an analysis of damage cases involving anchor and anchor chain losses, the project partners have issued a presentation identifying the most frequent technical and operational causes, and some steps crews and operators can take to address them.

Without fact box

“One of the key takeaways of our investigation is the importance of the officers and crew being aware of the environmental loads their equipment is designed for,” says Håkon Skaret, Senior Principal Engineer at DNV GL. “If these limits are not taken account of in shipboard anchoring procedures, there can be significant damage to the vessel – even beyond the loss of anchor and chain. Many anchor losses are avoidable, if the proper maintenance and handling procedures are adhered to.” Examining the losses in terms of technical or operational failures revealed some key issues. On the technical side, the D-shackle is the technical component with the highest loss causing failure rate. As such it should be inspected whenever possible, with special attention paid to the taper pin. Securing the anchor tightly in the hawse pipe during voyage can help to avoid excessive vibrations which can cause the pin to come loose. The windlass brake is essential to control the pay-out of the chain, and many anchor losses are reported due to loss of brake power and uncontrolled release of the chain. Corrosion of the drum and wear of the brake band lining reduces brake capacity and it is therefore essential that the tension of the brakes is adjusted and liners replaced in accordance with the manufacturer’s instructions. Ιmage: Håkon Skaret, Senior Principal Engineer at DNV GL.


INTERVIEW

Ioannis Chiotopoulos:

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25 years after their gradua-

INTERVIEW

tion from the Naval Architecture & Marine Engineering School of the National Technical University of Athens they found themselves at the helm of two leading Classification Societies in Piraeus during one of the most challenging periods Shipping has ever met. Ioannis Chiotopoulos, DNV GL Regional Manager South East Europe & Middle East, and Theodosis Stamatellos, Lloydâ&#x20AC;&#x2122;s Register South Europe Area Marine & Offshore Manager and share with Nafsgreen their views on the current challenges of the Industry, technology innovation and the future of Shipping.

Theodosis Stamatellos

Robust growth in all Countries and all industries NAFS APRIL - MAY 2016 81


Ioannis Chiotopoulos:

INTERVIEW

Which are the challenges, in order of priority, you had to deal with, after taking over the responsibility of your Region/Area? Ioannis Chiotopoulos:From the very first moment I assumed my duties; one question has been raised to me “What do we need to do to bring DNV GL in the position that it deserves within the Greek Shipping market?” The answer to above is that DNV GL has decided to strengthen its presence in the region even further and is making Greece its third home market, by moving competence, resources and decision making authority closer to the market. Coordinating the new set-up has been my top priority as the new regional manager. Greek shipping holds a leading position in the bulk carrier and tanker segments, so DNV GL now has segment directors for bulk and tankers based in Piraeus (both are Norwegian). We have also reinforced the Piraeus office and established a service centre for Direct Access to Technical Experts (DATE) there, to cover the region. This enables our customers to receive answers to their question and queries in less than 6 hours from the time they register them in our new and extremely user friendly MyDNVGL portal (on 90% of the cases measured until now). Important to note that this is a 24/7 service to our customers also working during weekends for Urgent cases (urgency is indicated by the customer). The local approval centre will be enhanced in order to do all fleet in service approvals locally within 2016. Owner will not need to refer to Hamburg and Oslo any more. Our local Research and Innovation centre will be more commercialized so that the local market can benefit from the results of their research. We will also create an advisory department, and CAP and pre-contract services in Piraeus will be enhanced with higher decision making authority. We have a chief surveyor stationed in Piraeus from 1st of January, so all grey zone area issues, process problems, potential quality issues can be solved on the spot. In addition, DNV GL will establish a global network of Greek speaking experienced surveyors for fleet in service and new building. Greek owners will have access to this network for surveys on board their ships worldwide. Ports chosen so far are Antwerp, Rotterdam, Dubai, Singapore, Houston, Guangzhou, Shanghai, Dalian and will be manned accordingly by end of 2016. All above in combination with the expanded geographical coverage of Piraeus (Middle east is included in the Region from 1st January) and the decision making authority both commercially and technically has made us stronger, agile and very competitive. Theodosis Stamatellos: The Region of Greece, East Mediterranean and Adriatic is unique in the sense that all marine activities are present. Shipowning, Ship Management, Shipbuilding and Ship Repair, Manufacturing of Equipment and Materials, Yachts, Cruise Vessels, Small Ships, Inland Waterways, Oil & Gas etc. One challenge has been to increase our already significant exposure to all of these activities and this has been achieved with robust growth in all Countries and all industries. Now that the Area is expanding with France, Spain, Cuba and Portugal, we will further build on synergies and become even stronger. We wish to continuously be there wherever our Maritime world lives. Another continuous challenge is to further enhance our ability to listen to our clients. We have exceptional people who live our values. We always aim to understand the worries of our clients better and be able to support them. We will never be resting satisfied with our progress on this. The world changes every day and we need to be living the life of the people trusting their business to Lloyd’s Register. The challenges of our clients become our challenges.

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A third challenge is to be able to always serve the society in a broader sense. Being owned by a Foundation this is built in our DNA. We will take every opportunity to support young people, their education, professional orientation and placement as well as local industrial initiatives. The above cannot be placed in any “priority” order. If you think about it, one supports the other and they are all interlinked in a way which all together makes us work for a safer world.

The shipping industry is facing one of the most serious crises in the last 30 years resulting, among others, in the reduction of newbuilding activities especially in the dry cargo sector. How is your Society planning to overcome the problems associated with the reduction of turn over? Does a possible reduction of personnel come into play? Ioannis Chiotopoulos: The reduced newbuildings have had an impact on our business, but this was something that was not unexpected. We had projected a significant downturn in construction, roughly from the time of the merger in 2013. However, the merger did mean that we were able to look at our organisation from top to bottom and base the new structure of DNV GL on those projections. We were able to adapt capacities in certain areas, such as approval, in line with the market outlook. We also had some restructuring that resulted from having two organisations and could win some synergies because of that, for example removing functions that were doubled and reducing the number of offices globally. This meant that during this downturn we could adjust our capacity levels through the natural turnover of employees and early retirement, but the change in employee numbers, especially in the technical disciplines, has not been radical. We can now be sure that we have the resources where our customers need them. This is reflected not only in the expansion in digital services but also in the fact that we have expanded the responsibilities of our eight maritime regions, with technical support units now based in the regions and enhanced R&D capabilities. While globally we have introduced smart and responsive customer centric services, for example our new customer portal My DNV GL – a single sign-on to all online interactions with DNV GL and DATE (Direct Access to Technical Experts). Located in five support hubs worldwide, DATE experts are reachable 24/7 and are authorized to make decisions within a six hour response time. Theodosis Stamatellos: The shipping industry has benefited from globalisation more than almost any other sector. On the other hand, this was exactly the reason why it was vulnerable to the global economic crunch and it is facing a deepening crisis since 2008. With oil prices reaching the lowest levels of the recent years, an economic slowdown in China and heightened uncertainty in the Eurozone, the past year has seen significant political and economic turbulence. Lloyd’s Register (LR) is not unaffected by these challenges, however I am pleased to report that our 2015 results in Marine business globally were exceptional, with income up over 18% on the previous year. Our good performance does not imply of course that the reduction in turnover is not a challenge we are facing indeed. Although we are owned by the LR Foundation, the one and only shareholder of the LR Group, still we need to operate in a sound manner with a healthy margin that allows us to support the Foundation’s strategy and return our share to the Society. In these troubled times it is important to remain vigilant regarding our strengths and weaknesses and turn the challenges into opportunity to develop new areas of expertise. In LR we have leading positions in the development of innovative technologies. We currently have more than 25


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INTERVIEW

technology research projects with governments, universities and research institutes. As well as, for instance, leadership in classification of high technology areas like LNG carriers and passenger ships, LR is increasingly involved in supporting the development of battery and hybrid power solutions across a range of vessel types. We have the leading class share of the growing fleet of battery/ hybrid – powered vessels. However, many of our clients are not looking for cutting-edge new technology and what they really want us to focus on is service delivery and support with regulatory compliance. Therefore equally important as technology and innovation leadership is to recognise the different needs of our clients and stakeholders and maintain a balance between the needs of the future and the needs of today. Shipowners need to remain competitive and our role is to help them in making the best commercial decisions in confidence based on the best technical advice available at the time. The Greece, Eastern Mediterranean and Adriatic Region (GEMA) is facing the same challenges as described above, especially with Greece being severely affected by the political uncertainty over the last year. Nevertheless, we are navigating in difficult waters but with a good wind blowing in our sails. Being home to substantial shipowning and shipmanaging hubs GEMA is LR’s single most business volume generating region, despite its relatively small geographical size. This is reflected in LR’s own business figures: About 24% of the total gross tonnage classified by LR in the entire world comes from this Region. Of LR classed newbuildings contracted in China and Korea, a significantly important percentage comes from this Region. Furthermore, a dominant percentage of the Greek LPG orderbook is currently classified with LR, whereas the countries of the Adriatic are building on market leadership in other technology and innovation intensive segments like passenger ships and mega yachts. LR expects GEMA to become even more important in the near future, when the planned oil and gas exploration and production in the seas off Cyprus, Israel and later possibly also Greece, take off. We want to try to tap that potential further by enhancing our resources and hiring more people in the Region. The team has expanded in the past two years and we’re looking to expand it further.

Are the present diversified activities of your Society (Oil& Gas, wind energy, consulting etc.) sufficient enough to close the expected gap in income? Do you see the risk that your Society, will be further driven away from its traditional roots moving into new business? Ioannis Chiotopoulos: It’s no secret that there have been tough times recently, but it’s not just in the maritime industry, but also in the oil and gas and renewable energy sectors. As a result of the global slowdown, especially in Europe, what we’ve seen is essentially a downturn across all of these industries. At DNV GL, the maritime business unit is, and will remain, the driving force behind the whole group. We are by far the largest business area in terms of staff and turnover, and we have been able to hit our fiscal goals. Overall, I think that this has actually had the opposite effect on DNV GL. Rather than taking us away from our traditional services, the slowdown, which has continued through the merger period, has really sharpened our focus on our core classification activities. In many ways the merger had already had this effect – we were looking very closely into every aspect of our maritime business. What does each organisation do well? What could be improved? Where could we make changes to structures and processes? How are our customers reacting and where are the markets and sectors we need to emphasise going forward? The results are obvious to see, the new rule set, the development of the modern class initiatives, new pricing and contracting models. It’s especially

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true here in Greece where we decided to put resources into the region, expand the responsibilities and number of experts located here, and make Greece our third home market. Tough times can often spell trouble for companies who look for a new magic bullet, but it can also mean you get back to basics. And that’s the case at DNV GL; we’ve redoubled our commitment to working our customers to deliver high quality, innovative services, as efficiently as possible. Theodosis Stamatellos: LR is probably the most diversified of the marine classification societies. At the same time the diversity of the shipping industry itself means that different people want different things at different times. Our aim is to have a holistic approach to our clients’ and stakeholders’ needs and make sure that we remain relevant to the market while maintaining our technology focus as well as our key role in regulatory developments. LR is a dynamic organisation and has repeatedly proven vigilant and proactive in keeping the finger on the market’s pulse while adapting in the global political and economic circumstances. I am personally proud about the Organisation’s reflexes. Nevertheless, whatever our business focus is at any given time, promoting safety of life, property and the environment is always the cornerstone of our mission. The LR Foundation is the bond among our activities ensuring that at the end of the day we return something back to the society. In that sense I am not concerned about moving away from our traditions but I feel like we are moving ahead keeping our values in the core of our activity.

How do you see the future of ECO ships in view of the historically low charter rates for bulkers and container ships and the oil prices being below 30 USD per barrel? (In other words: is it worth investing nowadays in more expensive ECO ships? Ioannis Chiotopoulos: I think the ECO ship is here to stay. In fact I would argue that most of the innovations that were associated with the first wave of so called “ECO” ship are now standard practice on any new vessel. Hull line optimisation for individual routes and engines designed for slow steaming would be the biggest factors and this is now part of modern design and construction. There are also many lower cost innovations that are still gaining in popularity and while the payback times on these have increased, operators will still see a benefit over the long term – modern hull coatings for example, or a fleet performance solution like DNV GL’s ECO Insight. ECO Insight uses big data to generate savings and has already been installed on board more than 700 vessels just one year after its launch. In terms of retrofitting on the other hand, there may be some reduction, but this may be because the vessels that were the most suitable for retrofitting have already been to the yard and older tonnage is now not competitive, even with retrofitting. Building a new ship is a long term investment and shipowners need to be confident that the ship they build today will operate competitively and efficiently throughout its lifetime, while also complying with any regulations that will come into force in the foreseeable future. That’s why we have continued offering class notations like GAS Ready, Scrubber Ready, which let owners set the base for a later retrofitting. This lets them keep their options open, while not overcommitting on CAPEX spending in a very tight market. We’re also at the beginning of a digital revolution in shipping, which has a great deal of potential for the industry as a whole. The whole area of big data and digitalization is one of the key areas for DNV GL going forward. ECO Insight is a good example of one of the first services that takes advantage of this approach. We’re involved in several pilot projects with customers to examine how they can benefit from these innovations, to make sure that they have good quality data and that their data is protected. But we’ll have a lot more services and improvements to our service delivery based


Meet the team that’s exploring tomorrow’s fuels Here’s to today’s explorers.

The visionaries behind GMFT2030 can see the future of fuel demand, and share their vision with the rest of us. Lloyd’s Register and University College London are proud to share our findings on the future marine fuel mix to 2030, so that today we can all negotiate a rapidly changing future. Find out what we’ve discovered so far:

Dimitris Argyros Lloyd’s Register Project manager for GMFT2030 Dr Tristan Smith Lecturer at UCL Energy Institute

www.lr.org/gmft2030

Working together for a safer world Lloyd’s Register and variants of it are trading names of Lloyd’s Register Group Limited, its subsidiaries and affiliates. Copyright © Lloyd’s Register Group Limited 2014. A member of the Lloyd’s Register group.

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INTERVIEW

around this in the near future. Theodosis Stamatellos: It is a fact that low charter rates and dropping oil prices have limited enthusiasm for innovative fuel-efficiency projects. However the industry faces a number of key challenges in the area of environmental performance and greenhouse gas emissions. The 2020 challenge is ahead and therefore new technologies will emerge as alternatives for compliance with the 0.50% Sulphur limit. Shipowners will sooner or later be under greater pressure to invest in new technologies, fuels and approaches. In addition as the world moves towards the Paris COP21 vision, the Shipping industry will be called to continuously deliver greater CO2 reductions. LR continues to lead the way towards innovative technologies with LR Foundation backing them. The LR foundation spent nearly £23m ($33.2) of grants for innovation and education projects over the past two years. Moreover projects such as Poseidon Med help LR maintain an edge and are also in line with its role as a service provider for companies wishing to take good commercial decisions on the basis of sound technology. Notwithstanding all the above, designing and operating a ship in an effective and efficient manner goes beyond any short term financial outlook. Our industry should in principle be aiming towards such designs in the same manner as a captain will always head for the most effective operation all things considered.

Do you see LNG as an alternative to the conventional bunker oil for being used on main and auxiliary engines in the near future? Ioannis Chiotopoulos: Yes, even with the current price difference between HFO and LNG, the uptake of LNG as a ship fuel is continuing to grow. The regulatory forces that favour alternative fuels like LNG (spreading ECAs, stricter NOx, SOx and particulate limits and the probability that controls on shipping’s CO2 emissions will be introduced) are all building. At the same time there is really a significant amount of liquefaction and production capacity coming online, which will help with the price differential – as well as port infrastructure, which will increase availability. Currently, there are 77 LNG fuelled ships in operation and 85 confirmed LNG fuelled newbuilds on order and that’s a big jump even from 2012. DNV GL has been the leader in classification on LNG from the beginning, when we issued the first classification rules for the use of LNG as fuel at the time that the first LNG fuelled vessel came into operation (2000, vessel Glutra). We’ve continued to deliver solutions to help expand the use of LNG in shipping and this is evident by the large percentage of DNV GL class for the existing and on-order, LNG fuelled fleet (almost 80 ships!). At the end of 2015 we signed a contract for first LNG fuelled ocean going bulker which will be built to the newly released DNV GL rules. One of our latest projects is “LNGi”, a new web-based LNG intelligence portal. This will bring stakeholders from across the LNG industry together to share market intelligence and help further boost the uptake of LNG as a ship fuel. As well, here in Greece, we have assisted stakeholders by carrying out feasibility studies on the use of LNG as fuel in the Aegean sea. Theodosis Stamatellos: Moving to the low sulphur marine fuels era shipowners will need to make some decisions on the most suitable path towards fulfilling their rule obligations. LNG as marine fuel is definitely one of the most important fuel options. It is already being used widely in northern Europe. To mention some LR milestones the first dry cargo vessel with an LNG-fuelled propulsion system M.V. Greenland was built under LR class. Same with the M/S Viking Grace operating at the Baltic Sea, which at

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the time of its delivery was unique among passenger vessels of this size in having LNG as a fuel alternative. In Southern Europe there is certainly a field for extended application of LNG as fuel in short sea shipping operations, mainly due to the morphology of Eastern Mediterranean. The plan to implement the paradigm of the North in the South is reflected in the projects financed by the European Union. However, a critical barrier to the widespread LNG adoption is the lack of an established bunkering infrastructure and supply chain network for delivering LNG as a marine fuel. LR is playing a leading role in EU co-financed projects working towards making LNG as marine fuel a viable reality in the near future. Recently the second phase of the Poseidon Med Project was validated and Poseidon Med II will continue its works up to 2020 towards the wide adoption of LNG as a safe, environmental efficient and viable alternative fuel for shipping, contributing to the development of a lower emission profile for the East Mediterranean marine transportation. The project focuses into tracking technical and economic solutions for developing the use of LNG in the maritime sector, by considering LNG as one of the most promising solutions for Shipping in Greece, Cyprus, and Italy. In line with the Poseidon Med LNG bunkering project LR is also in tangible support of projects aiming at the renewal of the European Short Sea Shipping fleet, starting from the Mediterranean, by adding innovative and green characteristics to the Shipping assets. This might also be the solution for the revival of the European Shipbuilding sector as such projects could materialise in European Shipyards.

Does the involvement of so many Organisations in safety such as Port State controls, EMSA etc. and even non-State Organisations such as Rightship, weakens the traditional status and Authority of Class Societies? Ioannis Chiotopoulos: No I don’t think so, at the end of the day we’re all working toward the same goal which is ensuring safety. And classification societies still have an accumulation of expertise and depth of experience that is hard to find anywhere else. One thing we as classification societies do have to be careful of, and it is something that is especially dangerous in this very tough and competitive market, is a race to the bottom. To devalue class services to a simple “ticket to trade” or offering services essentially for free could end up undermining the role of classification societies in the long term. That’s why we are very focussed on making sure that our customers really see the extra value that we bring to the table, deliver extra services that are needed, and have investigated new pricing methods, so commercial pressures don’t mean that any shipowner has to compromise on quality. Theodosis Stamatellos: Weakens the traditional status and Authority? No. There are two important aspects here. The first has to do with the increased need for a Classification Society which is a fundamentally an independent third party such as Lloyd’s Register. The more complex the situation the greater this need becomes. I would agree that a Class Society is nowadays operating in a more complex terrain than before. The shipping industry as a whole is faced with a complex landscape where the Class Societies need to operate in.The other aspect has to do with the evolution of Class Societies. In Lloyd’s Register we believe that our duty is no longer just to check Rules and Regulations but to be conveying the voice of our Industry combined with our Technical Expertise towards the Legislators in an effort towards more reasonably structured regulatory regimes. So in conclusion, truly independent Class Societies are more needed now not only for our traditional work but also for going further into shaping our world.


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CLASS NEWS

ABS Releases New Guide

ABS has published a new edition of the ABS Guide for the Inventory of Hazardous Materials. The Guide provides ABS requirements for reviewing and verifying the initial Inventory of Hazardous Materials (IHM) for newbuilds and existing vessels and defines obligations for maintenance, verification and endorsement for vessels in service. “It is important for guidance to stay ahead of requirements,” says Chief Technology Officer Howard Fireman. “By looking forward and determining how upcoming regulatory changes will impact owners and operators, ABS provides the essential information required to achieve regulatory compliance.” Implementing the requirements in the IHM Guide permits early compliance with the requirements of Part I of the IHM set forth by the IMO Hong Kong Ship Recycling Convention, which is yet to be ratified. Early adoption at the time of new construction will simplify future compliance during the vessel’s operating life. The newly released Guide incorporates the requirements of IMO Resolution MEPC.269(68), 2015 Guidelines for the Development of the Inventory of Hazardous Materials. The IHM Guide applies to a vessel of 500GT or greater operating outside the boundary line of a sovereign state whose flag it is entitled to fly. It also applies to semisubmersibles, floating craft, floating platforms, self-elevating platforms, Floating Storage Units (FSUs), and Floating Production Storage and Offloading Units (FPSOs) and for vessels stripped of equipment or being towed.

ABS: another historic milestone

ABS congratulates Cheniere Energy, Inc. on its commissioning cargo from the Sabine Pass LNG Terminal. Carried aboard the Asia Vision, an ABS-classed LNG Carrier, the cargo represents another historic milestone in ABS’s history of serving the gas industry. “The first export shipment of liquefied natural gas from Sabine Pass is a historic moment for the entire North American energy sector,” says ABS Chairman, President and CEO Christopher J. Wiernicki. “Since the shale gas boom began, ABS has been working closely with members and clients to assist them in taking full advantage of the many new opportunities. From the potential to carry export cargo to gas fueled vessels, our team of gas specialists understands the unique technical needs of this growing market.” The Asia Vision is a 160,000 cbm gas carrier built by Samsung Heavy Industries. Delivered in 2014, the vessel utilizes four Mark III LNG containment tanks from GTT. The vessel also carries the ABS ENVIRO+ notation, which denotes adherence to advanced standards for environmental protection. “Today’s energy landscape requires owners and operators to leverage new technology and prepare for expanding regulatory requirements,” said ABS Vice President for Gas Solutions Patrick Janssens. “ABS is working alongside the industry to develop the next generation of gas technologies, leveraging our experience as a trusted advisor to those navigating the unique needs of the North American gas sector.”

Bureau Veritas again recognized as a top employer For the second consecutive year, Bureau Veritas figures in 2016 Best Employers of France ranking published in February 2016 by French magazine “Capital”. And, Bureau Veritas is again ranked in 2nd position in the “Engineering” category. This independent and anonymous study (survey conducted by Statista institute, none of the companies were informed prior to the study) was performed by contacting some 20,000 employees from 2,100 companies of all sectors of activity in France with a workforce of more than 500. Only the list of top 40 companies amongst the 500 best companies has been published. For the 4th year in a row, Bureau Veritas in the UK received the “Top Employer” certificate from the Top Employers Institute, an independent organization created in 1991 aiming at rewarding companies that provide excellent employee conditions. The certification was delivered following a wide survey and then a close audit, notably in terms of talent development, workforce planning, on-boarding or career development. The results were unveiled on February 11, 2016. These two recognitions are the result of optimization efforts led by the Group, notably in Europe and more particularly in France and the UK, in terms of recruitment and development of employees to better serve its clients’ needs worldwide.

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Bureau Veritas and Dassault Systèmes Partner Leading international classification society Bureau Veritas has entered into a strategic partnership with Dassault Systèmes, the 3DEXPERIENCE Company,world leader in 3D design software, 3D Digital Mock Up and Product Lifecycle Management (PLM) solutions, in which Bureau Veritas will use Dassault Systèmes’ 3DEXPERIENCE platform to enable the continuous assessment throughout the lifetime of ships and offshore platforms, as well as the equipment found on them. Bureau Veritas’ integrated Asset Integrity Management System will help owners and operators in their decisionmaking and improve maintenance and repair, seeking to reduce cost and downtime.


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CLASS NEWS ClassNK appoints new Chairman and President Current Executive Vice President Koichi Fujiwara has been appointed as Chairman and President as well as a Representative Director of leading classification society ClassNK, effective 7 March 2016. Current Executive Vice Presidents Yasushi Nakamura and Tetsuya Kinoshita will continue in their present roles on the team, joined by Junichiro Iida as Managing Director. Noboru Ueda has stepped down as Representative Director, Chairman and President. Current Executive Vice President Tetsushi Agata has been appointed as an Executive Auditor as part of the Society’s aim to strengthen its auditing system.

DNV GL and Veritas Petroleum Services underpin strategic partnership Veritas Petroleum Services (VPS) and DNV GL announced the launch of a new Fuel Analytics solution today. As part of DNV GL’s ECO

Bureau Veritas slashes design review times Bureau Veritas has dramatically slashed structural computational and verification times. The dramatic reduction in the time needed to check the structure, seakeeping and stability of new vessels and floating offshore units is being delivered through the use of a powerful 3D model which links directly to BV’s entire VeriSTAR suite of calculation tools. Philippe Donche-Gay, Executive Vice-President, Marine & Offshore Division, says, “The power and ease of use of our new modelling software enables us to build a detailed 3D model of the proposed vessel very quickly, much more quickly than has ever been achieved before. That model interfaces directly with all our tools, meaning no data has to be entered twice, saving time and improving accuracy. Ship designers, shipyards, ship owners and offshore operators are going to benefit from major time and cost savings as we move our entire design and plan approval onto this new digital platform.”

ClassNK releases new PrimeShip-HULL system PrimeShip-HULL(HCSR) has long been the go-to design support system for ship designers worldwide. To date, over 800 licenses have been provided to more than 90 shipyards. In response to the latest amendments to the IACS Common Structural Rules for Bulk Carriers and Oil Tankers (CSR BC & OT), ClassNK has just released its latest version, PrimeShip-HULL(HCSR) Ver. 3.0.0. Adopted in 2013, the CSR BC & OT were designed to enhance safety and reliability. Although they represent a major step forward for ship safety, they also present a number of new challenges for shipyards and designers due largely to the increase in overall vessel design time.

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Gerard Rohaan, CEO of VPS (Right) and Dr. Torsten Büssow, DNV GL’s Head of Fleet Performance Management sign the agreement lauunching the new Fuel Analytics solution.

Insight fleet performance management portal, the tool will enable a systematic assessment of the impact of fuel quality on vessel performance, for the first time ever. The Fuel Analytics solution is the result of an ongoing close cooperation between VPS and DNV GL. “We have been the largest fuel testing services provider since our inception in 1981,” says Gerard Rohaan, CEO of VPS. “And as a result we have the world’s largest fuel sampling database – over two million tested samples. By extracting valuable information from this extensive database with state-of-the-art analytical tools, we help our customers get the best value from their bunker purchases through fast, accurate performance monitoring and decision making.” The new fuel analytics solution is a powerful online benchmarking tool that shipping companies can use alongside ECO Insight’s existing modules, to answer three key questions: • What impact does my bunkered fuel quality have on my vessel’s performance? • What bunker quality have I received compared to a world fleet average of similar vessels in the same time period? • Where do I find good quality bunker locations and suppliers? Fuel quality is calculated in terms of four major benchmarks: technical quality (meeting the specifications of ISO standard 8217), financial quality (energy, water content), statutory compliance as well as reporting quality (deviation from the bunker delivery note). By providing aggregated and comparable benchmarks, ship operators can easily assess ports and suppliers globally on a common scale. “By integrating Fuel Analytics within our ECO Insight solution, shipping companies can now get even more analytical depth from the most comprehensive fleet performance portal on the market,” says Dr. Torsten Büssow, DNV GL’s Head of Fleet Performance Management.


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CLASS NEWS LR awarded GBP contract Lloyd’s Register (LR) has been appointed by LAUGFS Gas PLC (LAUGFS) to handle key safety and quality checks of the LPG terminal at Hambantota Port, some 240kms away from Sri Lanka’s capital city, Colombo. The contract is valued at GBP500,000. EN-ISL-2016-Laugfs Gas-chairman“A valued long-term business partner, LR has been meeting maritime needs of Sri Lanka since 1945. In 2015, we announced plans to build and operate a world class LPG terminal at Hambantota Port. After carefully evaluating different vendors’ proposals, we found LR’s benchmark assurance and advisory services to be a sound value proposition that had clear competitive advantages,” said Mr. W.K.H. Wegapitiya, Chairman of LAUGFS Holding. “Once fully operational, the new Hambantona terminal will complete the backwards integration of our business value chain and thus leave us perfectly placed to capitalize on lucrative LPG export markets.” LR’s service offerings under the LAUGFS contract will include initial Hazard and Operability (HAZOP), Hazard Identification (HAZID), Safety Integrity Level (SIL) rating and Fire and Explosion Evaluation (FEE) safety studies, plus inspection of pipe and plate mills at various pre-fabricators’ locations across China. The LR teams will also carry out complete site inspections of storage tanks and pipelines stretching from the jetty to the storage field at Colombo. Their work will include the design appraisal of tanks, process piping and pipe lines, together with the inspection of critical equipment imported from the UK, France, Germany and the US

Cyber shipping – LR issues technical guidance Deploying information and communications technology in shipping – Lloyd’s Register’s approach to assurance. Lloyd’s Register’s new guidance provides the shipping industry with a route map to understanding the implications of digital technology. As a trusted provider of safety assurance to the marine industry, LR is ready to help all stakeholders in the cyber-enabled ship market ensure that Information and communications technology (ICT) is deployed safely. This is the first edition of LR’s guidance to clients on cyberenabled ships and is the result of detailed work and consultation with industry and academia. A cyber-enabled ship will consist of multiple, interconnected systems. Due to the rapid pace of technology development prescriptive approaches to risk management are not suitable.

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Shell, Rolls-Royce and MAN sign up for LNGi DNV GL’s new LNG intelligence portal (LNGi) aims to bring stakeholders from across the LNG industry together to share market intelligence and contribute to the uptake of LNG as a ship fuel.

Dr. Gerd-Michael Würsig, Business Director LNG fuelled Ships at DNV GL – Maritime Leading LNG suppliers and engine manufacturers including, Shell, the Marine division of Rolls-Royce and MAN will be some of the first companies to use LNGi. The portal, which was launched today, allows subscribers to assess the availability of LNG fuel for specific trade routes and newbuild projects. It also provides information about current market developments, as well as status updates of other alternative fuels and emissions reduction technologies across every vessel segment. “The LNG industry has been growing rapidly over the past few years, so much so, that it has become increasingly challenging to keep track of all the latest developments.” explained Dr. Gerd-Michael Würsig, Business Director LNG fuelled Ships at DNV GL – Maritime. “This is especially true for shipowners who are considering the option of using LNG in their vessels and want to ensure they have considered all the relevant factors.” LNGi combines market intelligence provided by LNG suppliers and infrastructure owners and DNV GL to create a comprehensive platform for the industry. Lauran Wetemans, Shell’s General Manager LNG Business Development, said “LNGi keeps us in touch with new developments around port infrastructure and additions to the LNG world fleet. This information helps us anticipate the needs of our customers and identify new opportunities.” “Such a comprehensive overview would be difficult for any single company to obtain on its own. LNGi offers shared business intelligence on a much broader scale than previously available and helps give ship owners, who are new to the LNG industry, the confidence they need to move forward with their business plans in this field,” adds Ole Skeltved, Head of Marine Installation Department at MAN Diesel & Turbo.

GTMaritime unveils new email service GTMaritime announced GTMailPlus, a shipboard email system designed to reflect the evolution of maritime communications. Usage of GTMailPlus is already approaching 1,000 ships and builds on the popular GTMail platform in use on over 3,000 vessels. Its development was driven by a need to provide enhanced functionality at a time when shipowners and managers are considering the use of higher bandwidth satellite services. The software is designed to be ‘ship-shore centric’ with improved ease of use from point of installation, to operation, support and reporting, says GTMaritime Managing Director Rob Kenworthy. “GTMailPlus brings together the experience, knowledge and understanding gained over 18 years with GTMail to deliver enhanced functionality with a recognisable interface. Shipowners and managers understand the importance of high quality shipboard email and whatever satellite network they choose, they can be assured that GTMailPlus delivers a safe, secure and reliable connection.”


CLASS NEWS ‘Eyes in the sky’ technology Lloyd’s Register’s first phase of its guidance notes for drones and Unmanned Aircraft Systems (UAS) is launched, giving operators in the energy and marine industries confidence in using UAS for offshore, marine and onshore surveys and in-service inspections. “We are developing these guidance notes to provide a consistent approach to risk in UAS and drone deployment, offering practical operational considerations relating to regulations, personnel, quality, safety, hardware, software and operations,” says Lloyd’s Register’s Chief Technology Officer, Nial McCollam. McCollam highlights: “Technology and innovation in the area of digital data, sensing technologies, unmanned systems and robotics are here to stay. We see an exciting and important journey ahead, and anticipate our efforts to increase and continue.” UAS, commonly known as drones, provide an effective alternative to traditional methods of in-service operational assessment and survey, especially structures and assets at significant heights, difficult to access locations and hazardous environments. Major operators such as Shell and Maersk Drilling are among early adopters of innovative technology with safety and quality as a priority.

RINA Services expands in Middle East RINA Services has an overall fleet of classed yachts of 1,300. Two luxury yachts recently received the final stamp to join the fleet classified by RINA, one of the leading pleasure craft classification companies in the Middle East. To celebrate the event a reception was held during Dubai Boat Show on the 2nd March, which was attended by the major players in the yacht sector. One of the vessels named DUBAI, classed as a luxury mega yacht, is 162m long. The vessel was designed by Winch Design and sails under the UAE flag. DUBAI is ranked as being the third largest and most luxurious mega yacht in the world today. The second vessel classed by RINA is QUATTROELLE, an 86m yacht. The vessel was designed by Nuvolari – Lenard and was built by Lurssen. Both yachts are managed by Platinum Yachts.

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RINA Expands Marine Offering in Germany RINA, recently opened a new office in the heart of HafenCity, in Hamburg on 22 February. Led by Massimo Volta, General Manager Europe, RINA Services, the new office will continue to service foreign clients and use the expansion to support its ever-growing portfolio of German and North European clients. Since the opening of its marine office in Hamburg over 10 years ago, RINA has serviced ships calling at German ports and the German marine equipment manufacturers. Today, the Group is able to provide enhanced marine services and business assurance certification besides consulting engineering, all of which are already appreciated by German and North European major companies. RINA has grown its German classed fleet to 75 ships, accounting for nearly 2,000,000 GT and has an order book of 10 ships accounting for a further 1,500,000 GT, among which are the first ever LNG powered cruise ships for Carnival built by Meyer Werft. We plan to increase our German classed fleet by a further 25% in 2016 and expand our manufacturer portfolio well beyond the 500 clients served so far in Germany. We have a simple ambition: to make RINA a reference partner for the German market said Massimo Volta, General Manager Europe, RINA Services. Ugo Salerno, CEO and Chairman, RINA continued, We have already invested significantly in the German market and will continue to invest year by year, both in competencies and in our teams. This will ensure that we can provide the highly technical, competent support that our clients expect, as we expand here and internationally. With several of our key customers expanding in the region, we saw the importance of consolidating our expertise in Germany and demonstrating our continued commitment to this market. In Germany, RINA has recently strengthened its Plan Approval Centre and launched a brand new Business Assurance office that has hired four local team members in the last two months. This has allowed RINA to support its German clients with new specialist expertise, including Asset Integrity Management and Technology Qualification. The office will cover two floors of the Coffee Plaza Tower and will accommodate a team that has tripled in the last five years to 30 people, who will be led by highly skilled German and Italian managers. Over the next year in the region, RINA plans to launch a brand new Centre of Competence for software and digital supporting tools, strengthen its Passenger Ship Centre of Excellence and Container Ship Centre of Expertise, add specific competence on Mega-Yachts and further develop its Business Assurance Network.​

Republic of the Marshall Islands Maintains Qualitative Edge The Republic of the Marshall Islands (RMI) received preliminary information regarding the United States Coast Guard’s (USCG’s) Qualship 21 list during Intertanko’s North American Panel meeting. The meeting, which took place on day one of the Connecticut Maritime Association’s (CMA’s) Shipping 2016 conference, was the largest attended North American Panel meeting to date. Rear Admiral Paul Thomas, Assistant Commandant for Prevention Policy, USCG presented the preliminary results showing the RMI on the Qualship 21 list for 2016. While these results are preliminary, the final results will be presented in the USCG’s 2016 Annual Report scheduled to be released in early summer. There were 26 eligible flag States in 2015 of which 13 fell off the 2016 Qualship 21 preliminary list. The RMI is the only flag State of the three largest that holds this status. The other flag States that continue on the list include Belgium, Bermuda, British Virgin Islands, Canada, Cayman Islands, Denmark, Gibraltar, Hong Kong, Japan, Republic of Korea, Switzerland, and the United Kingdom. Italy, Mexico and the Philippines are new to the 2016 Qualship 21 preliminary list.


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SHIPPING EVENTS

Ο ετήσιος χορός της Wista Hellas Tην Παρασκευή, 18 Μαρτίου 2016, πραγματοποιήθηκε με μεγάλη επιτυχία και τη συμμετοχή 250 μελών και φίλων, ο ετήσιος χορός του Σωματείου στο ξενοδοχείο Divani Apollon Palace & Thalasso. Η προσέλευση ήταν και φέτος αθρόα και οι καλεσμένοι είχαν την ευκαιρία να βρεθούν και να δικτυωθούν σε μία πολύ φιλική ατμόσφαιρα που ξεκίνησε με ποτά στο φουαγιέ της αίθουσας. Η Πρόεδρος της WISTA Hellas, Αγγελική Χάρτμαν, καλωσόρισε, εκ μέρους του Διοικητικού Συμβουλίου, τους καλεσμένους και τους ευχήθηκε καλή διασκέδαση και μία ωραία βραδιά. Η ευχή της φαίνεται ότι υλοποιήθηκε και με το παραπάνω, αφού οι καλεσμένοι ευχαριστήθηκαν το πολύ ωραίο δείπνο και στη συνέχεια είχαν όλοι την ευκαιρία να κερδίσουν πολλά αξιόλογα δώρα στη λαχειοφόρο που ακολούθησε και τα οποία δώρισαν πολλοί υποστηρικτές της WISTA Hellas. Επιπλέον, η WISTA Hellas «ταξίδεψε» κατά παράδοση με τους καλεσμένους της μέσα από ένα φωτογραφικό και μουσικό ταξίδι της χρονιάς που πέρασε. Η βραδιά συνεχίστηκε μέχρι τις πρώτες πρωινές ώρες με τους καλεσμένους να χορεύουν ρυθμικά στη γεμάτη πίστα.

Ο ετήσιος χορός της Ναυτιλιακής Λέσχης Χίων Μεγάλη ανταπόκριση και αθρόα συμμετοχή είχε ο ετήσιος χορός της Ναυτιλιακής Λέσχης Χίων που πραγματοποιήθηκε στο ξενοδοχείο METROPOLITAN. Οι καλεσμένοι της εκδήλωσης διασκέδασαν με νησιώτικο πρόγραμμα ενώ η βραδιά έκλεισε υπό τους ήχους ακουστικής μουσικής. Στο τέλος της εκδήλωσης πραγματοποιήθηκε η κλήρωση των δώρων της λαχειοφόρου αγοράς, προσφορά από χορηγούς της λέσχης. Ο πρόεδρος κ. Μάρκος Τριπολίτης και το ΔΣ της Ναυτιλιακής Λέσχης Χίων ευχαριστεί τους χορηγούς, υποστηρικτές και όλους τους παρευρισκόμενους στην εκδήλωση.

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Κοπή της πίτας του Chios Marine club Παρουσία πλήθους μελών και φίλων πραγματοποιήθηκε η κοπή πίτας της Ναυτιλιακής Λέσχης Χίων την Τετάρτη 03 Φεβρουαρίου 2016, στην αίθουσα ‘’AEGEAN SEA BALLROOM’’ του Ξενοδοχείου METROPOLITAN. Η εκδήλωση ξεκίνησε με το καλωσόρισμα από τον πρόεδρο της λέσχης κο Μάρκο Τριπολίτη ο οποίος έκανε μία σύντομη αλλά πολύ εμπεριστατωμένη παρουσίαση της λέσχης και των δράσεών της. Ακολούθησε χαιρετισμός από τον δήμαρχο Χίου κο Εμμανουήλ Βουρνούς. Κατόπιν παρουσίασε ο κ. Γεώργιος Λογοθέτης (στέλεχος της εταιρείας G.Moundreas & Company S.A.) τις απόψεις του στο θέμα: ’’Παγκόσμιες Εξελίξεις & η Αγορά των Πλοίων Μεταφοράς Ξηρού Φορτίου’’. Ακολούθησε ομιλία του Δρ. Κωνσταντίνου Ρόκκου (Chairman-CΕΟ της εταιρείας Tst International S.A.) με θέμα: ’’Βέλτιστες Πρακτικές Διαχειριστών Ξηρού Φορτίου στην Παρούσα Κρίση’’.

Η κοπή της πίτας της WISTA Περισσότερα από 80 μέλη συναντήθηκαν για την καθιερωμένη Κοπή Πίτας της WISTA Hellas στο ξενοδοχείο Life Gallery. Ήταν μία εξαιρετική εκδήλωση όπου τα μέλη απήλαυσαν τη ζεστή ατμόσφαιρα και το άνετο περιβάλλον του ξενοδοχείου καθώς και το ωραίο τους φαγητό και ποτά. Η Πρόεδρος του Σωματείου, κα Αγγελική Χάρτμαν, μαζί με τα λοιπά μέλη του Διοικητικού Συμβουλίου, καλωσόρισαν τις καλεσμένες τους και αντήλλαξαν μαζί τους ευχές για το Νέο Έτος. Η κα Χάρτμαν έκοψε, ξεχωριστά, μία μικρή ‘βασιλόπιτα’ για το Σωματείο και τα μέλη του Δ.Σ. και με χαρά ανακοίνωσε ότι το φλουρί έτυχε στον «Άγιο Νικόλαο». Η κα Ζέφη Γκριτζά ήταν η τυχερή στην οποία έπεσε το φλουρί της πίτας για τα μέλη και η οποία κέρδισε μία διανυκτέρευση σε Deluxe Double Room με πρωινό καθώς και ένα Detox anti –jet lag spa διάρκειας μίας (1) ώρας για δύο (2) άτομα στο Orloff Spa στο χώρο του Life Gallery που προσέφερε το ξενοδοχείο. Δύο ακόμα τυχερές, και συγκεκριμένα οι κυρίες Μαρία Σταθοπούλου και Ελένη Θανοπούλου, κέρδισαν δύο επιπλέον δώρα, ένα αεροπορικό εισιτήριο εξωτερικού με επιστροφή και άλλο ένα εσωτερικού αντιστοίχως, μία ευγενική προσφορά και τα δύο του μέλους μας Χριστίνας Μπεζαντάκου και της KEFI S.A. ΦΩΤΟΓΡΑΦΙΑ Από αριστερά: Ιωάννα Τοπάλογλου, Μαρίνα Παπαϊωάννου, Αγγελική Χάρτμαν, Δωροθέα Ιωάννου, Μαρία Σταθοπούλου, Μαρία Μαυρουδή


SHIPPING AWARDS

Οι Υποτροφίες MHI Flue Gas CO2 Capture Process της HELMEPA Awarded Okochi Memorial Technology για το 2016Prize 2017 Η Ελληνική Ένωση Προστασίας Θαλάσσιου Περιβάλλοντος – HELMEPA, τιμώντας τους αείμνηστους Γιώργο Π. Λιβανό, Ιδρυτή της, Καπετάν Βασίλη Κ. Κωνσταντακόπουλο, Επίτιμο Πρόεδρο της, και Σταύρο Νταϊφά, Ιδρυτικό της Μέλος, προκηρύσσει 3 Υποτροφίες, ύψους €15.000 η κάθε μία, για μεταπτυχιακές σπουδές (επιπέδου Master’s), μονοετούς διάρκειας, για το ακαδημαϊκό έτος 20162017, εκτός Ελλάδας, σε χώρα μέλος της Ευρωπαϊκής Ένωσης, στους ακόλουθους κλάδους: • Ναυτιλιακές σπουδές, στη μνήμη του Γιώργου Π. Λιβανού. • Περιβαλλοντικές επιστήμες, στη μνήμη του Καπετάν Βασίλη Κ. Κωνσταντακόπουλου. • Ναυπηγική-Θαλάσσια Μηχανική και Τεχνολογία, στη μνήμη του Σταύρου Νταϊφά. Η Υποτροφία είναι ευγενική χορηγία της κόρης του, κας Ειρήνης Νταϊφά, Ειδικής Γραμματέως του Διοικητικού Συμβουλίου της HELMEPA. Δεκτοί ως υποψήφιοι είναι νέοι/ες μέχρι 27 ετών, οι οποίοι δεν λαμβάνουν υποτροφία από άλλη πηγή, είναι κάτοχοι πτυχίου Ελληνικού Α.Ε.Ι. με βαθμό τουλάχιστον «Λίαν Καλώς» (7,5) δεόντως επικυρωμένο, ενώ λαμβάνεται υπόψη και ο χρόνος απόκτησης του πτυχίου. Άλλες απαραίτητες προϋποθέσεις για την υποβολή αίτησης είναι η προσκόμιση: 1) Βεβαίωσης αποδοχής από το ξένο Πανεπιστήμιο, 2) Πτυχίου ξένης γλώσσας ανάλογα με τη χώρα επιλογής για την πραγματοποίηση των σπουδών και συγκεκριμένα: Αγγλικά: Proficiency of Cambridge ή TOEFL ή IELTS Γαλλικά: Superieur III ή Sorbonne II Γερμανικά: Mittelstufe III Ιταλικά/ Ισπανικά:Superiore 3) Συστατικών επιστολών δύο Καθηγητών του Α.Ε.Ι. από το οποίο ο/η υποψήφιος/α αποφοίτησε, 4) Αντιγράφου εκκαθαριστικού σημειώματος οικ. έτους 2015, και 5) Για τους άρρενες υποψηφίους, του πιστοποιητικού εκπλήρωσης των στρατιωτικών υποχρεώσεων ή αναβολής της στρατολογίας λόγω σπουδών.

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A technology developed by Mitsubishi Heavy Industries, Ltd. (MHI) to capture carbon dioxide (CO2) from flue gases (so called “KM CDR Process™”) has received the Okochi Memorial Technology Prize at the 62nd annual Okochi Memorial Awards from the Okochi Memorial Foundation. The process’s groundbreaking technology was recognized for its superior reliability and economy, its excellent track record in commercial applications, as well as its contributions to carbon capture and storage (CCS) technologies that help mitigate global warming, and to CO2 injection for enhanced oil recovery (EOR) application. MHI’s CO2 capture technology, “KM CDR Process™”, is based on a high-performance chemical absorption process that utilizes KS-1™, a proprietary solvent jointly developed by MHI and Kansai Electric Power Co., Inc. This technology achieves significant reductions in energy consumption compared with existing methods. MHI has been involved in efforts to enhance energy savings and reduce solvent consumption and plant size for over two decades. Since 1999, this technology has been adopted in 11 plants to capture CO2 from the flue gas of boilers fired by natural gas or fuel oil at chemical plants worldwide. This track record has made MHI a global leader in the commercial application of flue gas CO2 capture technology. In collaboration with Southern Company, a major U.S. electric utility, MHI built a CO2 capture demonstration plant with a capacity of 500 metric tons per day (mtpd) at the Plant Barry coal-fired power generation plant in Alabama. This demonstration plant, designed to capture CO2 from coal fired flue gas which typically contains significant quantities of impurities, began operating in 2011 and completed its initial demonstration phase in early 2014. In July, 2014, MHI also received an order for the world’s largest post-combustion CO2 capture system for an enhanced oil recovery (EOR) project in Texas. The project is being led by NRG Energy, Inc., an independent power producer (IPP) in the U.S., and JX Nippon Oil & Gas Exploration Corporation (JX Nippon), a JX Group company based in Japan. Through these significant experiences and achievements, MHI is playing a key role in the commercialization of CO2 capture technology around the world. The Okochi Memorial Foundation is named after Dr. Masatoshi Okochi, a pioneer in the field of industrial engineering. Establishing Okochi Memorial Awards in 1954, the foundation annually awards the Okochi Memorial Foundation Technology Prize to recognize outstanding achievement by individuals or groups working in the fields of production engineering and production technology research and development. MHI’s Masaki Iijima, Senior Chief Engineer, Chemical Plant & Infrastructure Division of Energy & Environment, two MHI engineers, and one researcher were awarded the Okochi Memorial Technology Prize.

Deltamarin’s PCTC design shortlisted for the Ship of the Year award The ‘Höegh Target’, a Post-Panamax PCTC (Pure Car Truck Carrier) of the New Horizon class design developed by Deltamarin in close cooperation with the owner Höegh Autoliners, has again succeeded in boosting its reputation. It is one of the three vessels shortlisted in the Ship of the Year category of the European Marine Engineering Awards. The winning entry will be a vessel that incorporates innovative technical developments that identify it as a landmark vessel. The winner will be selected jointly by a panel of judges and public online voting, and revealed in the Awards Ceremony and Gala Dinner in Amsterdam on April 13, 2016. The New Horizon class vessels are the world’s largest multi-purpose PCTCs intended for worldwide service. These new generation vessels can carry 8,500 car equivalent units and have a deck area of 71,400 m². In addition to the operational performance and safety, the key drivers in the design have been energy efficiency and environmental impact. Much attention has been paid to optimising the hull form in order to combine high cargo capacity and low fuel oil consumption. The emissions of the vessel are estimated to be only half the CO2 per transported unit of a conventional car carrier. ‘Höegh Target’, delivered in June 2015, is the first of the six ships ordered by Höegh Autoliners. The second ship, ‘Höegh Trigger’, was delivered in September 2015 and the third, ‘Höegh Tracer’, in March 2016. The owner will take delivery of the rest of the ships in the next 12 months from the Xiamen shipyard in China.


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INTERVIEW

Arsenios Papatheodorou: Quick adaptation to the new environment is the key for success

What is the future of the Shibulding market? How hard is the competition? What are the changes and how fast they are coming? Read all the answers by an expert in the field Mr. Arsenios Papatheodorou. Finding the correct and suitable shipyard is a difficult task for any Technical Department of a shipping company. How do you think BPCO could offer its services to shipowners in that direction? I will try to answer by giving you an overview of the mentality and background of our company. We are a team with considerable technical experience. Myself as the leader of our group, I have been employed as a superintendent and as a fleet manager in some of Greece’s finest ship management firms. This past experience allows me to have a real insight on how the involved parties such as ship owners, shipyards and technical personnel perceive difficult and daunting tasks such as selecting the right shipyard. This insight has compelled us to develop a business mentality that differs from that of the other brokering firms. We see our role in the shipyard selection and the repair executions not as intermediaries and certainly not as the people who just do marketing and pass emails around in order to get our commission. We are in touch with the shipping industry and we are very well aware that today’s shipping environment has become relentless and unforgiving and the last thing a ship-owner needs today is just another service provider! He needs an ally and that is how we like to think of ourselves.

Arsenios Papatheodorou, Managing Director, BPCO Ltd.

Mr Papatheodorou is the Managing Director of BPCO. He is a qualified engineer (B.Eng., M.Eng. London) with many years of professional experience as an Engineer and Fleet Manager, working in the technical departments of reputable shipping companies in both Greece and the United Kingdom.

Competition is hard and the determining criteria are many, while the market is open and globalised. In this environment, what’s the secret of your company’s success in the shipyard representation field? Well as you very correctly put it, the competition is hard and the market globalized, creating threats and opportunities. Nevertheless, the seasoned ship-owner knows that immediacy is not always the best way to go especially in such a strained, changing marketplace. A threat is easily disguised as an opportunity but the smallest slip or wrong choice today can prove detrimental. That is why our clients prefer to base their decisions on our experience and long lasting relationships with a hand-picked selection of shipyards. Shipping companies basically seek to satisfy their prerequisites. In your opinion, what is the key to a successful project between yard, designer, owner and class? It is no secret that the key to any fruitful long lasting cooperation is being fair, listening and understanding your counterpart’s needs. Cultivating the understanding that we are all on the same team creates a conductive environment which always proves beneficial for all parties involved! For us, being in the center of such cooperation it is essential to gain everybody’s trust in such a way that we will be able to foresee and avoid disagreements that can escalate to jeopardize any project’s outcome. In our days, few are the shipyards that can sustain the required high level quality / price ratio for a long period of time. Is that the story for the shipyards that BPCO represents? I can see your point; It is not only the ship owners that have it bad nowadays, it is all involved in this business, however it is evident to see the standard demanded of the ships keep rising. That means that there will be no cutting corners for anyone and to that extend I cannot stress enough the fact that we we will not cooperate or introduce any shipyard we do not trust. Our mentality is different! I we will not commit to any job just to keep busy. We will undertake any project we or our Principals perform in the best possible way for all involved. A firm’s name is very hard to build but very easy to tarnish and we will not take any chances with our reputation. What do you predict future shipbuilding market developments will be? In today’s market it is very hard to make any predictions and in our business I have seen too many times sages being wrong in their predictions.What is certain is that the fate of shipbuilding market is intertwined with that of the rest of the shipping industry. Changes are coming maybe faster that what most of us have foreseen and as always the players that will prevail will be those who will be able to quickly adapt to the new environment.

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DRY DOCK & AFLOAT SHIP REPAIRS MARINE UNDERWATER SERVICES PANASIA CONTROL SYSTEMS - Ballast Water Treatment System “Glo-En Patrol” - Panox – Pasox Systems - Monitoring Systems - Supply of Genuine Panasia Spare Parts - Worldwide Service Station for Panasia Equipments

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SHIPYARDS

MHI Completes Delivery of “AIDAprima” Mitsubishi Heavy Industries, Ltd. (MHI) completed delivery of the AIDAprima, the first of two large cruise ships being built for AIDA Cruises at MHI’s Nagasaki Shipyard & Machinery Works. A ceremony to mark the occasion was attended by Michael Thamm, CEO of the Costa Group, and Felix Eichhorn, President of AIDA Cruises, representing the new owner, and Shunichi Miyanaga, President and CEO, and Yoichi Kujirai, Senior Executive Vice President and President/CEO of Commercial Aviation & Transportation Systems, representing MHI. The parties signed the formal delivery documents, and the national flag at the ship’s stern was changed from Japan’s Hinomaru to the Tricolore of Italy. After the ceremony the AIDAprima set sail from the Nagasaki Shipyard heading to Hamburg, Germany. The AIDAprima is scheduled to commence its first regular cruise from Hamburg on April 30, including port stops in Rotterdam (Netherlands), Zeebrugge (Belgium), Le Havre (France) and Southampton (United Kingdom). Its official public presentation in Europe will take place at a christening ceremony to be held on May 7 as part of the 827th Hamburg Port Anniversary celebrations taking place from May 5 through 8. Construction of the second of the two ships will now be streamlined leveraging the knowledge gained from building the AIDAprima. “AIDAprima is the first ship of an entirely new AIDA product family. With creativity and great innovativeness, our team has managed to implement our high standards in terms of product quality and environmental friendliness in an exemplary and impressive way. We are extremely pleased with the successful design of the ship, and look forward to welcoming guests aboard her, who are going to be equally impressed,” said Michael Thamm, CEO Costa Group, on the occasion of the ship’s handover.

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Ulstein: Design No. 100 delivered Vroon took delivery of the platform supply vessel ‘VOS Partner’ on 14 January 2016. The #100 OSV design from ULSTEIN is built at the COSCO Guangdong Shipyard. This is Vroon’s third of six vessels of the PX121 design. These PSVs are featuring the patented X-BOW, which provides smoother movements in harsh conditions.VOS Partner complies with ABS class requirements for dynamic-positioning system Class II (DP2) and reduced noise and vibration to satisfy HAB(WB). In combination with the X-BOW® hull line design, these measures guarantee benefits to the charterer in operation and fuel efficiency, as well as higher comfort standards for the crew. With a length of 83.4 metres and a beam of 18 metres, the vessels provide 850 m2 deck space and a load capacity of 4,200 tonnes (dwt). The remaining PX121s will be delivered later this year and all vessels will operate under the management of Vroon Offshore Services, the Netherlands. Upon contracting the vessels, the managing director in Vroon Offshore Services, Jan-Piet Baars, commented: «The PX121 design is part of the new generation of PSVs and it will offer, especially in harsher environments, a unique combination of world class client service delivery, high efficiency and impressive crew comfort.» The numbers behind the ‘headline hundred designs’: - 25 different ship owners - 16 different shipyards - 38 built at Ulstein Verft, 62 at other yards

Serco procures new DAMEN tug Serco has contracted Damen Shipyards Group to build a powerful new tug to support the Royal Navy’s two new aircraft carriers at Portsmouth Naval Base as part of its contract to provide Marine Services to the United Kingdom Ministry of Defence (UK MOD). The vessel will be the first of its type under the UK Flag. The Damen ART (Advanced Rotor Tug®) 80-32 tug will have the manoeuvrability, power (80 Tonnes Bollard Pull) and towing flexibility needed to support the Queen Elizabeth Class Aircraft Carriers. The Damen-built ART (Advanced Rotortug®) 80-32 tug will have the manoeuvrability, power (80 Tonnes Bollard Pull) and towing flexibility needed to support the Queen Elizabeth Class Aircraft Carriers, the two largest ships ever commissioned for the Royal Navy. HMS Queen Elizabeth and HMS Prince of Wales are currently under construction at Rosyth on the River Forth in Scotland. Construction of the tug is also well already underway and Serco expect to take delivery of the vessel in early 2017. Serco currently provides a wide range of marine services to the UK MOD operating out of Portsmouth, Devonport and the Scottish west coast sites at Greenock, Faslane and Kyle of Lochalsh. This includes passenger ferry, towage and nuclear safety support for the Royal Navy and visiting foreign Naval submarines and ships; oil spill response; weapons range safety vessels; pilot transfer; fuel/water/sullage/ sewage; diving training support craft, including therapeutic recompression capability; worldwide support to military training; and NATO Submarine Rescue System, training and deployment platform. The company is the UK’s largest operator of British flagged vessels and this new vessel will bring its total fleet to 115, of which 31 will be Damen-built. The Damen-built ART features a patented Rotortug® propulsion system consisting of three azimuthing thrusters which provide enhanced omni-directional manoeuvrability, and the benefits of a fully redundant and precise machinery configuration. Serco has also specified a number of modifications to the Robert Allan Ltd design to enable her to support the huge aircraft carriers. These include a double drum render /recovery aft winch for redundancy and a foldable mast for safe working under the flight deck overhang. Furthermore, like the previously built tugs, Damen is fitting the 32.9-metre long tug with grey fendering to match the livery of Royal Navy vessels, thus preventing marking of the hulls. They will also be installing controllable pitch propellers instead of the usual fixed pitch propellers found on other ART 80-32 vessels.


ENVIRONMENT

GE, HHI and LR sign project The joint development project was signed in Seoul byGeneral Electric (GE), Hyundai Heavy Industries (HHI) and Lloyd’s Register’s (LR) and is the latest step in the development of gas turbine powered ship designs suitable for deep sea, commercial applications. While gas turbines are a proven technology and have been used at sea in naval ships and high speed craft, as well as in passenger ships, the benefits of gas turbines have not yet been applied to mainstream cargo shipping. This project will develop a design to safely maximise the potential operational benefits of gas turbine systems. Brien Bolsinger, GE VP Marine operations, explains that COGES offers a combination of advantages: “Operational benefits of gas turbines to naval architects, owners and operators include high power in a compact package and design flexibility. The gas turbine is so lightweight – fully 80% lighter and 30% smaller than comparable slow-speed diesel applications – that it can be located anywhere on the ship. “The design will allow for flexible configuration and, with GE’s portfolio of gas turbines, total installed power can easily meet today’s highest requirements. The GE gas turbines can be equipped with a GE Dry Low Emissions (DLE) or single annular combustion system – both capable of meeting Tier III IMO/Tier IV United States Environmental Protection Agency requirements now with no exhaust treatment and no methane slip. The turbines can run on diesel as well as gas, if required – providing further flexibility.” COGES also opens the way for new thinking on maintenance and financing of ships. With gas turbines, for example, finance could be arranged on a ‘power-by-the-hour’ basis and maintenance could see the swapping in and out of an entire gas turbine within 24 hours. These options reduce down time and enable maintenance conditions without getting in the way of ship operations – ideal for the container trades. Byeong-Rok Lee, Senior Vice President, Head of Initial Design Office, Hyundai Heavy Industries, said that he expects technological innovation of the 14,000 TEU class container ship, which is the main product of HHI, will provide a brand new vision for future container ships with enhanced operational efficiency and flexibility from the increased container intake and environmentally friendly dual fuel system provided by the COGES system.

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Marine Solar Power Product Range Announced Eco Marine Power (EMP) today announced that it has finalised its range of marine solar power solutions and related products. The solutions include Aquarius Marine Solar Power and Aquarius MAS + Solar in addition to standalone products such as class-approved marine batteries and marine solar panel frame kits. These products and solutions are suitable for use on ships, offshore platforms and coastal applications. A marine solar power solution from EMP is an integrated class-accepted system that may include a marine computer, battery chargers, batteries, marine-grade solar panels plus interfaces to other equipment and sensors. Each solution can be designed & scaled to suit a wide variety of ships including passenger ferries, cruise ships, tankers, bulk ore carriers and offshore support vessels. Aquarius Marine Solar Power is basically a stand-alone solar power system which is not integrated with other shipboard systems but provides a DC output which can be connected to a DC load or via an inverter to an AC load. Aquarius MAS + Solar includes all the elements of the Aquarius Marine Solar Power solution plus additional hardware and interfaces to fuel flow meters, GPS and other equipment on a ship. This allows the system to record fuel consumption, calculate emissions and monitor main engine revolutions, generator output and a range of other equipment. It can also be expanded to include KEI 3240 Data Logger functions. An Aquarius Marine Solar Power or Aquarius MAS + Solar package is suitable for new-building projects and can also be retrofitted to existing vessels.

LR: Winterwind 2016 At Winterwind International Wind Energy Conference 2016, Lloyd’s Register Consulting’s Terje Nilsen addressed the issue of safety and asset performance in cold climates and explained how the right assessment techniques can help to improve maintenance and ultimately enable wind operators to optimise their assets. The presentation also looked at two case studies focusing on how the wind industry can draw from experience in other industries. Operation in cold climates represents a significant challenge to safe operations and asset optimisation. Snow and icy conditions introduce various risks to wind farm operations: the possibility of ice falling or being thrown from wind turbines, slippery conditions during maintenance work and production downtime due to asset failure. In a worst case scenario, such conditions may cause a significant risk to personnel operating the wind farm, or to third parties nearby. One of Terje’s conclusions was that with the ever-changing business environment, organisations are required to optimise asset performance to meet market specific requirements. In a time where resources are limited and market pressure constantly increasing, operation and maintenance programmes must be careful.

Infographic shows how the Polar Code protects the environment A new IMO infographic illustrating “How the Polar Code protects the environment” has been launched in six languages. It depicts the various environmental requirements and recommendations of the Polar Code relating to oil, sewage, garbage, chemicals and invasive species. Download the infographic in: Arabic, Chinese, English, French, Russian and Spanish. This builds on a previous infographic showing what the Polar Code means for ship safety, available in six languages here. The International Code for Ships Operating in Polar Waters (Polar Code) will enter into force on 1 January 2017 and applies to ships operating in Arctic and Antarctic waters. It provides for safe ship operation and protects the environment by addressing the unique risks present in polar waters but not covered by other treaties.


Monitoring of liquids is in safe hands

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EQUIPMENT

Modernization ABB Turbocharging optimizes service services from network across 8 countries Konecranes give older cranes new life Different industry sectors face a range of challenges. The equipment they depend on must adapt to support new and increased demands or be replaced altogether. Overhead cranes may need an increase in lifting capacity, new safety features, positioning capabilities, or the replacement of components with newer technology. In some instances, the crane may need to be modified or relocated to support an entirely new application or location. Whatever is needed, a modernization may be a viable option to protect and extend the original investment and achieve the benefits of new technology without the cost of purchasing a new crane. Modernization services prolong the economic service life of equipment. A decision to modernize is often based on a need to achieve greater performance and throughput, and sometimes to support an entirely new process. The right modernization provides a fully integrated system that is tailored to the needs of the operation. The most common modernization services are replacement of hoists, controls, trolleys and operator cabins to achieve increased capacity, speed, duty, ergonomics and load control. Konecranes works with customers to provide a detailed analysis of the crane in relationship to its application. Konecranes professionals evaluate the structural integrity of the crane and the condition of all mechanical and electrical components as well as study load and duty requirements and maintenance records. After analyzing all these factors against the required performance needs, Konecranes identifies the most appropriate system upgrade and corresponding modernization plan.

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ABB Turbocharging, part of the leading power and automation technology group, has made major investments at key service locations through 2015 resulting in tangible enhancement to its global maintenance and repair network for 2016 and beyond. The company opened completely new service locations in Amman (Jordan), and Montevideo (Uruguay). Service Stations were also upgraded in Australia; and facilities enhanced for customers in China, Japan, South Korea, Turkey, and the USA. These steps reflect ABB Turbocharging’s continuous strategy to fine-tune service capability in line with customers’ needs. “Maximizing availability and uptime for customers’ applications is a core ABB Turbocharging service commitment. Being as close as possible to the customer enables this, saving them time and costs,” says Philipp Exner, Head of Network Coaching, ABB Turbocharging. “Our global network includes over 100 service stations with no third parties, allowing us to train all our engineers to the same ABB standards wherever they are. We continually review each service station to ensure that it is optimized for location, parts distribution and overall responsiveness.” The establishment of service operations in Amman supports the maintenance of a total of 108 TPL76C34 turbochargers on the engines of the world’s largest internal combustion engine power plant and its smaller neighboring power plant. In Uruguay, ABB Turbocharging has opened a service point in Montevideo, in response to requests from existing power customers for local support. To meet ABB’s global network service standards, the solution involves the dispatch of Service Engineers from the company’s regional hub in Buenos Aires or from Brazil to the Montevideo service point, where they take responsibility for local maintenance and repair. The first project involved a TPL 85 renewal, the challenges of which confirmed the direct benefits of establishing a local presence. Having proven ability to deliver services in a fraction of the time previously needed, ABB Turbocharging is now providing optimized service for customers in Uruguay. “As we see more customers seeking to work with us over the long term through our customized service support offerings, our commitment to offering 24 hour service and 98% spare parts availability becomes increasingly important. These enhancements to our network improve service delivery and the timely execution on which our customers rely,” continued Philipp Exner. “Without exception, our objective is to deliver globally consistent ABB Turbocharging standards of service and spare parts availability at the local level.”

MacGregor signs contract to optimise cargo handling solution for five container ships MacGregor, part of Cargotec, has received an order to provide loose lashings for five 10,500 TEU Hapag-Lloyd container ships under construction in South Korea by Hyundai Samho Heavy Industries. This order builds on a previous contract, which MacGregor announced in September 2015, and completes the vessels optimised MacGregor cargo handling solution. The order was booked into first quarter 2016 order intake. The new container ships are scheduled for delivery to the German owner and operator between October 2016 and May 2017.


EQUIPMENT

Ocenco EEBD replacement saves shipowners 60% Thousands of Ocenco M-20.2 EEBDs from 2002 will need replacing before 1 July 2017 and exclusive distributor VIKING is presenting a hard-to-beat business case, not only for replacing expiring units with exactly the same brand, but also for shipowners replacing conventional air pressured EEBD’s. The company anticipates, however, that shipowners will need to move quickly to ensure supply. Marine safety equipment manufacturer and servicing provider VIKING Life-Saving Equipment is alerting shipowners to the need to replace onboard Ocenco M-20.2 Emergency Escape Breathing Devices (EEBDs) as their 15-year lifespan draws to a close at the beginning of 2017. In July 2002, when SOLAS amendment regulations II-2/13.3.4 and 13.4.3 came into force all vessels had to be equipped with EEBDs. One of the most popular choices among shipowners was the maintenance-free Ocenco M-20.2 Emergency Escape Breathing Device, exclusively distributed by VIKING. Units installed in 2002 are due for replacement by early 2017. Lasse Boesen, VIKING’s Global Manager for the company’s Life-Saving Appliances and Fire Fighting Equipment, explains the particular attraction of the Ocenco M-20.2: “Replacing conventional EEBD’s with an Ocenco unit provides immediate benefits. While it’s marginally more expensive to buy than conventional air pressure EEBDs, the Ocenco M-20.2 EEBD is maintenance-free throughout its lifetime,” he says.

New SIMRAD R3016 12U/6x Radar for Commercial Market Announcing the launch of the Simrad® R3016 12U/6X IMO SOLAS CAT 3 Radar System for the commercial shipping market. The new R3016 12U/6X IMO type approved radar solution is ideal for use aboard CAT 3 SOLAS vessels1, workboats, tugs and coastal fishing boats. Its 12-kilowatt X-Band transceiver and 6-foot open array scanner are designed for high reliability and low maintenance. Alongside the 6-foot array comes the new Simrad R3016, a compact control unit with a 1366x768-pixel high-definition 15.6” diagonal widescreen display. It features a 180mm highly detailed radar PPI that allows ample space for additional vessel data, radar settings and target tracking information. The R3016 12U/6X IMO SOLAS CAT3 system delivers outstanding radar performance for demanding commercial customers. Built around a new generation digital processing user interface, it features enhanced target tracking capabilies, extremely clear target definition, and advanced automated tuning controls delivering a power solution in a compact package. The R3016 integrated keypad and rotary control dial with direct-access button, ensure no-nonsens reliable control of on-screen menus, even in the toughest environment. The new radar system brings a innovative level of simplicity in system design and installation. The R3016 control unit incorporates the display, controls and processor in a single integrated system. Very important for smaller vessels with limited space, as it requires no bulky additional PC processor. Installation costs are further reduced with easily-routed Ethernet cabling and a compact, bulkhead mounted power supply unit. The R3016 control unit conforms to IPX7 water-resistance standards, in addition, the 12U/6X antenna is designed for maximum reliability, driven by a brushless motor, robust mechanical gearbox and transceiver which incorporates a longlife magnetron.

Hempel’s Dynamic delivers fuel savings for Lemissoler Lemissoler Navigation, via its affiliated and managed company Frontmarine Co. Ltd, has achieved significant fuel savings from coating its newbuild 58,500dwt supramax bulk carriers with Hempel’s Dynamic antifouling product. As part of an environmental efficiency drive, Lemissoler has adopted a unique hull design for the new vessels, fitted them with fuel-efficient propellers and coated the undersides with Hempel’s Dynamic antifouling. According to the design specification, fuel consumption was calculated at 24.7 tonnes per day at 14.2 knots in ballast condition. Thanks to the eco-innovations, these vessels in sea trials are achieving a fuel consumption of just 23 tonnes. Lemissoler Navigation has coated four of the eight newbuilds with Dynamic and, based on its successful performance, is planning to coat the remaining four vessels with the same product. Hempel’s Group Product Manager, Andreas Glud, explains why Dynamic has been so successful: “Dynamic is a low friction, hydrolysing silyl acrylate, which gives our customers an outstanding antifouling service and delivers average fuel savings of up to 4 per cent. Our patented microfiber technology, which is integral to this paint, gives it an exceptional mechanical strength that reduces cracking and peeling. Based on the fuel savings demonstrated in these trials, our Dynamic antifouling is a contributing factor to an overall fuel saving of 7 per cent for the new Frontmarine vessels.”

Lemissoler Navigation has coated four of the eight newbuilds with Dynamic and, based on its successful performance, is planning to coat the remaining four vessels with the same product.

The R3016 12U/6X IMO SOLAS CAT3 system will be available Q2 2016.

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EQUIPMENT

Wärtsilä to supply ship design for new type deep water dive support vessel Wärtsilä has signed a contract with Shanghai Bestway Marine Engineering Design Co Ltd to design a new type of deep water dive support vessel. The ship is to be built for China stateowned Shanghai Salvage Bureau (SSB), one of the largest professional salvage companies in China. The contract with Wärtsilä was signed in January. The Wärtsilä design features a unique combination of capabilities, including deep water (6000 metres) salvage operations, deep water pipe laying and construction work, and saturation (SAT) diving operations for 24 divers using two diving bells. SAT diving is a technique that allows divers to reduce the risk of decompression sickness when working at great depths for extended periods of time. All the design features are based on a single platform operating with DP3, the highest class of Dynamic Positioning. When built, this will be the world’s first SAT diving support vessel with Multi-Lay and ultra deep water construction capabilities. “For a complex vessel design such as this involving the needed sub-sea equipment, both extensive experience and broad know-how are absolutely essential. Wärtsilä was selected because of our strengths in both these areas. This contract highlights once again the value of the proven, sophisticated, and integrated system designs that Wärtsilä produces for the global marine market,” says Riku-Pekka Hägg, Vice President, Ship Design, Wärtsilä Marine Solutions. “The new vessel will certainly be the most sophisticated asset in our fleet. It will carry out operations in very deep waters and in often difficult conditions. We believe the Wärtsilä design will meet all our requirements for successful operations,” says Mr Huang Yan, Director of Deep Diving Technology Development Center, SSB.

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MAN Engine to Complement Propulsion Aboard Classic Sailing Vessel MAN Diesel & Turbo has received an order for an MAN 6L21/31 engine to power a newbuilding cadet training sailing ship for the Defence Ministry of the Republic of Indonesia. The engine will be used to power the 110m ‘Kri Bima Suci’ and up to 200 persons on board when not propelled by sail power. The ship is currently under construction at the Freire Shipyard in Vigo, Spain. Lex Nijsen – Head of Four-Stroke Marine – MAN Diesel & Turbo, said: “We’re very happy to have won this unusual order, unusual in the sense that orders anywhere in the world for the building of such a large sailing vessel of 100m and over are few and far between.” He continued: “In this particular case, we enjoy a long and fruitful relationship with the Indonesian Navy, which already uses MAN engine types in its fleet, and – in this respect – an MAN engine was the natural choice for such a fine vessel. I also feel that fulfilling the demands for such an unusual application bears testament to the strength of our medium-speed programme.” Previous experience MAN Diesel & Turbo has prior experience with sailing ship orders and has previously re-engined the 113-m ‘Esmeralda’, a 4-mast barquentine, for the Chilean Navy. Similarly, in 2006, the company reengined the 104-m ‘Fregata Libertad’ for the Argentinean Navy. Such tall ships often have a dual purpose where, besides training new recruits, they are often used in courtesy visits to other countries as, by nature, their presence can be viewed as more diplomatic than that of a modern, naval vessel. The company has had many dealings with the Indonesian Navy in the past and recently signed a contract for the delivery of MAN 20V28/33D STC engines for two frigates due to enter service in 2017. These engines represent a generation change within the Indonesian fleet that has been powered for many years by MAN Diesel & Turbo 28/33D and Pielstick-branded engines. As with the 20V28/33D STC engines, the new 6L21/31 engine will also be built by MAN Diesel & Turbo.

Caterpillar Opens Order Board for new Cat Marine Displays Caterpillar Marine is pleased to announce the open order board for the 7” and 13” Cat® Marine Displays for the commercial and recreational marine market. For recreational purposes, the new 7” and 13” smart displays are designed to integrate seamlessly with yacht bridges. The displays feature intuitive touch screen user navigation, sleek edge to edge glass, optically bonded, anti-glare technology, High Bright performance, IP 66 front & IP 22 rear ratings, and multiple datalinks (2x CAN, 2x Ethernet, 2x USB & 1x RS485). Additionally, the new Cat displays include ABS, BV, DNV, GL, LRS, and ClassNK Marine Society Approvals. Customers can order the new displays from the global Cat dealer network. “The new Cat displays will undoubtedly enhance our customers experience with their Cat power solutions and maximize the ease of vessel operation on the water,” Chad McIntosh, Caterpillar Marine Product Definition engineer noted. “Users will automatically notice improved readability through polarized lenses as well as a host of other benefits.” Display software will support standard Cat marine display features plus, modern graphics, optimized day and night modes with an auto-dimming feature, swipe navigation between multi operator screens, multiple Ethernet cameras, a real time clock, external USB keyboard/mouse support and PDF file uploads. Additionally, it will feature enhanced Three60 Precision features like Station Keeping Activation, Station Keeping GPS position, Three60 diagnostics, Shaft Speed and Bow/Stern thruster percent activation.


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EQUIPMENT

G50ME-C9 Engine Successfully Passes TAT MAN Diesel & Turbo’s G50 engine has successfully passed its Type Approval Test at Mitsui in Japan. Upon entering service, the engine will power the world’s first ethanefuelled eco-friendly LEG (Liquefied Ethane Gas) carrier – the first of three such vessels to be built in China by SinoPacific Shipyard for the German shipowner, Hartmann Reederei. Besides operating on ethane, the flexible ME-GI engine will be able to operate on HFO, MDO and gas oil. Propulsion efficiency will be further improved by employing an MAN Kappel propeller with rudder-bulb system. The G50-type has been developed with an eye on reducing production costs and accordingly features a lower weight and shorter length than its predecessor, while still being able to boast the same power output. The DNV-GL classification society oversaw proceedings in Japan where the engine was tested as an ME-C type running on MGO but its gas system also successfully completed a pressure and function test. The first test and operation on ethane gas will take place after loading in Texas aboard the 36,000 m3 LEG carrier once ethane gas has been bunkered, after which the engine will officially be named a 7G50ME-GIE (Gas Injection Ethane) type. The news of the successful TAT follows the announcement by a JACCAR/Hartmann Reederei joint venture that has ordered another 5 × 85,000 m3 ‘Eco Star 85K’ Very Large Ethane Carriers (VLECs) with each vessel to be powered by a single MAN B&W 6G60ME-GIE main engine. In addition these latest 5 vessels will be IMO Tier III NOx compliant through the use of MDT’s proprietary EGR, Exhaust Gas Recirculation System. This latest order brings the total of ethaneburning ME-GIE engines on order with MAN Diesel & Turbo to eight with, the company reports, more in the pipeline.

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Hiab adds cranes to its renewed T-Series range

“There is a light strong crane for every need in the new T-series. Just select your control system, capacity and the optional features required for the job Hiab, part of Cargotec, adds two additional capacity classes to its renewed HIAB T-Series which includes cranes from 0.9 to 3.5 tonne metre lift capacity. The new cranes are the HIAB T-009, the smallest powerhouse in the range, and the HIAB T-018, a popular size for many different operations. Built for easy mounting on pickups and light trucks, the cranes are used in a vast variety of applications where loading and unloading of equipment and material is required close to a workplace. “We are very happy to complete the HIAB T-Series with these two cranes. The first new cranes in the renewed range were launched last year and have been very well received in the market. The T-series represents the HIAB quality, reliability and robustness while featuring the latest technology, like nDuranceTM, SmartControl and hybrid drive, that really puts these cranes in pole position. They are light cranes with strong advantages,” says Patrik Kvarnlöf, Director, Light Range - Loader Cranes, Hiab. The cranes have a number of features enhancing quality and everyday operation, such as a cast base that is durable and completely sealed to help maintain the quality of the lubricant. The cranes are painted according to the high-tech nDuranceTM painting process to safeguard a long life and a good looking crane over time. The T-Series cranes can be operated on electricity alone, which limits noise in operation and reduces fuel consumption. The power pack is charged whenever the truck engine is running. The SmartControl remote control system adds safety and enables simultaneous crane movements, in addition to providing high precision for manoeuvring and positioning goods for operators who want flexibility and total control. “There is a light strong crane for every need in the new T-series. Just select your control system, capacity and the optional features required for the job. The many variants of frames make it also easy to do tailor-made installation,” Kvarnlöf comments. The new HIAB T-018 crane, featuring HiDuo control system and SmartControl remote control, and the HIAB T-009 will be on display at Bauma Exhibition in Munich, Germany on 11-17 April 2016, stands FN. 921/4 and FN. 1024/1.


EQUIPMENT

ABB’s Azipod propulsion selected for a 100+ meter long luxury superyacht ABB will deliver electrical propulsion and power systems to a new luxury superyacht. The 100+ meter LOA vessel, Zoza (working title), is scheduled for delivery in 2018 and will be built by Benetti shipyard in Livorno, Italy.The owner of the ship selected ABB’s Azipod propulsion at an early stage of the design process, after prioritizing energy efficiency and passenger comfort. The vessel will feature two Azipod C propulsion units which will bring maximum maneuverability whilst producing minimal noise and vibration. “ABB was chosen because of its vast experience in the passenger vessel field and global service network. We have worked with ABB in earlier projects and have become convinced of the many benefits of Azipod propulsion and life-long support for our yacht”, says Andrew North, the Owner´s Advisor. The end result of the project is a high technology solution with six main engines and an electrical power plant, with the option to connect with a battery plant. Zoza will be one of the first yachts in the world with this solution. “We are very proud that the owner and the yard chose ABB to deliver the electric power and propulsion systems for this yacht. We believe that Azipod C will fit perfectly for the concept of one the world´s innovative and energy efficient superyachts”, says Juha Koskela, Managing Director for ABB’s marine and ports business. “We are very pleased to continue our decade long business relationship with ABB. Through the years they have provided excellent support and we are convinced this productive partnership will continue with this superyacht as well,” says Vincenzo Poerio, CEO of Benetti.

Wärtsilä supporting Japan’s ‘gas age’ shipping sector A total of 16 new gas carrier ships being built in Japan for Japanese owners are to be powered by Wärtsilä dual-fuel engines capable of running on liquefied natural gas (LNG) or conventional diesel fuels. Wärtsilä’s depth of experience and technological capabilities in gas fuelled propulsion solutions, were cited as being key factors in the award of these contracts. The contracts were all placed between the second half of 2014 and December 2015. The orders specify 20 nine-cylinder, 25 six-cylinder and 16 eight-cylinder Wärtsilä 50DF dual-fuel engines. This total of 61 engines that will be running primarily on LNG represents a notable expansion of Japan’s gas fuelled merchant fleet. These will be the first Wärtsilä 50DF engines delivered for Japan’s LNG carrier market. The first of the Wärtsilä machinery was delivered at the end of December 2015.

Rolls Royce to equip stern trawler Norwegian shipbuilder Kleven has announced a contract for a state-of-theart fishing vessel to be designed and equipped by Rolls-Royce. The vessel which is a stern trawler has been ordered by French fishing company Compagnie Des Peches Saint-Malo S.A. & SAS Comptoir Des Peches D’Europe Du Nord – Euronor. The vessel owner has decided on a highly innovative vessel concept of Rolls-Royce NVC 374 WP design. Among its features is an onboard factory for the production of fish filets, and has a storage capacity of 1,400m3. There’s also a 550m3 fishmeal storage hold. The vessel is scheduled to be delivered from the yard in September 2017.

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LNG NEWS

Poseidon Med continues towards a new era for LNG bunkering The successful completion of the first phase of the Poseidon Med project was confirmed and, at the same time, the next stage Phase II was launched at an event at the European Parliament in Brussels. A ceremony held in the European Parliament gathered to formally conclude the initial Poseidon Med project and initiate Poseidon Med II. The event brought together Members of the European Parliament (MEPs), Member States’ Permanent representatives, delegates from the European Commission, industry participants, as well as the Poseidon Med project partners. The focus of the event was to bridge the two phases of the project by highlighting the key outcomes of the first phase and presenting the way ahead regarding the use of LNG as marine fuel in the Eastern Mediterranean area. The kick-off of Poseidon Med II was signified with the official launch of the new project logo, which reflects the continuation of a transition towards a greener marine fuel. Members of the European Parliament underlined the importance of the potential for gas to fuel a cleaner, better connected future in the Mediterranean, driving maritime technology development and economic opportunities. The foundation has been set now to drive the industry towards LNG fuelled ships entering into operation, supported by LNG bunkering infrastructure in the area, within the next 5 years.

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DNV GL new rule sets for LNG fuelled bulkers ESL Shipping’s new dual-fuelled bulk carriers will not only be the first large LNG-fuelled bulkers, but the first vessels constructed to the new DNV GL rule set. Due for delivery in early 2018, the two highly efficient 25,600 dwt vessels are optimized for trading in the Baltic Sea region. “It is fitting that the first vessels that will be constructed to the most forward looking set of classification rules are themselves at the cutting edge of maritime innovation,” said Knut Ørbeck-Nilssen, CEO of DNV GL – Maritime. “We have created these rules to be ready for the future and we have long pioneered the use of LNG as a ship fuel. To see these two come together in a double first for the industry is a remarkable moment. We look forward to working with ESL, Deltamarin, Sinotrans & CSC Qingshan Shipyard and all the project partners to make this project a success.” “We are proud to be the world’s first shipyard applying the new and innovative DNV GL rules for a newbuilding, just two months after DNV GL has launched its new rules in October this year,” said Liu Guangyao, Deputy General Manager of Sinotrans & CSC at the Marintec China Trade Fair recently. “We appreciate the support that DNV GL has committed to provide on the project during both the design and construction phase, especially in a project with many advanced extra class notations. We are looking forward to a close cooperation and a successful delivery.” Featuring the Deltamarin B.Delta26LNG design, the two highly efficient ships will feature dual-fuel main and auxiliary machinery, resulting in CO2 emissions per ton of cargo transported half that of present vessels. The bulk carriers will be built to the new DNV GL rules for general dry cargo ships with DNV GL ice class 1A and will have type C LNG tanks of approximately 400 m3 capacity enabling bunkering at several terminals within the Baltic region. The B.Delta26LNG has a shallow draft of maximum 10 m, an overall length of 160 m, and a breadth of 26 m. “We are very excited to have been selected to take part in this ground breaking project,” said Morten Løvstad, Business Director Bulk Carriers at DNV GL. “Being asked to work with such an innovative team as the classification partner is a testament to the creativity and hard work that so many colleagues at DNV GL have invested in the new rule set. These vessels will set new standards for efficiency and environmental performance. They are an important step forward in showing how shipping can be a force for sustainability today and in the future.”

Höegh LNG : Putting FLNG activities on hold Höegh LNG Holdings Ltd. (“Höegh LNG” or the “Company”) today announced its decision to put all FLNG activities on hold and to allocate all resources and capital to its core business; FSRUs, because this is where the Company sees the highest return on invested capital and the most promising market prospects. The Company’s decision is a consequence of the oversupplied LNG market and deteriorating energy and financial markets, which mean that investment decisions for new LNG production facilities, including the FLNG segment, will continue to be challenging for the foreseeable future. However, the market conditions for FSRUs continue to be favourable driven by the strong growth in new LNG supplies at very competitive prices. The Company sees a high level of project activity for new FSRU projects, promoted by both LNG producers as well as LNG importers and downstream gas consumers. Höegh LNG will not engage in further new FLNG developments, however, will complete its obligations towards existing FLNG customers. All FLNG employees will be transferred to the FSRU business. The Company has consequently decided to impair the book value of its FLNG assets for an amount of USD 37 million in the fourth quarter of 2015. These intangible assets are substantially all related to the offshore FLNG FPSO FEED study that the Company completed in 2009, prior to the IPO in 2011. Furthermore, the strategic change is expected to lead to a reduction in annual net SG&A expenses of approximately USD 3 million going forward. Sveinung J.S. Støhle, President & CEO of Höegh LNG, stated “given the overall market outlook for LNG and the current state of the financial markets, we believe focusing solely on FSRUs is financially and commercially the best strategy for Höegh LNG. We are fully committed to build on our position as the leading FSRU provider, and will take this opportunity to sharpen our focus and strengthen our FSRU team to ensure that we reach our ambition of growing our fleet to 12 FSRUs by 2019.”


LNG NEWS

Expansion of the Alfa Laval Test & Training Centre Security through technology

The challenges involved with gas are nearly as great as the benefits. LNG poses additional environmental difficulties due to the methane and other greenhouse gases that evaporate from it, no matter how it is stored or transported. Moreover, all gas fuels are a serious explosion hazard, requiring sophisticated equipment for safe handling and treatment. At the Alfa Laval Test & Training Centre, existing solutions to these challenges will be refined – and new ones developed. “There are key processes that become significantly more complex when LNG is involved, which means the technologies on board must be even more advanced,” says Lars Skytte Jørgensen V.P. Product Centre Boilers at Alfa Laval. “The Alfa Laval Test & Training Centre ensures that our diesel-related equipment is the most proven on the market, and with the new expansion, it will do the same for our gas-related solutions.”

The Alfa Laval Test & Training Centre in Aalborg, Denmark will soon be expanded to five times its current size. This extraordinary development, focused on LNG and other alternative fuels, will address new challenges and possibilities for marine customers as they strive to meet environmental and energy targets. The expansion will create the world’s most advanced test centre for environmental and combustion technology – regardless of fuel type. Opened nearly two years ago, the Alfa Laval Test & Training Centre is a cornerstone of customer-focused technology development. It is already a massive facility, boasting a 250 m2 testing space where a 2 MW diesel engine and equipment from all of Alfa Laval’s marine product groups create the closest possible simulation of a full-sized commercial vessel. Now it will be expanded with an additional 1100 m2, dedicated to environmental and combustion technology in burners and heating systems for vessels using LNG and other alternative marine fuels. The wider operations are expected to begin at the turn of the year 2016-2017. “LNG and other fuel alternatives will play a key role in meeting the marine industry’s environmental and energy challenges,” says Peter Leifland, head of Alfa Laval’s Marine & Diesel Division. “Through the expansion of the Alfa Laval Test & Training Centre, we will support this shift with cutting-edge technology development.”

Preparing the way for LNG

As Leifland suggests, the expansion of the Alfa Laval Test & Training Centre is in step with the new direction being taken by many ship owners. In just 15 years, it is expected that 7000 vessels will be sailing with LNG, compared with a mere 500 today. “This is a remarkable change, driven in part by the successive tightening of NOx and SOx regulations by IMO,” says Bodil Nielsen, Test & Training Centre Manager. “LNG is an attractive solution, because it reduces NOx by 85-90% and virtually eliminates SOx.” By moving from petroleum-based fuels to LNG, vessels can cut greenhouse gas emissions by 20% overall. However, as Nielsen points out, “Advanced technology is a prerequisite for making the switch.”

Innovation on multiple fronts

The expanded facility will be the only one of its kind where environmental technologies for all types of fuels can be tested. Moreover, it will promote development from a range of perspectives. As in the existing diesel testing space, interactions and synergies between process lines will be explored in the gas testing area. As an example, Jørgensen points to the combustion of evaporated greenhouse gases from LNG. “While the gases have to be burned to minimize environmental impact, we will develop the best technology for doing it safely – and for using the energy to provide heat and propulsion,” he says. “By looking not only at the environment, but also at energy efficiency and economy, the Alfa Laval Test & Training Centre will ensure that Alfa Laval is the clear choice for customers who make the transition to gas-powered ships.”

Cementing leadership in environmental and fuel technology

The expansion of the Alfa Laval Test & Training Centre, which is supported by the Danish Maritime Fund, will also provide new opportunities to collaborate with customers and cooperation partners. Such collaborations have been instrumental in many areas, such as the development of flagship environmental systems like Alfa Laval PureNOx, Alfa Laval PureSOx and Alfa Laval PureBallast. Combined with the centre’s unique physical capabilities, deepened collaboration will strengthen Alfa Laval’s position as the marine expert in environmental and fuel technology. “Alfa Laval is the only company in the world to offer the complete package of environmental and combustionoptimizing systems for the shipping industry,” says Jørgensen. “Because we contribute to so many vital aspects on board, we are fortunate to have many who wish to be involved with our research and development.” “The Alfa Laval Test & Training Centre today is a focal point for advanced development of diesel fuel systems and related environmental technologies,” adds Bodil Nielsen. “With the new expansion for gas, it will have the same strong role when it comes to LNG and other fuels. The gas revolution is here, and Alfa Laval will be at the cutting edge.”

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LNG NEWS

Chevron Achieves First LNG Production at Gorgon Chevron Corporation (NYSE: CVX) announced it has started producingliquefied natural gas (LNG) and condensate at the Gorgon Project on Barrow Island off the northwest coast of Western Australia. The first LNG cargo is expected to be shipped next week. “We expect legacy assets such as Gorgon will drive long-term growth and create shareholder value for decades to come,” said Chairman and CEO John Watson. “The long-term fundamentals for LNG are attractive, particularly in the Asia-Pacific region, and this is a significant milestone for all involved.” Chevron is positioned to become a major LNG supplier by 2020. In particular, Chevron’s Australian projects are well located to meet growing demand for energy in the Asia-Pacific region and more than 80 percent of Chevron’s Australian subsidiaries’ equity LNG from the Gorgon and Wheatstone projects is covered by sales and purchase agreements and heads of agreements with customers in the region. “We congratulate the Gorgon workforce on this achievement,” Watson continued. “This is the result of the collaboration of hundreds of suppliers and contractors and many tens of thousands of people across the world during the project design and construction phases.” The Gorgon Project is supplied from the Gorgon and Jansz-Io gas fields, located within the Greater Gorgon area, between 80 miles (130 km) and 136 miles (220 km) off the northwest coast of Western Australia.

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DNV GL at CMA Shipping – What’s next for LNG In a presentation at CMA Shipping 2016 in Connecticut Dr. Gerd-Michael Würsig, Business Director LNG fuelled ships at DNV GL – Maritime, looked at some of the current issues in the LNG industry and provided an overview of what DNV GL is doing to support growth in this segment. “The main drivers, in order of importance, are price, availability, and of course legislation. LNG as a fuel has the potential to become the most important fuel solution for environmentally sustainable shipping over the next few years,” explained Würsig. In a low cost market with a vast number of liquefaction plants commissioned or under construction, DNV GL expects global LNG production to grow by around 40 percent over the next four years (as compared to figures from 2014). Looking ahead, DNV GL expects the overall use of alternative fuels to increase, including LNG, methanol, and other new fuels produced from natural resources. The challenge will be aligning partners across the industry and regulators around the world. To set the stage for safe operations a set of LNG rules were developed by DNV GL early on, introducing the first gas fuel rules in 2001 for ferries being built in Norway. “It is clear that operators and owners are looking to regulators and class societies for guidance. Throughout the week, we’ve repeatedly heard that companies are ‘learning as they go.’ DNV GL’s notations on gas fueled ships are the most advanced available and address the global picture,” explained Paal Johansen, DNV GL’s Executive Vice President for Region Americas. Currently, there are roughly 160 ships in operation and on order worldwide. “We are very pleased to see the significant growth within the LNG industry in the Americas. Looking at the newbuilding projects, 25 percent confirmed they will operate in American waters, which means this region will be second only to Europe in terms of LNG operations. DNV GL is committed to supporting operators and suppliers and will continue to deliver solutions to drive growth in the market,” Johansen added. One of these solutions is DNV GL’s new LNG intelligence portal (LNGi). Released Monday, March 21, it aims to bring stakeholders from across the LNG industry together to share market intelligence and contribute to the uptake of LNG as a ship fuel. The portal allows subscribers to assess the availability of LNG fuel for specific trade routes and newbuild projects. It also provides information about current market developments, as well as status updates of other alternative fuels and emissions reduction technologies across every vessel segment. Leading LNG suppliers and engine manufacturers including, Shell, the Marine division of Rolls-Royce and MAN will be some of the first companies to use LNGi.

Qatargas and Maersk sign agreement for LNG marine propulsion technology The world’s largest LNG exporter Qatargas has signed a technical collaboration agreement with the Maersk Group to explore opportunities related to the use of LNG marine propulsion. It is estimated that the use of LNG propulsion can lead to a potential reduction in CO2 emissions of 25% compared to the use of conventional shipping fuels. The technical collaboration agreement, letter of intent, between Qatargas and the Maersk Group was signed by Mr. Khalid Bin Khalifa Al-Thani, Chief Executive Officer of Qatargas, and Mr. Nils S. Andersen, Chief Executive Officer of the Maersk Group, during a ceremony in Doha, Qatar. In addition to the technical collaboration agreement, a second agreement, a memorandum of understanding, was signed between Qatargas, Maersk Line and Shell International Trading Middle East Limited to evaluate LNG as a marine fuel. “Qatargas has a proven track record of technology innovations for different uses for LNG. In an ever changing industry, innovation becomes even more important to remain competitive. We look forward to pursuing this partnership with the Maersk Group, in order to explore new or improved technology for Qatar’s LNG carriers and at the same time being able to contribute to the development of alternative cleaner fuel technology for vessel operators” says Mr. Khalid bin Khalifa Al Thani, CEO of Qatargas.


High reliability. More uptime to keep you moving.

Designed to maximize application uptime, the A100-M series comprises state-of-the-art turbochargers, for those current generations of HFO-burning medium-speed, four-stroke engines requiring a combination of: very high compressor pressure ratios, very high turbocharging efficiency, and very wide compressor maps. It supports dual-fuel operations, allowing choice of fuel most suited to the application. Fuel consumption and emissions can be significantly reduced, with no compromise on performance or operational flexibility. Find out what we can do for your application: www.abb.com/turbocharging

ABB at Posidonia Hall 2 | Stand 2.211

ABB SA Turbocharging 13th km Athens-Korinth National Road 12462 Skaramagkas Phone: +30 210 42 12 600 E-mail: turbo@gr.abb.com


CASE STUDY Minerva Marine

Minerva Marine Case Study

BMT SMART Verifies and Enhances Minerva Marine Energy Saving Practices

The requirement With the investment in and implementation of energy saving strategies, Minerva Marine required an accurate and robust way of measuring and verifying the savings and payback time achieved. To achieve this, Minerva required a system that could support the collection and analysis of large quantities of onboard data over extended periods of time. This data would then be used to optimize fleet performance and operations by improving the monitoring of vessels, voyages and the fleet operational costs.

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The BMT SMART approach BMT approaches the data collection and analysis in a holistic way by combining data collected automatically onboard Minervaâ&#x20AC;&#x2122;s vessels with data ashore such as accurate Hindcast Metocean data. BMT hardware easily integrates with the on-board automation systems and synchronizes them with a cloud-based database. The installation on both Minerva vessels went smoothly and were completed both ontime and on-budget.

Outcomes and Benefits The BMT system has enabled Minerva to move on from a traditional way of monitoring vessel performance to a highly sophisticated data acquisition scheme. This eliminates human errors as the manual entries are minimal. The end result is that fleet operators are provided with high quality & quantity of automated data. The BMT system has given Minerva a competitive advantage in the chartering market because the system enhances Minerva's energy efficiency profile attracting chartererâ&#x20AC;&#x2122;s interest.

BMT SMART E-mail:enquiries@bmtsmart.com Web: www.bmtsmart.com


CASE STUDY Minerva Marine

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OFFSHORE

Subsea 7 awarded contract offshore UK Subsea 7 S.A. (Oslo Børs: SUBC, ADR: SUBCY) today announced it has secured a sizeable(1) extension to the existing contract by BP Exploration Operating Company Limited, for the provision of Subsea Construction, Inspection, Repair and Maintenance (IRM) services in the North Sea. Under the terms of this agreement, Subsea 7 will provide BP with an additional two years of cost-effective IRM delivery, extending the contract to 2019. This is the continuation of the long-standing relationship between Subsea 7 and BP that has been in place since 1998. It covers the maintenance of the Schiehallion, Loyal, Foinaven and East Foinaven fields west of Shetland and will provide increased operational value and return for BP and its joint venture partners in the respective fields (Shell, OMV, Marathon Oil and Faroe Petroleum). Project management and engineering work will be managed from Subsea 7’s Aberdeen office. Phil Simons, Vice President UK and Canada, said: “We are pleased to extend our delivery of IRM services for BP’s west of Shetland developments. In the current commercial environment our track record in IRM and in-house capability for remote tooling design, build and operation, ensure we continue to offer low-cost solutions and respond to our client’s challenges and needs. We look forward to working with BP on maximising the production objectives for their operated fields.”

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ABS to Provide Certification for Offshore Scotland Wind Farm ABS Group Ltd., a leading provider of project certification and quality assurance services for offshore wind assets, has received a contract to provide third-party certification and design verification services for Hexicon AB for the planned Dounreay Tri Floating Offshore Wind Farm demonstrator project in Scotland. The Dounreay Tri Project, expected to be operational in 2018, is being developed by Hexicon and its partners to pilot a novel floating foundation design for offshore wind. When completed, the project will consist of two wind turbines, up to 6 MW each, mounted on Hexicon’s platform that will be located offshore northern Scotland. According to Hexicon, the platforms allow wind turbines to be deployed efficiently in remote areas where winds are stronger and more stable and the platforms are not limited by water depth. Wind energy parks can therefore be operational out of sight and in areas where the environmental impact is minimal. ABS Group’s certification scope will cover independent verification of the design basis, detailed design, manufacturing inspections, installation supervision, commissioning supervision and in-service inspections. Work has commenced with ABS Group providing preliminary planning and advice in support of Hexicon’s development process and will continue in subsequent certification phases over the duration of the project. “We are excited to have engaged ABS Group in the Dounreay Tri Project,” says Marcus Thor, Project Director at Hexicon. “In a groundbreaking project like this, it is important to have partners with verification and certification experience working with novel technology developments in addition to vast experience within the offshore industry.”

DEME’s multipurpose vessel ‘Living Stone’ To further strengthen its position in the offshore renewable power generation & transportation market, DEME has started the construction of the multipurpose vessel ‘Living Stone’. The vessel is being built by the Spanish shipyard LaNaval near Bilbao where recently the keel laying ceremony took place. The ‘Living Stone’ will be delivered in 2017 making it another DEME vessel equipped with dual fuel engines, in addition to the self-propelled jack-up vessel ‘Apollo’ and 3 other hopper dredgers that have been ordered. The multipurpose vessel ‘Living Stone’ will be the most advanced in its class. The vessel features DP3 (Dynamic Positioning 3) capability together with an important total loading capacity of 12.500 tons. It will be equipped with two large 5.000 tons cable/umbilical carrousels arranged below deck allowing for a free deck space of ca. 3500 m² which accommodates the modular cable/umbilical handling systems, remotely operated vehicles (ROVs), the subsea trenching tool CBT 1100 and the fall-pipe system. A central moon pool of 7,7m by 7,7m and the installation of a 600 ton crane for subsea installation and removal complete this arrangement. The new vessel will be able to accommodate up to 100 people and will serve transport and installation projects as well as offshore power cable and umbilical installation, interconnectors for the future European super grid amongst others. Dual fuel The ‘Living Stone’ has been designed as an environmentally friendly vessel with ‘dual fuel’ main engines with LNG being its prime fuel. In order to operate the vessel with the lowest possible fuel consumption while also keeping CO2 and NOx & SOx exhaust emissions to the strictest minimum, LNG as fuel and biodegradable grease and oil will be used combined with heat recovery. The ‘Living Stone’ will also have a Green Passport and the Clean Design Notation awarded to owners and operators who choose to design and operate their vessels in an environmentally sustainable manner. The aim is to reduce the vessel’s emissions and waste so that the overall environmental burden from shipping is reduced.


OFFSHORE

Gibdock mobilises world’s largest windfarm jack-up Gibdock has confirmed its role as one of the offshore industry’s pre-eminent shiprepair and conversion yards through its selection for the afloat mobilisation of Seajacks Scylla, the largest and most advanced windfarm installation jack-up ever built. Following delivery to Seajacks by Samsung Heavy Industries at the end of 2015, Scylla was discharged to Gibraltar waters from the heavylift transporter Osprey before being towed into Gibdock for reactivation works at the yard’s South Mole. “This is a remarkable acknowledgement of Gibdock’s emergence as a yard of choice for owners wishing to mobilise offshore assets,” said Richard Beards, Managing Director, Gibdock. “Our location at the gateway to the Mediterranean and our accreditation for offshore work are proving pivotal for owners in the high specification offshore industry. The arrival of this state-of-the-art jack-up also demonstrates that the sector’s true innovators recognise Gibdock as their first option for quality workmanship and on time completion.” Kevin Alcock, Seajacks Vice President New Build Projects, said: “We are very pleased with the assistance given by Gibdock in the successful reactivation of Seajacks Scylla following delivery to Europe. Gibdock has proved to be a very competent and flexible shipyard. We look forward to working with them again in the future.” Seajacks Scylla completed reactivation in record time (five days) and departed for Great Yarmouth (UK) in preparation for starting her first contract with on the Veja Mate offshore windfarm in March, off the coast of Germany.

ABB wins order to connect the world’s largest offshore wind farm to UK grid ABB has won an order worth more than $250 million from Danish energy company DONG Energy to deliver a 220-kilovolt (kV) high-voltage cable system that will connect the Hornsea Project One Offshore Wind Farm in the North Sea to the UK mainland grid. This is the third project that ABB will execute for DONG Energy, following the Burbo Bank Extension and Walney Extension links in the Irish Sea. Hornsea Project One will be the world’s largest capacity offshore wind farm, capable of generating 1.2 gigawatts of renewable energy and bringing clean electricity to well over one million UK households. ABB will supply alternating current (AC) submarine cable systems for the Eastern and Western circuit, which will transmit power across a distance of around 120 kilometers from the wind farm to the east coast of the UK. The over 400-square-kilometer wind farm will contribute to a significant increase in the production of clean power from offshore wind. This will reaffirm the UK’s position as the world’s leading offshore wind power contributor and take the country closer to its target of achieving 30 percent of its total energy production from renewable sources by 2020 and reducing carbon dioxide emissions. The wind farm connection is scheduled for commissioning in 2019. “High-voltage cable links are playing a key role in transmitting clean power to millions of people, efficiently and reliably” said Claudio Facchin, President of ABB’s Power Grids division.

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MARINE AUTOMATION

Høglund Marine Automation AS

Designed to perform – by marine engineers for marine engineers Article by Mr. T.A Eiken V.P Sales & Marketing Høglund Marine Automation AS has been traditionally focused towards offshore supply, ferries and fishery. The last 5 to 10 years we have shifted the focus to include LNG fueled vessels, LNG bunkering barges, LNG Carriers, Chemical Tankers and Product Tankers.

Why should you select Høglund Marine Automation?

Designed to perform – by marine engineers for marine engineers Key focus area for Høglund Marine Automation is the end user. The system should be designed in accordance with high expectations towards sophisticated functions, at the same time it should be easy to operate and use as a fault finding tool for all interfaced components. This has been taken care of when it comes to practical build-up of mimic pictures, play-back of all signals in the system and remote located I/O cabinets close to the actual process. The Høglund Marine Automation system is built up by Høglund’s own developed Operator Station, ABB Control Builder, ABB Controllers and ABB I/O modules all connected with redundant control network. -Høglund Marine Automation Operator Station: o Marine approved HP computers o Hatteland screens - ABB Control Builder: o Wide range of powerful control solutions and reusable libraries for efficient configuration o Easy and fast programming in all IEC61131-3 languages o Create function blocks from C code o Parameterization of all PLC I/O, network and fieldbus modules with specific devices editors o Diagnostics is set up automatically for online monitoring of inputs and outputs - ABB Controllers o Full modularity and flexibility for all environments for future expansion of control applications o Robust design and redundancy options in all critical areas of the controller and its components eliminate single-point failures and secure maximum availability o Supports a broad range of I/O products that can be integrated into a spectrum of industrial processing applications - ABB I/O Modules o S800 I/O is a comprehensive, distributed and modular process I/O system that communicates with parent controllers over industry-standard field buses o Its broad connectivity fits a wide range of process controllers from ABB and others o By permitting installation in the field, close to sensors and actuators, S800 I/O reduces the installation cost by reducing the cost of cabling. o Features such as “hot swap” of modules, “on-line” reconfiguration and redundancy options, it contributes to keeping operation - and thereby profits up.

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Since Høglund Marine Automation has a practical approach towards the marine automation industry we have a very strong position towards retrofitting of all types of automation systems. 30 to 40% of the Høglund business is related to retrofitting 10 to 20 years old automation systems. We can re-use sensors, cables and cabinets and install new controllers, communication network and operator stations. With our team we can offer a turnkey solution ensuring the owner no hidden cost elements. Høglund Marine Automation can offer an Integrated Automation Control System: - Alarm Monitoring System (AMS) - Power Management Systems (PMS) - Energy Management Systems (EMS / SEEMP) - Emergency Shutdown Systems (ESD) - Helipad Monitoring Systems (HMS) - DP Systems through our partner Marine Technologies LLC. - Integrated sub-systems - Extended reference list with more than 400 vessels Key benefits fulfilling customer expectations are: - Competitive Market price - Open Architecture - Low Total Cost of Ownership - Worldwide service network - Remote connect for system analysis, fault finding and service

Høglund Marine Automation AS is a privately owned company producing standardized and customized Marine Automation system. In over two decades we have delivered Automation and Power Management Systems based on our own technology. In house design and production facilities in Norway and offices in Romania, Korea and Singapore have been established the last years to run projects and service closer to the shipyards and ship owners.


Visit us at Posidonia 2016

Hall 3 Stand 105


SAFETY

VIKING parades top safety offerings at Seatrade Cruise Global 2016 Marine safety equipment leader VIKING Life-Saving Equipment will appear in force a Seatrade Cruise Global 2016, displaying both innovative products and services that are proving popular with shipowners around the world.

The LifeCraft™ – a revolutionary hybrid

VIKING’s new super-sized, flexible evacuation system is a revolutionary hybrid that brings together the best of lifeboats and liferafts in one. The VIKING LifeCraft™ system combines all of the advantages of modern lifeboats such as self-propelled maneuverability - with the flexibility, comfort and smaller footprint of today’s liferafts. “This is a product that completely changes the lifeboat vs. liferaft discussion - at least when it comes to high-capacity evacuation systems,“ says VIKING director Niels Fraende: “The VIKING LifeCraft™ system enables rapid, mass evacuation with maximum safety for passengers and crew.” The LifeCraft™ system consists of two main elements: The LifeCraft™ survival craft – a self- propelled inflatable vessel with four engines for a high degree of maneuverability and safety; and a stowage and launching unit, either placed on deck or built in, containing up to four LifeCraft™ crafts with a capacity of 200 persons each - for a total capacity of 800 persons. There is a gangway for stretchers, if needed. A miniature model of the LifeCraft™ as well as a 3D video of the system will be showcased at Seatrade Cruise Global 2016 VIKING LifeCraft™ welcomed at IMO Last year, VIKING took an important step on the road to gaining approval for the VIKING LifeCraft™. The concept was presented to the International Maritime Organization’s SubCommittee on Ships Systems and Equipment in London, with the full support of the Danish Maritime Authority. With full prototype testing of the LifeCraft™ nearly complete, the audience heard that the system has been performing in line with expectations.

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Hapag Lloyd and the Watchdog program for 2015 Hapag-Lloyd registered considerably more incorrectly declared dangerous goods last year, compared to 2014. The Watchdog program developed jointly by Hapag-Lloyd’s IT and dangerous goods experts – a special safety software that continuously checks cargo data to identify anything conspicuous identified 4,314 incorrectly declared dangerous goods cases last year. This is an increase of 65 percent on the previous year’s figure of 2,620 cases. Hapag-Lloyd’s dangerous goods experts looked into more than 236,000 suspicious cases picked up by the safety software in 2015 (2014: more than 162,000) – that’s equivalent to an increase of approximately 46 percent. Dangerous goods that are declared imprecisely, incorrectly or not at all have the potential to pose a major risk to crews, ships, other cargo and the environment. For Ken Rohlmann, head of the dangerous goods department at Hapag-Lloyd, there are two reasons behind the sharp increase: “Firstly, the volume of cargo shipped by Hapag-Lloyd increased considerably last year due to the company’s merger with CSAV’s container business. Secondly, there was a sharp rise in Watchdog findings following the devastating dangerous goods explosion in the port of Tianjin in mid-August”, says Rohlmann. Many ports drastically tightened their dangerous goods guidelines in the wake of the incident or even prohibited dangerous goods from being processed at all.

NYK Completes Winter Safety Campaign The NYK Group has completed its Sail On Safety winter safety campaign, which ran from December 1, 2015, through January 31, 2016. Under the theme “Think, Act, and Be Safe,” the campaign has been conducted annually by the entire NYK Group to prevent accidents that can be more frequent in turbulent seas during the winter season. In this year’s campaign, 410 NYK Group executives and employees visited 242 vessels to exchange broad opinions with onboard crews about the prevention of accidents, collisions, and engine trouble in turbulent seas. Through this campaign, the visitors gained a greater understanding of the particular condition of each vessel and realized again the importance of smooth communication and mutual understanding between onboard crew and offshore staff for safe ship operations. This was the 12th year of the campaign, and in total 3,877 NYK Group members have now made 2,416 visits to vessels. The NYK Group will continue to strengthen its safety activities through collaboration between onboard crew and offshore staff to ensure that “safety,” which is the group’s most important mission, is maintained and NYK remains a trusted and reliable partner for customers.

Norsafe Aberdeen grows its business Since Norsafe Aberdeen opened for business last July, its UK offshore clients have benefitted from having a service station in close proximity. The new station provides maintenance support for its clients’ current ships and rigs as well as winning some important new business projects with major players in this sector. One notable business win by the UK site last month was with Prosafe, the world’s leading owner and operator of semi-submersible accommodation vessels, who signed a 5 year service contract with Norsafe AS on 12th January 2016. The UK site is run by Director Ronnie Vettese who has over 10 years’ experience in the maritime sector, having previously been Divisional Director at First Integrated Solutions, provider of a range of services to the oil, gas and marine industries. Mr Vettese is pleased with how positively the new location has been received by clients and wants to build on this success and grow the business in the UK. “I am delighted with how well the new UK site has been received, centrally located as it is near our key offshore clients, and I look forward to working closely with them now and in the future,” said Mr Vettesse.


BWTS

Tom Perlich: We are positioned to be one of the first

companies to achieve consent for the USCG Type Approval

In answering a strong demand to be more present in Greece and Cyprus, Tom Perlich, president and founder of Ecochlor, opens a new office in Cyprus to better aid shipowners in the area. In this article Mr. Perlich speaks on the topic of ballast water treatment industry in wake of the anticipated BWM ratification and a USCG Type Approved system. Mr Perlich, what is your view on the future of BWTS? And how does Ecochlor position itself to serve this market? Ecochlor has been focused on the BWT market for almost 15 years. Our goal was to devise a treatment methodology that would be safe, reliable, easy to use and fully compliant with the most rigorous standards. Currently, we only have to complete the USCG Type Approval application process to have achieved these founding goals. Ecochlor grew their owner book significantly in 2015 to over 50 vessels with significant orders and agreements in Greece (Times Navigation and W Marine), Cyprus (Unicom), Russia (Novoship) and the USA (Liberty Maritime). With more than 50,000 vessels expected to be retrofitted with a ballast water treatment system in the next six years we are seeing a rapid increase in both interested and informed shipowner prospects and actual signed contracts in Q1 of 2016 that are in excess of $8.8 million. In February, SCF Novoship Technical Management selected the Ecochlor system to be retrofitted on three Aframax Oil Tankers and one

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Product Carrier. All of these retrofits are to be carried out in 2016. Today, Ecochlor has the ability to build 150 to 180 systems per year. Throughout 2015, Ecochlor’s manufacturing and engineering teams have standardized processes and procedures to make it easy to ramp up production as needed. We do not anticipate a bottleneck in the manufacturing of the Ecochlor BWTS; it’s a simple system, with many standard components. What do you believe a shipowner will have to consider on the topic of BWTS? Are they ready to begin installing BWTS’s? The USCG has issued hundreds of extensions to compliance dates for installation of a BWTS. Regardless of the delay in installation, a BWTS shipowner should, at the very least, start the process of detailing an installation plan with a decision on which BWTS is the best fit for their vessel and the waters in which their ship will be traveling. Each ship owner will need to decide what is the best fit for the individual vessels within their fleet. Not all systems are compatible with all vessel types, so a lot of work is needed

to be done before starting a retrofit installation. Many ship owners are turning to specialized engineering consultancy groups to assist in this process. The complexity of the retrofit goes beyond just choosing a BWTS. Shipowners need to allow time to schedule engineering services, design review and compliance with Classification and Flag Societies, as well as reserving shipyard time for the installation. On December 14th 2015, the US Coast Guard (USCG) announced their preliminary decision to not accept the MPN method for the verification of the performance of Ballast Water Treatment Systems (BWTS) provided by UV industry. What is your comment? Do you believe that BWTS is a thriller – story for shipping community? UV is a safe and reliable treatment technology that is widely used in municipal and industrial applications. I am convinced that UV will be able to meet the USCG standard although some testing modifications of contact time (flow rate) or intensity (power) will be required.


BWTS Charis Valentakis, Euploia Drydocks and Services, shares his insight on the Greek shipping industry and state of the market for shipowners. How has the economy in Greece affected the Greek shipping industry? The Greek financial crisis has not affected the Greek shipping industry significantly, but the historic low cargo rates, especially those of bulk carriers, are forcing many Greek ship owners to send their older vessels to scrap and lay up their newer vessels.

Mr. Perlich, where in the process is Ecochlor to gain USCG Type Approval? Ecochlor hopes to complete all shipboard, land-based and environmental testing for USCG Type Approval in mid 2016. Upon receipt of those test results, we will submit our application to the USCG for Type Approval. Ecochlor is positioned to be one of the first BWTS to achieve consent for the USCG Type Approval. What upgrades have you made to the Ecochlor BWTS in order to achieve USCG Type Approval? The Ecochlor BWTS works just as effectively as it did when first installed in a ship in 2005 without any fundamental changes to the system. It is highly effective and meets or exceeds current International Maritime Organization (IMO) and USCG requirements with no need to upgrade. Are there attractive opportunities for shipowners in these times of crisis? I have always been impressed with the ability of the Greek Ship owners to understand and react appropriately to the cycle nature of the business. The overall market demand for BWTS seems to be on hold as shipowners wait for the Convention ratification and the fall-out from the USCG Type Approval.

Today, Ecochlor has the ability to build 150 to 180 systems per year. Throughout 2015, Ecochlor’s manufacturing and engineering teams have standardized processes and procedures to make it easy to ramp up production as needed.

What are the shipowners doing to prepare for the BWT convention ratification? I believe that the Greek shipping market is divided into two categories. The first group of shipowners has begun their preparation for the BWT convention ratification. This group has requested and received technical/economic offers from makers or independent technical offices, shortlisted qualified BWT makers, and are waiting until the BWT convention ratification will come into force before proceeding with purchases and installations. The second group of shipowners are just beginning to do the research by attending BWTS seminars, reading announcements and news articles, but are not moving beyond this stage. Some shipowners have decided to “wait it out” until a BWTS has been Type Approved by the USCG. What are your thoughts on that and what would you recommend that the shipowners do now? According to my experience, shipowners are waiting for a type-approved system by the USCG because they do not want to take the risk of selecting a maker whose system many not be approved. The decision to choose a BWTS can be time consuming. I recommend that shipowners are well prepared so they can quickly select and begin the installation process of a BWTS once IMO regulations come into force and a USCG Type Approved system is available.

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BWTS

Managing the Ecochlor’s BWTS Production Ramp-up:

Manufacturing, Factory Acceptance Testing and Commissioning by Kathie Clark, Maritime Communications Consultant Streamlining Manufacturing Standards According to Pete Thompson, Director of Engineering at Ecochlor, a review was started on ways to ramp up manufacturing of their ballast water treatment system (BWTS) more than a year ago. Under analysis was the standardization of fabrication drawings and adding more specific details to allow the applications to be accurately applied to production. Thompson explained, “We met frequently with our manufacturers, ProFlow and FluidTech, in the United States and China. Our discussions focused on the use of tools to make fabrication quicker and more efficient as opposed to being one-off, unique, manufactured ballast water treatment systems. The first objective was to increase the speed within our existing manufacturers.” Build manufacturing has been standardized to produce multiples of the same product and reduce steps in the process to increase speed and efficiency. Some of the key elements of this have been to increase trained personnel and offer outsourcing options “In addition,” Mr. Thompson continued, “we standardized sales forecasting and looked at ways to reduce lead time by pre-purchasing materials and investigating the use of alternate vendors with less restrictive lead times. We researched manufacturing resources in Europe to shipping time and costs from US and China as well as outsourcing the build of particular system components.” The engineering team collaborated with Class societies to get Ecochlor equipment preapproved by working off a standardized bill of

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material to decrease approval time, as well as getting pre-approvals for additional options in manufacturing.

Quality Assurance and FAT testing Before shipping any system from the Ecochlor manufacturing site it goes through an extensive testing and quality assurance process. Factory Acceptance Testing (FAT) is a series of tests to make sure that the system is functioning properly. A FAT document is a checklist of tests against a standard that include a visual inspection, operational and alarm checks, control verification to name a few. The visual check can include a basic inspection – was the welding done correctly, paint coverage, are all the components installed with all the gaskets and are the bolts the correct material. “One of the more important items we check are the connection locations,” explained Max Hasson, Service Technician “so that we can communicate with the company that is handling the installation integration with existing equipment on the ship– if it’s off a bit then it can be an issue.” Some of the testing needs a FAT test fixture. With the use of a test fixture you can simulate the ballast treatment intake, flow meter and pressure allowing it to be set up to scale. Pressure control values are set to achieve the recommended level to maximize the filter’s functionality. Electronic testing of the system includes testing the system warnings and alarms by triggering the system to force the system to respond. The human machine interface (HMI) located

in the control panels is checked for accurate display and system responses. The control panels are examined to make sure they match the drawings and that every piece of electrical equipment is in place and wired correctly. The FAT checklist is a guideline that includes hundreds of pages of tables to go through during the final review of the product before shipping to the vessel; it can typically take two days to complete. Once the BWTS is installed in the ship the Ecochlor service technician with perform a second FAT as part of the commissioning.

Commissioning the BWTS: The final step. Ecochlor’s experienced technicians are directly involved in the commissioning and early operation of the Ecochlor’s BWTS, as well as crew training. Ecochlor is currently developing video and web-based training in order to support these efforts and to allow for remote training. In April 2016, representatives from the engineering firms Choice Ballast Solutions and Argo Navis sent a team from each company for training on the operation of the Ecochlor’s BWTS. They participated in all aspects of FAT testing that was being performed on Ecochlor’s most recent BWTS in production. The training they received will allow their engineers to assist Ecochlor service technicians during commissioning activities for future installations. With these additional resources, Ecochlor has the ability to schedule the commissioning of systems simultaneously at multiple locations globally.


BWTS

Chlorine Dioxide is NOT Chlorine by Ricky Dixon, Director of Sales, North America It is perplexing how many ballast water treatment consultants assume that chlorine dioxide (ClO2) is actually chlorine. In response to efforts to distinguish between the two, more than one person has commented to me, “But it has chlorine in the name!” I refer them to water (H2O), which has H2 in the name, but behaves VERY differently from hydrogen gas. The most significant difference between ClO2 and chlorine is in its activity when mixed with water. In water, chlorine reacts to form hypochlorous acid(s). Chlorine dioxide, on the other hand, does not react in water; instead, it remains a dissolved gas. Chlorine dioxide only reacts with living cells, not organic compounds. When ClO2 encounters a living organism, it penetrates the bacterial cell wall and reacts with essential amino acids in the cytoplasm of the cell to kill the organism. This reaction makes ClO2 very effective at removing slimy films of bacteria that adhere to surfaces, otherwise known as biofilm. Industries have adopted ClO2 for its excellent biofilm removing properties; it has been used to disinfect even the nastiest of environments. Chlorine on the other hand, can be a good, low-cost bactericide, however, it’s not nearly as effective as ClO2. Chlorine is a non-specific disinfectant, and it reacts with both living organisms and any other organic compound, such as humid acids, bath oils, ammonia, etc. Not only does this tendency reduce chlorine’s effectiveness in dirty water. ClO2 has 2.5 times the disinfectant capability of chlorine - but it also forms undesirable by-products such as chloramine (combined chlorine) and trihalomethanes (THMs), which have been cited as possible carcinogens. Another important distinction between the two chemicals is that chlorine is an effective biocide only in waters with a pH less than 8, whereas ClO2 is effective throughout a much broader pH range from 2 to 10.

Current land-based applications include: • Mouthwash • Oil and gas water treatment • Municipal drinking water • Food processing (wash water for vegetables) • Zebra and quagga mussels in water intakes • Mold • Cooling towers • Ballast water treatment Ecochlor’s proprietary ballast water treatment technology In 2001, the founders of Ecochlor proposed the use of ClO2 as a safe and effective treatment for shipboard ballast water. A patent was obtained for US and International protection for the use, generation and control of an active substance (ClO2) for the elimination of aquatic invasive species in ballast water. Using this ClO2 technology, the Ecochlor® Ballast Water Treatment System (BWTS) is highly effective at killing potential aquatic invasive species including zooplankton, phytoplankton, algae, microorganisms and even pathogens and viruses, regardless of

turbidity, salinity or temperature. The Ecochlor® BWTS uses a two-step process that includes filtration and treatment with ClO2. The heart of the treatment system is a generator that delivers a dilute solution of ClO2 to treat the incoming ballast water. Chlorine dioxide is generated on demand and is not stored on the vessel. Precursor chemical metering pumps are flow paced to produce ClO2 as required for the measured ballast water flowrate. The ClO2 is generated in a small mixing chamber, which operates under a vacuum. An educator draws the ClO2 from the mixing chamber and mixes with the motive water supply to form the ClO2 solution that is immediately injected into the main ballast water stream. When treatment is no longer required, the Treatment System is thoroughly flushed with water to remove all ClO2 from the system while it is idle, awaiting the next ballast uptake. The operation is quite simple and when the system is off, there are no stored chemicals in the generator. Ecochlor’s first system was placed in operation in 2004 and it has been proven effective and reliable for over 12 years at sea.

Over the last 70 years industrial process have turned to ClO2 due to its unique disinfection properties. ClO2 was first used to disinfect drinking water in 1944; 12 years later it was utilized as a drinking water disinfectant on a much larger scale. It is now approved by the United States Environmental Protection Agency and the World Health Organization and used as a disinfectant on a global scale.

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Case Study: “Sister ships” save time and money on BWT installation SCF Novoship Technical Management, a subsidiary of one of the largest shipping companies in Russia, contracted the engineering firm, Argo Navis to provide 3-D scanning and engineering designs for three Aframax tankers with with each vessel having a total ballast water pump capacity of 3,600 m³/hr. The Ecochlor ballast water treatment system was chosen for these vessels. The Ecochlor system uses a two-step process that includes filtration and treatment with ClO2. The NS Century; NS Commander; and NS Consul were built using the same general design, making these vessels “sister ships.” Most shipowners are grouping the installation of ballast water treatment system on their sister vessels in this way in order to save money on the engineering package for installations of ballast water treatment systems (BWTS). Typically, when working on sister ships, an engineering firm will do a 3-D scan of one of the vessels and visit the other sister ship(s) to perform a visual inspection. There is some risk to the shipowner when putting together the engineering drawings in this manner. Sister ships may start out identical, but could have been altered at some point during the service of vessel. When this happens some small design modifications may be required, but overall this process allows for considerable savings in cost and time to complete the engineering package for installation. In early 2016, Novoship contracted with engineering firm Argo Navis to do a 3-D scan of the space on the NS Consul and provide detailed engineering drawings for the installation of an Ecochlor ballast water treatment system on all three vessels. “The NS Consul is a typical tanker with ballast pumps located in the cargo pump room. This allows for the installation of the ballast water filter in the cargo pump room in close proximity to the ballast pumps. However, the ballast pump capacity on this ship is high (as well as on the two other sister ships), which means large filters are needed. To install the filters in their final location, temporary openings will need to be cut into the ship because they won’t fit through the existing openings. The availability of space was a big issue with this particular ship in order to maintain the installation requirements provided by the BWT

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manufacturer. The positioning of the Ecochlor flow meter and electrical equipment as well as injection points were among a few things that were a challenge in such a confined space. It took many hours just to finalize the design for the NS Consul, but the shipowner was able to utilize this design for all three vessels,” explained Andreas Kokkotos, co-founder of Argo Navis. While the design stage for sister ships is done at the same time, the shipowner does not need to dock the vessels and install BWTS simultaneously. Many times the installations can span across years.


BWTS

Case Study: Complex installation on an ice class tanker Owned by SCF Novoship TM, the NS Stream is a medium range, ice class, oil/chemical tanker built in 2006. Submerged ballast pumps along with other factors have led to a complex engineering design for the retrofit of a ballast water treatment system on the NS Stream. While the type of vessel is common, the ship design is unique and, unfortunately, the shipyard in Croatia where it was built has closed. “Lacking access to the shipyard to get clarification of the designs and review the drawings makes our job all the more difficult,” explained Andreas Kokkotos co-founder of Argo Navis, the engineering firm managing the project. “In addition, since the ship is a pre-2007 tanker the IEC Guidelines were different at that time so we have to apply new rules and regulations to this older vessel.” “Our most difficult problem to solve was in the placement of the filters and the treatment system,” commented Mr. Kokkotos, “because we were working within hazardous and non-hazardous zones, the Ecochlor generator and chemical storage tanks can only be placed in a non-hazardous area, but on the NS Stream there was no available space in this zone. By following very specific guidelines, we were able to create a safe area within a hazardous zone on the main deck of the vessel. To design this safe area we put the storage tanks and generator inside a deckhouse that was placed inside a contained space on the main deck very close to the filters. We believe this positioning created an internal space that is non-hazardous, but it is still under review by DNV GL.” Adding to the complexity of the project, the NS Stream is an ice class vessel that operates in waters as low as -30 °C. The Ecochlor Treatment System and filters have to be maintained at temperatures about 0 °C, and thus, additional power and engineering was required to heat the space. Another complication to the installation is that in order for the vessel to maintain ballasting capacity, the ballast pumps will have to be upgraded based on calculations by Argo Navis engineers and Ecochlor’s treatment requirements.

Ecochlor Treatment System Deckhouse Arrangement

“The Ecochlor BWTS was chosen for many reasons,” said Tom Perlich co-founder and president. “Due to the submerged pumps the shipowner was limited in the type of ballast water treatment that could be used. A system that treats the ballast water only on intake was required, with no treatment needed at discharge. Additionally, the power requirements for an Ecochlor system are negligible in comparison to other systems and this was an important consideration because the NS Stream was built with limited available power. Lastly, the relative simplicity of the installation in respect to the required materials was a benefit and because the NS Stream was built in Europe it makes it easier to find parts to interlock the new system to the piping and electrical systems already in use.” “An understanding of these constraints,” explained Mr. Kokkotos, “and having extensive experience in BWT retrofits has been instrumental in helping us solve the issues surrounding the particular design challenges of the NS Stream.”

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The Path to USCG Type Approval By Katie Weaver, Technical Sales Manager Ecochlor anticipates completing all landbased, shipboard and environmental testing in support of USCG Type Approval this May, and is looking towards submitting an application to the USCG in 2016. Three years of testing, which has required a significant investment on behalf of the BWTS manufacturer, has shed light on the differences between IMO and USCG Type Approval and the challenges shipowners will face as they will soon be required to purchase, install, and operate a USCG Type Approved BWTS. One of the key differences between the USCG Type Approval process and the IMO Type Approval process is that USCG Type Approval testing must be done through an Independent Laboratory (IL). The IL ensures that testing is performed to USCG standards and allows for independence in the test process as the IL or its subcontractors are responsible for USCG Type Approval testing rather than the BWTS manufacturer. Choosing an Independent Laboratory Ecochlor started the USCG Type Approval process in 2013 with the selection of their IL, DNV GL. In 2013, DNV GL had become the first classification society to achieve the status of an IL, and select-

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ing DNV GL gave Ecochlor the ability to secure both USCG and DNV GL class approval simultaneously. There are three major types of tests required for USCG Type Approval: landbased testing, shipboard testing, and environmental testing. Once the IL is selected, the BWTS manufacturer must identify the individual USCG-approved sub-laboratories where each of these tests will be performed. In 2014, Ecochlor selected the California Maritime Academy’s Golden Bear Facility for both their shipboard and land-basted testing. The Golden Bear Facility is a Research, Development, Testing and Evaluation (RDTE) facility aboard California Maritime Academy’s 500-foot Training Ship Golden Bear. Advantages of the Golden Bear Facility were its location in the USA and the ability to perform both land-based and shipboard testing at one facility rather than coordinate multiple installations. Ecochlor selected Retlif laboratories in Ronkonkoma, NY to perform environmental testing. Similarly, proximity to Ecochlor’s manufacturing location in North Haven, CT and also familiarity with the scientists were motivating factors when selecting Retlif. Over the course of 2014, Ecochlor developed a test plan and designed and manu-

factured the BWTS to be installed at the Golden Bear Facility. The Golden Bear Facility requires all systems be installed as a containerized system within a 20-foot shipping container. Due to the flexibility with respect to the installation and configuration of the Ecochlor® BWTS, Ecochlor was able to re-work the design of the system to fit within the available space. Ecochlor submitted a Letter of Intent to the USCG in December 2014, summarizing the test facilities and testing program that had been developed over the course of 2014. An Ecochlor® BWTS was delivered and installed at the Golden Bear Facility in February of 2015 and commissioning was performed in April 2015. Once commissioned, the system was “turned over” to the Golden Bear Facility staff; from that point on, Ecochlor could only observe testing procedures, ensuring independence in the test process. USCG Land-based and Shipboard testing An initial commissioning test was performed in April 2015; this test was successful and was considered the first of the five required shipboard tests. Between April and May of last year a total of 10 land-based tests were performed while


BWTS

the vessel was at port in Vallejo, California: five tests each in both brackish and saline waters. In May of 2015, the vessel left for its summer cruise to serve as a training vessel for cadets from the California Maritime Academy. Between May and August 2015, as the vessel sailed from the US to the Mediterranean and back, the Ecochlor® BWTS was used for ballasting operations and shipboard testing was performed at the vessel’s ports of call: Vallejo, CA, Boston, MA, Barcelona, Spain, and Naples, Italy. In August of 2015 the vessel returned to port in Vallejo, California. In the fall of 2015, four remaining land-based tests were performed in freshwater, and the final shipboard test was performed. One final land-based test in freshwater was required; however, the test could not be performed due to changing water conditions, which did not meet the challenge criteria required for USCG Type Approval testing. Finally, in April of 2016 water conditions improved and the final land-based test was performed, concluding the landbased and shipboard testing required for Ecochlor’s USCG Type Approval testing. Environmental Testing Process Ecochlor’s final testing requirement consists of environmental testing, where portions of the system are exposed to environmental conditions such as temperature extremes and vibration to ensure the system can withstand a shipboard environment. Once these tests are complete and data has been reported and summarized, DNV GL will review the test data and submit a recommendation to the USCG. Ecochlor will then submit an official application to the USCG, which is anticipated to occur in mid-2016. Challenges of USCG Type Approval testing Over the course of the test process, it has

become clear that there are many challenges associated with USCG Type Approval testing. Despite thorough testing performed in support of Ecochlor’s 2011 IMO Type Approval, Ecochlor has spent an additional 3 years and approximately 3.3 Million USD in support of this testing. Stringent testing requirements may be slowing the USCG Type Approval application process as manufacturers ensure that they have the resources to pay for the testing and have designed a system

that can meet these USCG requirements. Additionally, uncontrollable factors such as water conditions limit the timeframe in which testing can be performed. USCG Type Approval may provide more certainty for shipowners looking for guidance regarding which BWTS to select, but shipowners should be aware that this is an expensive and time-consuming process and manufacturers who have not yet begun the process will face many hurdles as they look towards USCG Type Approval.

Exciting informational workshop in Conference Room 2 8 June 2016 from 13:00 - 15:00 USCG Regulations & Compliance

Captain Andrew Norris, U.S. Coast Guard (retired)

• Practical aspects of current USCG environmental compliance issues • Initial expectations of compliance for shipowners in the early years • Future (5 - 10 years) regulatory compliance and potential testing requirements The Path to USCG Type Approval

Tom Perlich, Founder & President of Ecochlor, Inc. Ecochlor completed all land-based and shipboard testing and is submitting an application for USCG Type Approval. Learn about Ecochlor’s USCG Type Approval experience and, the challenges anticipated for future BWTS USCG Type Approval applicants.

Visit Ecochlor Stand # 2428 to meet CAPT. Norris for Q & A regarding U.S. Coast Guard BWT Compliance 7 June 2016 8 June 2016 9 June 2016

13:00 - 15:00 15:00 - 17:00 13:00 - 15:00

Limited seating available. Contact kathie.clark@ecochlor.com to see if you qualify to attend.

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Ecochlor® BWTS: After Commissioning

a convenient resupply port if the vessel’s future itinerary is uncertain. During the resupply activity a certified technician will also review the system and perform any required preventative maintenance.

The sale and installation of an Ecochlor® Ballast Water Treatment System (BWTS) begins a relationship that will last for the life of the vessel. Shipowners have stated that this longstanding relationship and frequent contact with Ecochlor technicians provides them with “regulatory peace of mind.” During the design phase that’s performed prior to the installation of the Ecochlor® BWTS, Ecochlor’s engineers review the vessel’s ballasting history and future ballasting plans, and design the total chemical storage capacity to be sufficient for approximately four to six months of ballasting operations. This means that Ecochlor technicians will visit the vessel between two to three times per year to resupply chemicals. Typically, chemical resupply is scheduled when there is still sufficient chemical supply on board for one to two additional ballasting operations. This is done to ensure that there is always sufficient supply onboard to accommodate last minute vessel schedule changes. Ecochlor establishes a relationship with the ship’s crew during commissioning, training, and ongoing service that involves high levels of communication. Consideration is also taken for resupply activities at

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Ecochlor Signs Collaboration Agreement with Drew Marine Ecochlor has been successfully servicing their ballast water treatment system using in-house technical service team for more than 12 years. With this experience we have gained the expertise necessary to increase and train additional staff to prepare for the rapid growth we are currently seeing in the marketplace. We recently signed an agreement with Drew Marine, a global leader in providing technical solutions and services to the marine industry, to assist us in providing logistics support for the resupply of our BWTS precursor chemicals at selected ports and harbors around the world. Drew Marine will also offer chemical storage at designated ports, delivery of the precursor chemicals and technical support to ships fitted with the Ecochlor® BWTS. Tom Perlich, President and Founder of Ecochlor, commented, “This collaboration aligns with our vision to offer a strong commitment to the safety of mariners as well as expands our efforts to meet the chemical resupply and maintenance needs of the shipowner. We look forward to building a mutually beneficial relationship with Drew Marine.” For over 85 years, Drew Marine, a privately-held company, has remained the leading global provider of technical solutions and services to the maritime industry. Supported by a worldwide network of account executives, service engineers, and

a global supply chain, Drew Marine delivers in more than 900 ports. Daniel Kelleher, Senior Vice President of Marketing, Technology, and Supply Chain, for Drew Marine, added, “As the premier water treatment supplier to the marine industry, our collaboration with Ecochlor coupled with the outstanding technology they offer to the marine industry, awards us both the opportunity to support our customers with their safety and regulatory compliance challenges and enables Drew Marine to deliver solutions consistent with our mantra – Reliability. Performance. Compliance.” Operational and Maintenance Costs of an Ecochlor® BWTS Operational costs for the Ecochlor® BWTS are limited to the cost of the precursor chemicals and the cost of fuel. Precursor chemical pricing starts at $0.08 per cubic meter of treated ballast water. The amount of fuel required is minimal and will depend on the flow rate and power requirements of the system. Estimates based on typical operation range from about $25 to $200 USD annually. Ecochlor provides a preventative maintenance schedule in our Operations and Maintenance Manual. Maintenance activities are scheduled ranging from every 18 to 60 months in frequency and involve routine inspection activities. We typically recommend that vessel owners budget approximately $2,000 USD annually for miscellaneous maintenance activities (time and materials for standard maintenance activities). Filter screens will likely require replacement sometime between 5 and 10 years.


1 1 Y E A R S AT

The Ecochlor Ballast Water Treatment System: proven effective and 速

reliable for over 11 years at sea. Meets or exceeds USCG and IMO standards.

12 YEARS AT SEA 速

The Ecochlor Ballast Water Treatment System: proven effective and

reliable for over 12 years at sea. Meets or exceeds USCG and IMO standards.

Ecochlor System: Simple operation, rugged

construction, unique technology. www.ecochlor.com

Ecochlor is exclusively represented in Greece by Euploia Drydocks and Services Ltd.

Please visit our stand #2428

Contact: Charis Valentakis +30 210 9400660 info@euploia.eu www.euploialtd.eu


BWTS

Wärtsilä BWTS chosen for new crane ship design

Choice Ballast Solutions and Argo Navis sign collaboration agreement for “Choice Alliance”

A new crane ship designed by Netherlands based Royal IHC, a global leader in offshore, dredging and mining vessels, will feature the Wärtsilä Aquarius UV Ballast Water Management System (BWMS). The first vessel of this design is currently under construction at a shipyard in China. It is being built for Scaldis Salvage BV, a Belgium based offshore marine contractor. The contract with Wärtsilä was signed in the third quarter, 2015. The Wärtsilä BWMS to be supplied has been specially designed to meet the space requirements of this vessel. In addition to the compact solution, Wärtsilä has also provided engineering support to both the designer and end-user so that the system can be correctly operated in accordance with the regulations. Wärtsilä has earlier been contracted to supply the main engines and gensets for this vessel. “Wärtsilä’s in-depth understanding of the BWMS regulations and knowledge of the compliance requirements was one of the main considerations in the award of this contract. It is important for us, as this will be the first Wärtsilä BWMS to be installed in a Royal IHC designed ship, and the first in the coastal workboat market,” says Joe Thomas, Director, Ballast Water Management Systems, Wärtsilä Marine Solutions. “Wärtsilä offers products and solutions that cover all technical aspects of the shipping and energy markets. All operations are ultimately inter-related, which is why we, as a total solutions provider, are in the unique position of being able to ‘connect the dots’ so that the entire chain can be completed as efficiently and effectively as possible. BWMS is one more important ‘dot’ in formulating a completely sustainable environmental solution,” adds Joe Thomas.

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Choice Ballast Solutions and Argo Navis have signed an agreement to expand engineering resources and capabilities for Choice Alliance, founded by Drew Marine and Choice Ballast Solutions. Along with Drew Marine and Choice, Argo Navis will contribute to Choice Alliance to expand resources, capabilities and reach, by providing ship owners with ¬BWT compliance planning, integration engineering, project management, fabrication, installation, compliance assessment and service. Choice Ballast Solutions is an acknowledged authority in the application, installation and project management of all types of ballast water treatment systems for both new-build and retrofit vessels. John P. Dooley, President of Choice Ballast Solutions said, “As Choice Alliance, our cooperative efforts will go a long way to servicing our clients. We will work together toward a common goal of streamlining the engineering and installation process of BWTS while eliminating complications and minimizing costs for the shipowner. I look forward to our collaboration with Argo Navis, a well-respected marine engineering and consultation company.” Andreas Zontanos and Andreas Kokkotos, co-founders of Argo Navis offer a diverse range of planning, design, and engineering services that combines the classic art of naval architecture with cutting edge computer technology. Andreas Zontanos commented, “We are very glad to join in collaboration with the esteemed, professional team at Choice. In joining together, as Choice Alliance, we recognize the value of cooperation and resource-sharing in order to provide the expertise and capacity, combined with flexibility, necessary for our clients. Our combined objective is to provide satisfied clients with services that are on time, fit for purpose and reasonably priced.”

Belgium ratifies ballast and recycling conventions Belgium became the latest country to ratify a key international measure for environmental protection, the Ballast Water Management (BWM) Convention, bringing the treaty within sight of meeting entry into force criteria. Aimed at preventing the spread of harmful and invasive aquatic species in ships’ ballast water, the BWM Convention requires ships to have procedures in place for ballast water management. The BWM Convention will enter into force 12 months after ratification by 30 States, representing 35% of world merchant shipping tonnage. With the accession by Belgium, the number of States stands at 48, with an aggregate of 34.82% of the world’s merchant fleet tonnage (based on global tonnage data as at end-February 2016). Belgium also deposited its instrument of accession to the Hong Kong Ship Recycling Convention, bringing the number of contracting States to four. The Hong Kong Convention will enter into force 24 months after the date on which 15 States, representing not less than 40 per cent of world merchant shipping by gross tonnage, become Party to the treaty. The combined maximum annual ship recycling volume of those States must, during the preceding 10 years, constitute not less than 3 per cent of their combined merchant shipping tonnage.


M/V OCEAN MAJESTY POSEIDONOS AVENUE & 2 ZISIMOPOULOU STR. - 166 74 GLYFADA ATHENS - GREECE PHONES: 0030 2108912600 - FAX: 0030 210 8912615 E-MAIL: info@majesticcruises.gr www.majesticcruises.gr


BWTS

ClassNK updates IMO-GloBallast R&D Forum on Ballast its Guidelines on Water Management highlights the Installation solutions water management experts, meeting at the recent IMO-GloBallast R&D Forum in Canada, have showof BWT Systems Ballast cased the latest developments in ballast water management and highlighted the areas where further research ClassNK has just released amendments to its Guidelines on the Installation of Ballast Water Treatment Systems. The latest Guidelines include alterations to the application date of the ballast water performance standard, additions and modifications of definitions, and a revision of standards for installation of ballast water treatment systems. The IMO developed and adopted The International Convention for the Control and Management of Ships’ Ballast Water and Sediments, 2004 (BWM Convention) with the aim of protecting the marine environment from the transfer of harmful aquatic organisms in ballast water carried by ships. In 2010, ClassNK published the first edition of its Guidelines on the Installation of Ballast Water Treatment Systems which contained information related to the selection of ballast water treatment systems, general requirements and precautions related to installation, and a description of the procedure for the approval of ballast water treatment systems by ClassNK.

In the latest edition of its Guidelines ClassNK has amended the application date of the ballast water performance standard based on the revised implementation schedule adopted by IMO Assembly resolution A.1088(28). Requirements relating to standards for installation of ballast water treatment systems have also been expanded upon in the latest edition of ClassNK’s Guidelines in response to the IACS Unified Requirement (UR) M74 Installation of Ballast Water Management Systems that was adopted in September 2015. In particular, additional requirements for tankers carrying flammable liquids have been laid out in order to improve onboard safety, protect the marine environment, and ensure the structural strength and integrity of the ship.

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is needed, in order to prevent the spread of potentially harmful species in ballast water. Some 140 participants from IMO Member States, academia, private sector, testing facilities and the maritime technology industry were meeting at the International Civil Aviation Organization (ICAO) in Montreal, Canada, for the 6th Global Environment Facility (GEF)-United Nations Development Program (UNDP)-IMO GloBallast R&D Forum and Exhibition on Ballast Water Management (16-18 March 2016), under the banner “Ballast Water Management Convention – moving towards implementation”. IMO’s International Convention for the Control and Management of Ships’ Ballast Water and Sediments is very close to reaching its entry into force criteria. The convention will require ships to manage their ballast water so that any aquatic organisms and pathogens are removed or rendered harmless before the ballast water is released into a new location. The participants highlighted the need for further research, in particularly for compliance and monitoring, alternative treatment methods and risk assessment based decision support tools. Mr Marc Garneau, Minister of Transport of Canada, opened the Forum. IMO’s Stefan Micallef, Director, Marine Environment Division, stated in his opening remarks that the Ballast Water Management Convention needed to enter into force for effective implementation of its provisions and urged IMO Member States to ratify the Convention. He also highlighted the huge amount of collaborative work which had been undertaken since the first GEF-UNDP-IMO GloBallast R&D Forum 15 years ago, leading to a great deal of progress in the ballast water management field in terms of testing and approval of ballast water management systems, ballast water sampling and analysis, and the availability of ballast water management systems. Responding to shipowner concerns about the reliability of available ballast water management treatment systems, the Forum held a session on alternative treatment methods, a sector which has seen significant development since the last R&D Forum held in Busan, Republic of Korea, in 2013. During a dedicated session, participants were informed about available solutions, including port-based contingency measures, mobile treatment solutions and ballast water management treatment boats. Mobile treatment solutions include those on barges or small boats, which can plug into the ship for example when the ballast water management system installed is not functioning or has broken down. This could offer shipowners the flexibility and reliability they are looking for. The R&D Forum heard the perspective of the shipping industry during the IMO-IMarEST Shipping Industry Forum session, including the views of many shipowners and private sector representatives from Canada. The GloBallast partner from the private sector, APL, Singapore, a member of the Global Industry Alliance (GIA) showcased its proactive approach under which it has installed ballast water treatment technology on most APL ships. APL encouraged other shipowners to install ballast water management treatment systems on board ships before the Ballast Water Management Convention enters into force, to allow sufficient time for a proper system installation. A number of other private sector representatives shared this proactive approach. The Forum also saw presentations from class societies (including the International Association of Classification Societies (IACS), ABS, DNV-GL, KR and IR-Class). The views of three of the GloBallast Lead Partnering and Pilot countries (Turkey, Chile, Brazil) were presented in a special policy session, giving the Forum a truly global vision of the status of implementation of the Ballast Water Management Convention by all the main stakeholders in this field. Discussions on risk assessment for exemptions and ship targeting for port State control officers, also took place. Port State control officers will be at the front line of monitoring compliance with the Ballast Water Management Convention once it enters into force. It was noted that while research still needs to be undertaken, several tools already exist to support port State control monitoring and other are in the pipeline. In particular, participants highlighted a need for the development of risk assessment based decision support tools for port State control officers. The discussions during the R&D Forum are expected to play a catalytic role in the development of such new tools, from port-based measures to risk assessment software. The Forum ended by opening the topic of discussion to the other main vector for the transfer of marine invasive aquatic species via ships, namely through biofouling, the undesirable accumulation of microorganisms, plants, algae and animals on submerged structures (especially ships’ hulls). IMO has adopted Guidelines for the control and management of ships’ biofouling to minimize the transfer of invasive aquatic species.


G N I V R S E R S E Y N L W D O U E P O C I I R V P EK SH R E S S E S GR LA

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TY I L A QU

E C IN

N O I T A V O N » IN

8 4 9 1

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We welcome you at Posidonia 2016, Stand #3.211

www.LISCR.com

— A YCF GROUP MANAGED COMPANY —


TRAINING

Falck and VIKING Saatsea launch ‘blended learning’ STCW refresher training

Falck Safety Services and VIKING Saatsea have signed a preferred partnership agreement to offer unique blended learning STCW refresher training that combines onboard-online theoretical and practical exercises with practical onshore training. The unique training gives the maritime industry three benefits: Lower costs, better learning and global consistency in how mariners are trained. The new offering, launched on 1 January 2016, forms an innovative answer to the maritime industry’s need to achieve full compliance with the STCW Convention and Code by January 1, 2017 in regards to training, certification and competency management. While such time- and cost-efficiencies are welcomed in the industry, VIKING Saatsea’s CEO, Kim Baarsøe, explains that there is a broader perspective to the alliance: “In the past, learning was squeezed into a rather short period of time,” he says. “Research tells us, however, that this is anything but optimal for learning retention, which is why our new, joint training package with Falck Safety Services covers a five-year certification period that combines on shore practical exercises with onboard training in the participant’s real environment. This also means, for example, that the theory component can be re-

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peated as often as needed without incurring further costs.” VIKING Saatsea, with its unique digital platform, will offer onboard refresher theory training as part of the deal. The company’s solution enables crew to reduce their training time on shore, lets crew train at their own pace while at sea, and tracks competency status for easier administration. Company-specific training requirements and equipment can be added to the solution. Falck Safety Services is the worldwide leader in safety training and brings practical, land-based STCW refresher training to the table, using its onshore facilities in 19 countries and at 38 training centers. In 2014 Falck Safety Services trained more than 370,000 people worldwide and thus brings deep expertise to the table. Working together, the two companies initially plan to offer seven courses, ranging from Sea Survival to Advanced Fire Fighting. The new training concept has been approved by the Danish Maritime Authority. By combining Falck’s safety training experience with VIKING Saatsea’s innovative technology we are creating a cost effective and high quality safety training solution for the industry”, says Torben Korsgaard, Senior Director of Global Business Development at Falck Safety Services. “VIKING and Falck have worked together for 30 years, so we know we can deliver high quality to the customers together”.


ENERGY / PROJECTS

Gazprom saves over RUB 8 billion in 2015 on fuel and energy resources The Gazprom Board of Directors took note of the information concerning the resultsof the Company’s measures targeted at improving energy efficiency and reducing greenhouse gas emissions. It was noted that the Company was taking a systemic approach by implementing energy saving and energy efficiency programs. In 2015, Gazprom saved 2.79 million tons of fuel equivalent on fuel and energy resources, including some 2.35 billion cubic meters of natural gas, 261.5 million kWh of electricity, and 207.2 thousand Gcal of heat. The total value of energy resources saved in 2015 equals RUB 8.16 billion. The Company is cutting down the use of energy resources for its own process needs by, among other things, optimizing gas flow management and introducing innovative technologies and equipment. Notably, Gazprom’s production facilities have seen the successful integration of technologies that use exhaust heat from gas compressor units and reduce outgassing amounts during repair works. In addition, standalone units are employed to supply remote facilities with energy. The energy efficiency measures help considerably reduce greenhouse gas emissions as well. Between 2010 and 2014 alone, the volume of greenhouse gas emissions at Gazprom’s facilities dropped by 19.3 per cent, from 137.2 million tons to 110.7 million as measured in CO2 equivalent.

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LITGAS and Statoil have signed the amended baseload supply agreement LITGAS, a natural gas trading company, part of Lietuvos Energija energy company group, has signed a reshaped baseload supply agreement with Statoil. The amendments of the agreement will help to reduce the operation costs of Klaipėda’s liquefied natural gas (LNG) terminal by a third and, in turn, energy prices for final consumers. “We are pleased we have reached mutually acceptable agreements enabling the reduction of the terminal operation costs and energy prices while ensuring continuous operation of the terminal”, said Dr. Dalius Misiunas, Chairman of the Board and CEO at Lietuvos Energija. “According to the current situation in the market and the latest forecasts, we estimate that the amendment of the agreement could result in the reduction of gas consumer spending for the LNG terminal component in the gas prices by more than third – approximately by EUR 33.8M.” “A flexible attitude shows our mutual intention to maintain a long-term, trust-based collaboration which already bears fruit. Lietuvos Dujų Tiekimas, which is a part of Lietuvos Energija group, has already purchased LNG from Statoil at competitive prices. Lietuvos Energija group has also helped in establishing contacts and has contributed to the successful implementation of Achema and Statoil transaction and can offer its expertise to other gas consumers in the region seeking to diversify their supply. In addition to this, “Statoil” and LITGAS are working on establishing joint activities in small scale LNG business”, said Dominykas Tuckus, Member of the Board and Generation and Services Director at Lietuvos Energija. The amendments of the agreement dedicated to ensure state regulated baseload supply of LNG necessary to maintain the uninterrupted operation of the LNG terminal, include the annual amount of gas delivered to the LNG terminal, the duration of the agreement and the pricing. The Government of the Republic of Lithuania has approved these amendments.

Pumping up subsea processing with an industry project on standardization A joint industry project (JIP) to standardize subsea processing systems has been kickstarted by DNV GL with industry partners Petrobras, Shell, Statoil and Woodside. Subsea development projects have been under substantial pressure due to cost inflation and the low oil price, prompting a need to simplify the industry’s approach. DNV GL is seeking additional collaborators for the project to drive standardization, beginning with subsea pumping, to ensure benefits throughout the subsea supply chain. Subsea processing is a relatively young and undeveloped field of technology, requiring operators to tailormake solutions to meet field-specific requirements. If that technology could be better understood and harnessed, there is considerable potential for it to deliver increased value at reduced costs. Experience in the field has already grown significantly in recent years with subsea pumping developments from the JIP members (Petrobras, Shell, Statoil and Woodside) and other major operators. The JIP ‘Subsea Processing – Standardization of Subsea Pumping’ seeks to deepen industry knowledge and encourage progress in this area by examining the potential for standardization in subsea processing, beginning with subsea pumping. Standardization still allows for flexibility to custom-make facilities at a system level through standard functional descriptions and specifications. However, it also increases predictability in the value chain, thus lowering transaction costs and improving the speed of implementation, while still allowing freedom to innovate and to employ new technology.


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OIL&GAS / REGULATIONS

Το Greek Energy Forum βραβεύει την Energean Oil & Gas Το βραβείο της Εξέχουσας Ενεργειακής Εταιρείας (Outstanding Energy Company) απένειμε στην Energean Oil & Gas, το Greek Energy Forum (GEF), το ανεξάρτητο think tank για τον τομέα της ενέργειας. Η βράβευση πραγματοποιήθηκε στο Cass Business School της βρετανικής πρωτεύουσας, στο πλαίσιο της πρώτης Ετήσιας Εκδήλωσης Απονομής Βραβείων από το GEF. Η Energean Oil & Gas βραβεύθηκε για τη δέσμευσή της στην πραγματοποίηση επενδύσεων στον τομέα της έρευνας και εκμετάλλευσης υδρογονανθράκων καθώς και για την ηγετική της παρουσία στην ευρύτερη περιοχή της Νοτιοανατολικής Μεσογείου. To βραβείο παρέδωσε στην Energean ο Ύπατος Αρμοστής της Κυπριακής Δημοκρατίας στο Λονδίνο κ. Ευριπίδης Ευρυβιάδης. Εκ μέρους της Energean, το βραβείο παρέλαβε ο Οικονομικός Διευθυντής του Ομίλου κ. Πάνος Μπένος, ο οποίος και δήλωσε τα εξής: «Η Energean έχει επενδύσει με συνέπεια από το 2008 στον τομέα του upstream περισσότερα από 300 εκατ. δολάρια, επιτυγχάνοντας να αναβιώσει την παραγωγή του Πρίνου, να διασφαλίσει τη λειτουργία των μοναδικών πετρελαιοπαραγωγών εγκαταστάσεων της χώρας αλλά και να δημιουργήσει πάνω από 140 νέες θέσεις εργασίας, ανεβάζοντας στους 400 τους απασχολούμενους σήμερα στον κλάδο. Η εταιρεία δεσμεύεται να συνεχίσει να δημιουργεί απασχόληση, τεχνογνωσία και εισόδημα για τις τοπικές κοινωνίες και την εθνική οικονομία μέσω τόσο της υλοποίησης του νέου επενδυτικού προγράμματος στον Πρίνο, το οποίο έχει ως στόχο να αυξήσει στις 10.000 βαρέλια την ημερήσια παραγωγή, όσο και της ανάπτυξης του τομέα στις νέες περιοχές της Δυτικής Ελλάδας καθώς και στην Αίγυπτο, την Αδριατική και της ΝΑ. Μεσόγειο.

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Bureau Veritas: New Oil & Gas Testing Facility in Hamburg Inspectorate, global leaders in testing and inspection for the oil and gas industry, announced today the opening of a new testing facility in Hamburg, Germany, specializing primarily in the in the testing of diesel, gasoil and marine fuel oil. Strategically located in a new complex in the centre of the Hamburg Harbor, the 24/7 laboratory and inspection office will provide support services for major shipping companies, traders and energy suppliers needing real time data for oil and gas quality in Germany. The facility has testing capabilities for Automotive Diesel (EN590), Gasoil / Heating oil (DIN 51603), Marine fuel oil and Gasoil (ISO 8217), ICE Gasoil, NexBTL/GTL, base oil and lube oil. Increased capability including the analysis of liquid chemicals is already scheduled for Q3, 2016. Senior technicians from Inspectorate’s flagship laboratories in Antwerp, Rotterdam and Amsterdam will initially operate and continuously support the Hamburg facility, ensuring fast sample turn-around times and value adding technical advice for customers. “The ability to rely on the industries’ benchmark systems and resources from our established, state-of-theart laboratories greatly helps to deliver high-quality services in a new location from day one,” said Peter Van Dinter, Project Manager, Inspectorate. A dedicated team of highly trained Marine surveyors will be available to provide for any local needs for sampling and quantity inspection. “The Hamburg laboratory further consolidates Inspectorate’s already extensive network of testing and inspection facilities and reinforces our commitment to supporting customers in the region,” said Dave Groen, General Manager, Inspectorate ARAH.

STCW 2010 – Employers Need to Be Ready, says ICS The transitional period for the 2010 amendments to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW 2010) comes to an end on 1 January 2017. To prevent last minute certification ‘logjams’, and potential difficulties during Port State Control inspections next year, it is important that maritime employers liaise closely with maritime administrations, says the International Chamber of Shipping (ICS). With less than a year to go before the end of this major transition, ICS and its member national associations are urging shipping companies to check that those maritime administrations responsible for issuing their seafarers’ STCW certification are fully prepared, and that arrangements have been made to ensure that any necessary updating training can be undertaken by the seafarers they employ. The 2010 ‘Manila Amendments’ to STCW entered into force in 2012, with different requirements being phased-in at various dates before 1 January 2017. The provisions being phased-in by maritime administrations include new and updated seafarer competences, as well as changes to some seafarer grades and certification requirements. Most maritime administrations have determined that seafarers holding national certificates of competence will need to complete mandatory updating courses in order to be certified beyond 31 December 2016. In view of the 1 January 2017 implementation date, ICS considers that maritime administrations should, where necessary, have already approved any special updating courses for seafarers, as well as making any necessary arrangements for the issue and revalidation of seafarers’ certificates in accordance with the 2010 amendments. In their capacity as flag states, administrations also need to be ready to process a potentially large number of applications for flag state recognition endorsements towards the end of 2016. However, in order to ensure that any applications can be processed by certification issuing administrations and flag states well ahead of 1 January next year, ICS says that ship operators should be taking all necessary steps now to facilitate the attendance of their seafarers at relevant training courses.


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Wärtsilä internal audit reveals deviations Wärtsilä Corporation has, at its own initiative, conducted an internal audit of test processes globally. This was done to secure compliance and to ensure operational excellence within the company. The investigation has brought forward deviations in certain fuel consumption measurement tests conducted for marine engines in Wärtsilä Delivery Centre Trieste in Italy before customer dispatches. The deviations are on average 1% of fuel consumption. Of all Wärtsilä engine deliveries a total of 2% may have been affected. Engines for power plant customers are not impacted, and we have no evidence of deviations in other operations. It is to be noted that the engines in question have fulfilled the regulatory and classification society requirements, and the potentially affected vessels have met sea trial requirements. According to our evaluation, the customer impact of the deviations is marginal. Over the recent years our portfolio has expanded significantly, and in 2015 Wärtsilä’s marine engine sales represented 12% of annual group revenues. According to the estimate of Wärtsilä management, the financial impact of this issue is not material. Based on our current analysis, the deviations have been caused by a limited number of personnel, who have clearly acted against work instructions and our code of conduct by influencing the test results. These actions are in dire violation of corporate policies and the company takes the matter extremely seriously. In order to secure new and transparent processes and controls, Wärtsilä has reviewed all test procedures, and taken immediate corrective actions where deviations have been found. Consequently, we can confirm that the tests fulfil our high standards. “Wärtsilä requires all its employees to act in accordance with internal guidelines as well as laws and regulations. We deeply apologise for any loss in trust caused by this violation to our policies and corporate values, and we will immediately start reaching out to our customers,” says President and CEO Jaakko Eskola, Wärtsilä Corporation.

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ICS: Impressive Performance for All Major Flag Registers The International Chamber of Shipping (ICS) has published its Shipping Industry Flag State Performance Table for 2015/2016, which can be downloaded free of charge via the ICS website. The ICS Table provides an annual overview of the performance of the world’s ship registers against a number of criteria, using data available in the public domain. ICS is keen to draw attention to the impressive number of positive indicators that are now being achieved by those flag states which are used by the vast majority of ship operators. ICS Director of Policy & External Relations, Simon Bennett, explained: “One thing the ICS Table has demonstrated for many years is the lack of substance to arbitrary distinctions that are sometimes made between the performance of open registers and so called traditional flag states. About two thirds of the world fleet is now registered with the eight largest ‘open registries’, all of which show impressive levels of performance. While they might have been relevant 20 years ago, the ICS Table continues to show that such distinctions are no longer helpful.” The ICS Table assesses the performance of flag states using criteria such as Port State Control records, the ratification of IMO and ILO Conventions and participation at IMO meetings. It is intended as a tool to help to ship operators to engage in discussion with their flag administrations about areas of performance where improvement might still be necessary. While ship operators are responsible for compliance with safety and environmental rules, it is flag states which a have primary responsibility for inspections and enforcement. ICS therefore believes it is important that the performance of flag states is subject to objective scrutiny. Following the agreement by IMO to make its Member State audit scheme mandatory, ICS is pleased to see the steps being taken to make audit reports available to the public via the IMO website. ICS hopes that in due course the results of all IMO audits will be made public. In the meantime, the Flag State Performance Table is intended as a complement to IMO’s successful efforts to help improve the performance of all its Member States. The ICS Table is being distributed worldwide via ICS national shipowners’ associations and their member companies, which cover over 80% of the world merchant fleet.

ICS Co-ordinates Maritime Employers at Important ILO Meeting The International Chamber of Shipping, as the Secretariat for the Shipowner Group at the International Labour Organization, co-ordinated employers’ representatives from over 20 national shipowners’ associations at the second meeting of the Special Tripartite Committee (STC) for the Maritime Labour Convention, 2006, held in Geneva. The Special Tripartite Committee was established to keep the working of the MLC under continuous review and to consider proposals for amendments to the MLC where there is a compelling need to consider specific issues. During this week’s proceedings, the STC agreed to a Shipowner Group proposal to harmonise provisions related to the renewal of Maritime Labour Certificates with similar certificate renewal provisions contained in other international maritime instruments. Sarah Cerche, acting as spokesperson for the Shipowner Group, explained that: “Shipowners have clear and justified concerns about difficulties with port State control as a result of any delay in issuance of the renewed Maritime Labour Certificate. When it enters into force, this new amendment will crucially ensure that, where a ship has successfully undergone its renewal inspection and all the requirements of the Convention are met, any administrative delay in issuing a new certificate will not unnecessarily impede the ship continuing with its work.” The STC also agreed to amendments highlighting the importance of health and safety on board ships and proposing that Guidance on Eliminating Shipboard Harassment and Bullying, recently issued jointly by ICS and ITF, is taken into account by all concerned. A new resolution agreed by the STC also establishes a working group to examine issues related to the protection of seafarers’ wages when a seafarer is held captive as a result of acts such as piracy. Commenting on the outcome of the meeting, Peter Hinchliffe, ICS Secretary General, said: “The meeting has reaffirmed the strength of the tripartite system involving ILO Member States and seafarers in debate with shipowner representatives. The effort to promote the widest possible ratification of this landmark maritime Convention continues to be a core priority for ICS.”


YACHTING

RINA attends the Mediterranean Yacht Show 2016 Once again RINA was present at the 3rd Mediterranean Yacht Show 2016 which took place in the seaport town of Nafplio and first capital of the modern Greek state. RINA Piraeus Yachting Team Leader, Mr. Efthymios Stasinos visited the Boat Show and had the chance to meet and share views with the most of the Exhibitors, Masters, Yacht Owners/Managers regarding the contemporary issues of the rapidly increasing Yachting Industry. At this point, many congratulations should be offered to the Greek Yachting Association (GYA) for the perfect organization of the Mediterranean Yacht Show 2016. RINA Hellas established in Piraeus, offers classification services to all kind of ships, yachting services, ISO certification, training, R&D projects and cooperates with the most reputable companies in Greece and Cyprus. Greece is the world’s most important shipowning nation. That is why RINA, as one of the world’s leading classification societies, has strengthened its services to Greek shipping. Greek shipping has always been RINA’s most important client outside Italy. Over the last four years growth has been rapid and today the RINA-classed Greek fleet topped 300 vessels, 6.1 M (GT). That growth is the result of the special expertise of RINA in sectors where Greek shipping is especially strong. RINA’s activities in Greece cover the entire maritime sector, but it has had special success in dry cargo vessels and ferries. At the same time, RINA Hellas Yachting Team operates almost 10% of all RINA yachts globally and its goal is to increase the RINA Yachting fleet and to provide further yachting services.

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Mr. Stasinos & Capt. George Stefanidis, Master of MY ANCALLIA

Mr. Stasinos & Capt. Antonios Daglis, Master of MY HELIOS


TOP STORIES

Wärtsilä research project eliminates problem of ‘singing’ propellers A joint research project carried out by Wärtsilä and City University London has succeeded in identifying the specific design parameters that create the risk of ‘singing’ propellers. Though rare, ‘singing’ is nevertheless an annoying problem that occurs as a strong tonal noise originating from the propeller, thus causing a negative effect to onboard comfort levels. The research programme reached its conclusions in December 2015. The problem has long been recognised in the marine industry. While the general perception has been that the frequency of the propeller blades’ vibration mode coincides with the frequency of the hydrodynamic excitation forces at the trailing edge of the blades, the current research indicates that there is more complexity and sensitiveness to this hypothesis. “Our research has shown that the ‘singing’ phenomenon can be controlled by selecting the proper main parameters of the propeller blades, by careful attention to the flexural modes of the propeller blades, and by careful attention to the specific geometry at the trailing edge of the blades. It has shown that all these aspects are interacting and can prevent the ‘singing’ of propellers,” says Arto Lehtinen, Vice President, Propulsion, Wärtsilä Marine Solutions. Vessels at risk for ‘singing’ are identified in the design process. Along with the existing Wärtsilä propeller design features, notably optimum efficiency, strength, and limited cavitation and pressure pulses, the avoidance of ‘singing’ has now been added as a standard Wärtsilä design feature. Furthermore, the findings from the research project have been incorporated into the company’s OPTI-Design, which was introduced as a new state-of-theart design concept in 2014. That design offers fuel savings of up to 4 per cent and highly reliable full scale performance predictions.

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Lloyd’s Open Form: the best option for the biggest incidents As merchant ships get larger, as their cargoes expand in size and complexity and as their values escalate, the challenges facing salvors and wreck removers are multiplying. In recent years, the salvage industry had tackled incidents all over the world when some of the largest vessels, particularly after groundings, had spilled oil and containers into the sea. Despite deployment of the best available equipment and skills to retrieve cargoes and to contain oil slicks, work could take several months, often in the same atrocious weather conditions that contributed to the incident. However, the salvage industry now faced the daunting prospect of dealing with incidents on a far greater scale. Captain Nicholas Sloane, of Resolve Marine Group, who led the salvaging of the Costa Concordia, has no doubts that it is only a matter of time before such an accident occurs. How would salvors cope with a distressed vessel carrying 20,000 TEUs in heavy seas in mid-ocean? He was addressing an audience of over 150 marine professionals, including insurers, average adjusters, brokers and law firms from Britain, Europe and other parts of the world at a London Shipping Law Centre seminar on February 2nd. The theme was ‘Demystifying salvage----changing perceptions in a changing world.’ The event was held at the London offices of Holman Fenwick Willan and chaired by Simon Kverndal QC of Quadrant Chambers. Captain Sloane was joined on the panel by Andrew Chamberlain of Holman Fenwick Willan, Chris Adams of Steamship Insurance Management Services and Richard Gunn of Reed Smith. Chris Adams presented a vivid picture of the large tankers and containerships which had run aground in recent years. He pointed out that claims of $250,000 plus on P&I Clubs represented around one per cent by number and about 40 per cent by value. Last year there were over 60 such claims. The claims experience of January indicated that a similar number could be expected this year. Over the past five years, 59 per cent of larger claims costs emanated from groundings and variously involved wreck removal. Mr. Adams reminded his audience that wreck removal costs were not ultimately subject to limited liability provisions. The speakers were broadly in favour of the continuing validity of the Lloyd’s Open Form as the speediest and most efficient mechanism to enable salvage to start quickly, continue without contractual interruption and provide the most acceptable framework for assessing costs. While “not perfect” and not necessarily the most suitable contract in all instances, it facilitated the early engagement of all parties: owners, charterers, cargo interests, bunker suppliers and insurers. Andrew Chamberlain said it had “become fashionable to knock the LOF.” However, he had no doubt that the Form remained the most suitable option in most incidents and could be developed to meet future contingencies. He warned: “Don’t throw the baby out with the bathwater!” The panel discussed the folly of salvors continually undercutting each other and the adverse effect on capacity; and insufficient appreciation on the part of shipowners and insurers about what salvage involved. As a new way of sourcing escalating costs, Richard Gunn suggested the formation of a salvage fund to be financed by the property owners and administered separately from market insurance. All were concerned about the industry’s capacity to handle massive incidents “in a 21st century of megaships.” They recognised the growing prospect of firms working together in the interests of immediacy and the co-ordinated supply of all the necessary equipment and skills. Local authorities and governments were increasingly insistent on how they wanted close-to-shore incidents handled. They were not slow to stimulate further media interest in highly visual incidents beamed initially through social media. Owners and charterers had to take this into account in issuing their instructions. George Tsavliris, Principal, Tsavliris Salvage Group, and a member of the LSLC’s Council, explained: “In recent years, the salvage industry has achieved exceptional results with some of the world’s largest distressed vessels. However, salvors have their own technical and financial viability problems. We must ask ourselves: do we have the equipment, skills and project management expertise to cope with the incidents which will inevitably arise when megaships get into serious trouble? “It was a first rate seminar, excellently chaired. I came to learn and I learned.” Dr. Aleka Sheppard, Founder and Chairman of the London Shipping Law Centre, concluded: “With their unrivalled expertise, our panel has administered a dose of cold reality on the challenges facing the whole salvage process in the years ahead.”


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INTERNET

Διαδίκτυο και Ναυτιλία – Χάσμα τεχνολογίας

Άδωνις Βιολάρης,

Πρόεδρος υποεπιτροπής πληροφορικής και επικοινωνιών του Κυπριακού Ναυτιλιακού Επιμελητηρίου και Διευθυντής Μάρκετινγκ, Interorient Shipmanagement Η ναυτιλία και ιδιαίτερα οι πλοιοκτήτες και πλοιοδιαχειριστές δεν χρειάζεται να μένουν στο περιθώριο όσο αφορά τις μελλοντικές τεχνολογίες, αλλά επιβάλλεται να λάβουν δραστικά μέτρα για την συνδεσιμότητα των πλοίων τους, αν θέλουν να βρίσκονται μπροστά και να αντιμετωπίζουν τον ανταγωνισμό ο οποίος θα παραμένει συνεχής.

Οι επικοινωνίες στη ναυτιλία είναι ένα θέμα που απασχολεί σημαντικά την ναυτιλιακή βιομηχανία εδώ και πάρα πολλά χρόνια, λόγω της χρησιμοποίησης δορυφορικών συνδέσεων οι οποίες απαιτούν ένα σημαντικό κόστος το οποίο επιβαρύνει το πλοίο και κοστίζουν πολύ περισσότερο από ότι στοιχίζουν οι επίγειες επικοινωνίες. Τον 20ο αιώνα, αλλά και τα πρώτα χρόνια αυτού του αιώνα χρησιμοποιούσαμε τέλεξ και φαξ, για την μεταφορά δεδομένων και μόνο τα τελευταία δέκα χρόνια ξεκίνησε η χρήση του διαδικτύου στα πλοία, και όταν λέμε διαδίκτυο συνήθως εννοούμε μόνο επικοινωνία με email. Τα υφιστάμενα συστήματα που υπάρχουν τώρα στα πλοία μπορούν να προσφέρουν πρόσβαση στο διαδίκτυο για πλοήγηση (σερφάρισμα) και πρόσβαση στα συστήματα κοινωνικής δικτύωσης. Οι ταχύτητες που προσφέρονται δεν έχουν όμως καμία σχέση με αυτές που έχουμε στην ξηρά και που ακόμα κυμαίνονται μεταξύ 128kbps και 432kbps. Για να έχει ένα πλοίο απεριόριστη χρήση δεδομένων και μια ταχύτητα της τάξεως των 2mbit πρέπει να πληρώνει περίπου €3000-4000 τον μήνα ενώ εμείς στα σπίτια μας με δεκαπλάσιες ταχύτητες και απεριόριστη χρήση δεδομένων πληρώνουμε μόνο μερικές δεκάδες Ευρώ! Το τεχνολογικό χάσμα που δημιουργείται μεταξύ των επίγειων και των θαλάσσιων δορυφορικών επικοινωνιών αυξάνεται χρόνο με το χρόνο όλο και περισσότερο και δεν κατάφερε να βοηθήσει σημαντικά την ναυτιλιακή βιομηχανία η οποία με πάνω από 60.000 εμπορικά πλοία της μεταφέρει το 90% των εμπορευμάτων με ασφάλεια στον προορισμό τους, με πολύ χαμηλό κόστος, ενισχύοντας σημαντικά το διεθνές εμπόριο και την ανάπτυξη της διεθνούς οικονομίας. Αυτή τη στιγμή υπάρχουν διαφορετικά συστήματα με τα οποία μπορεί κανείς να συνδεθεί με το διαδίκτυο, αλλά κανένα από αυτά δεν προσφέρει τις ταχύτητες που απολαμβάνουμε στη ξηρά. Η Inmarsat που φέτος θα μπορεί να προσφέρει ταχύτητες μέχρι και 50mbit, αλλά οι τιμές θα ξεκινούν περίπου στα €2200 το μήνα για μία σύνδεση στο διαδίκτυο, στα 256kbps/s και απεριόριστο όγκο δεδομένων. Η άλλη εταιρεία είναι η Iridium η οποία θα μπορεί να δώσει πρόσβαση στο ίντερνετ με ταχύτητες 1.5mbit αλλά το σύστημα αυτό θα είναι διαθέσιμο κάπου μέσα στο 2017. Και τέλος το τρίτο σύστημα το Ku Band VSAT το οποίο παρέχει «ψηλές» ταχύτητες και απεριόριστο όγκο δεδομένων αλλά μειονεκτεί στο ότι δεν μπορεί να παρέχει πλήρη γεωγραφική κάλυψη και των επτά Ωκεανών. Ένα από τα μεγαλύτερα προβλήματα που

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αντιμετωπίζει σήμερα η ναυτιλιακή βιομηχανία σε ότι αφορά των εφαρμογή των νέων τεχνολογιών στις επικοινωνίες εκτός από το σχετικά υψηλό κόστος εγκατάστασης και λειτουργίας είναι και οι αυξημένες πλέον απαιτήσεις των ναυτικών οι οποίοι δικαιολογημένα επιζητούν την άμεση πρόσβαση στον κυβερνοχώρο και την συνεχή επικοινωνία με τα σπίτια τους. Ιδιαίτερα σήμερα, η νέα γενιά των ναυτικών που προορίζεται να ανέβει στα πλοία έχει γεννηθεί με «ένα κινητό» και μία ταμπλέτα στο χέρι και απαιτούν να έχουν άμεση πρόσβαση στο διαδίκτυο όπου και να βρίσκονται. Γνωρίζοντας πως αντιδρά η γενιά των Χ (Millenials) στην ξηρά όταν δεν έχουν πρόσβαση στο διαδίκτυο για παράδειγμα για μία μόνο ώρα, τότε μπορεί κάποιος να αναλογιστεί τι μπορεί να συμβεί στη νέα γενιά των ναυτικών, οι οποίοι θέλουν να έχουν άμεση επαφή με τα αγαπημένα τους πρόσωπα, φίλους και συγγενείς τους και θέλουν να έχουν πρόσβαση στα μέσα κοινωνικής δικτύωσης όπου και εάν βρίσκονται. Οι στατιστικές του 2015 μας λένε ότι 68% των ναυτικών κατωτέρων πληρωμάτων και 28% των αξιωματικών δεν έχουν ακόμα πρόσβαση σε email και ότι το 97% των ναυτικών κατωτέρων πληρωμάτων δεν έχουν πρόσβαση στο διαδίκτυο για πλοήγηση ή για χρησιμοποίηση των μέσων κοινωνικής δικτύωσης όπως το Facebook, Twitter, κλπ. Τα τελευταία δύο χρόνια, υπάρχει μια έντονη κινητικότητα στη βιομηχανία θαλάσσιων επικοινωνιών που δείχνει έμπρακτα το μεγάλο ενδιαφέρον που δείχνουν οι πλοιοκτήτες και πλοιοδιαχειριστές, τόσο για την συνδεσιμότητα των πλοίων τους στο διαδίκτυο για σκοπούς μεταφοράς εταιρικών δεδομένων από τα πλοία τους στη ξηρά και αντίστροφα, όπως επίσης και για την παροχή του διαδικτύου στους ναυτικούς τους, σε μια μορφή όπως τα internet café, στα πλοία. Παλιά η συνδεσιμότητα στο διαδίκτυο ήταν απαγορευτική λόγω του υψηλού κόστους και ήταν διαθέσιμο μόνο στα κρουαζιερόπλοια και στις θαλάσσιες πλατφόρμες εξόρυξης πετρελαίου. Η εξάπλωση του διαδικτύου πρέπει να γίνει όσο το δυνατόν γρηγορότερα, σε όλα σχεδόν τα πλοία, και αυτό θα βοηθήσει σημαντικά να γεφυρωθεί το μεγάλο τεχνολογικό χάσμα που έχουμε στη ναυτιλία μεταξύ γραφείων και εγκαταστάσεων στην ξηρά και πλοίων που βρίσκονται στις θάλασσες. Η ναυτιλία και ιδιαίτερα οι πλοιοκτήτες και πλοιοδιαχειριστές δεν χρειάζεται να μένουν στο περιθώριο όσο αφορά τις μελλοντικές τεχνολογίες, αλλά επιβάλλεται να λάβουν δραστικά μέτρα για την συνδεσιμότητα των πλοίων τους, αν θέλουν να


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βρίσκονται μπροστά και να αντιμετωπίζουν τον ανταγωνισμό ο οποίος θα παραμένει συνεχής. Αυτή η αλλαγή είναι αναγκαία για τις επικοινωνίες των πλοίων προς την ξηρά για να αποφευχθεί για πάντα η δημιουργία παράλληλων λογισμικών λόγω του χαμηλού εύρους ζώνης το οποίο υφίσταται τώρα στα πλοία. Λόγω των παράλληλων λογισμικών, η ναυτιλία δεν χρειαζόταν άμεσα αναβάθμιση του εύρους ζώνης στα πλοία αλλά αυτό που το έχει κάνει αναγκαίο, είναι η απαίτηση από το ανθρώπινο δυναμικό στα πλοία, τους ναυτικούς. Είναι γνωστό από τις εμπειρίες μας στη ξηρά, ότι η γρήγορη ροή πληροφοριών προάγει τη γρήγορη λήψη αποφάσεων, η οποία οδηγεί στην μεγιστοποίηση των θετικών αποτελεσμάτων. Δεν μπορούμε πιά να βασιζόμαστε στην αποστολή email μηνυμάτων και τις πληροφορίες που περιέχονται σε αυτά να πρέπει να περαστούν χειροκίνητα στη βάση δεδομένων και μετά να ακολουθήσει η ανάλυση τους. Σε πλοία όπου το διαδίκτυο είναι καλά εδραιωμένο, τα δεδομένα μπορούν να αποστέλλονται απ’ ευθείας από το μηχανοστάσιο του πλοίου σε ένα πρόγραμμα το οποίο διεκπεραιώνει αναλύσεις και μπορεί να επεμβαίνει σε real-time μορφή στη ρότα του πλοίου, ώστε να πετυχαίνονται καλύτερα αποτελέσματα και σημαντική εξοικονόμηση καυσίμων. Με την σύνδεση ενός πλοίου στο διαδίκτυο και με το γραφείο του πλοιοκτήτη στη ξηρά, αυτό εξ υπακούει ότι το τμήμα πληροφορικής της ναυτιλιακής εταιρίας θα πρέπει να συντηρεί μια ομάδα που δεν θα διαφέρει σε τίποτα από το να συντηρείς ή να συνδέεις ακόμα ένα υποκατάστημα με τα κεντρικά γραφεία. Το πλοίο είναι μια σημαντική επένδυση και χρειάζεται να αναβαθμίζεται συνεχώς τόσο από πλευράς ανθρώπινου δυναμικού όσο και του τεχνολογικού του εξοπλισμού. Προσθέτοντας σήμερα 10 πλοία στο εταιρικό δίκτυο μιας πλοιοκτήτριας ή πλοιοδιαχειρίστριας εταιρίας είναι το ίδιο με το να συνδέεις ακόμα 10

υποκαταστήματα με 220 χρήστες, όταν δε έχεις ένα στόλο με 120 πλοία, είναι σαν να υποστηρίζεις ένα ολόκληρο χωριό. Το μεγάλο πρόβλημα που προκύπτει είναι το χάσμα τεχνολογίας που αναφέραμε προηγουμένως. Δεν μπορείς να έχεις π.χ. τεχνολογία οπτικών ινών στα κεντρικά γραφεία και στα υπόλοιπα υποκαταστήματα σου και να περιμένεις τα πλοία να αποδίδουν με τον ίδιο τρόπο όπως και τα υπόλοιπα γραφεία, όταν αυτά είναι συνδεδεμένα στο διαδίκτυο, με ένα φτωχό εύρος ζώνης της τάξεως των 256kbps – 432kbps. Με ένα τόσο χαμηλό εύρος ζώνης, είναι πολύ δύσκολο να συντηρείς και να ελέγχεις το δίκτυο στα πλοία από μακριά, να υποστηρίζεις τους νέους διαδικτυακούς χρήστες σε διάφορα επίπεδα, να παρέχεις την διαδικτυακή ασφάλεια και προστασία από διαφόρους χάκερς καθώς και να έχεις και τον έλεγχο της χρήσης από τους ναυτικούς. ‘Όλα αυτά πρέπει να αντιμετωπιστούν και να ληφθούν ορθολογιστικές αποφάσεις για την σωστή ανάπτυξη του διαδικτύου στα πλοία, έτσι ώστε οι πλοιοκτήτες και οι πλοιοδιαχειριστές να μπορούν να παρέχουν στα πλοία και στους ναυτικούς τους πρόσβαση στο διαδίκτυο. Μόνο έτσι θα παραμείνουν στην αγορά ανταγωνιστικοί και ικανοί να επιβιώσουν των προκλήσεων που υπάρχουν στα χρόνια που έρχονται. Για να καταστεί δυνατόν να δημιουργηθεί γρήγορο, φθηνό και παγκόσμιας εμβέλειας διαδίκτυο δεν πρέπει να επαφίεται μόνο στις ναυτιλιακές εταιρείες να επενδύσουν ανεξάρτητα η κάθε μια στα δικά της πλοία, αλλά να γίνει μία συλλογική προσπάθεια έτσι ώστε το διαδίκτυο να είναι διαθέσιμο σε όλα τα εμπορικά πλοία και με αυτό να καλέσουμε τις κυβερνήσεις, τμήματα εμπορικής ναυτιλίας, αρχές τηλεπικοινωνιών, συντεχνίες ναυτικών και εταιρείες διαδικτύου να συμβάλουν έμπρακτα στη δημιουργία μίας πιο φθηνής διαδικτυακής σύνδεσης των πλοίων, έτσι ώστε να καταστεί πιο προσιτό το διαδίκτυο το τόσο σημαντικό πρώτα για το Παγκόσμιο Εμπόριο και κατ’ επέκταση την Παγκόσμια Οικονομία.

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ABS Centralizes Global Marine Activities ABS has centralized its global Marine strategic planning, client development, and product and service offerings to deliver enhanced classification services and joint technical projects. Effective Feb. 15, 2016, Dr. Kirsi Tikka is promoted to the new role of Executive Vice President – Global Marine. She will continue to be based in London. “An industry-recognized and respected expert, Kirsi brings tremendous experience and insight to deliver improved coordination, consistency and responsiveness to our members and clients,” says ABS Chairman, President and CEO Christopher J. Wiernicki. “Kirsi is precisely the right person at the right time with the unique understanding and proficiency to help our clients navigate increasingly challenging regulatory waters.” As the Global Marine lead, Tikka will align ABS strategic planning, client development, and product and service offerings with the industry’s technical needs and requirements. Dedicated market sector leaders will focus on container ships, tankers and bulk carriers, and an executive team is positioned to deliver practical energy efficiency, environmental performance, and global gas solutions. “This new centralized approach positions us more closely to market drivers and provides a more consistent structure for technology development and even stronger client relationships,” adds Wiernicki. “As a result, we are better situated to execute on our mission to support industry safety.” Prior to her appointment, Tikka served as the Division President for Europe and Africa and as Vice President and Chief Engineer.

States urged to ratify compensation regime for Hazardous and Noxious Cargoes The International Maritime Organization (IMO), together with the International Oil Pollution Compensation Funds (IOPC Funds) and the International Tanker Owners Pollution Federation (ITOPF), is urging its Member States to ratify and implement a key compensation treaty covering the transport of hazardous and noxious substances (HNS) by ship. The International Convention on Liability and compensation for Damage in Connection with the Carriage of Hazardous and Noxious substances by Sea, 2010 (2010 HNS Convention), when in force, will provide a regime of liability and compensation for damage caused by HNS cargoes transported by sea, complementing existing regimes already in force for the transport of oil as cargo, bunker oil used for the operation and propulsion of ships, the removal of hazardous wrecks and claims for death of or personal injury to passengers, or for damage to their luggage, on ships.

Comprehensive scope of Wärtsilä solutions again chosen for new cruise vessels Two new cruise vessels being built for USA based Seabourn Cruise Line will feature a broad assortment of Wärtsilä propulsion, electrical and automation solutions. The ships are to be built at the Fincantieri yard in Italy. The ‘Seabourn Encore’ is already under construction and the ‘Seabourn Ovation’ is scheduled to join the Seabourn fleet in 2018. The contracts with Wärtsilä for the vessels’ navigation and automation systems were signed in December 2015. The engine orders were signed in late 2014 and in the third quarter of 2015. The comprehensive range of Wärtsilä navigation, automation and sensor systems to be installed on these vessels includes the Wärtsilä Nacos Platinum and Wärtsilä Valmatic Platinum systems. Wärtsilä will also deliver consoles for the bridge and engine control room, including a video wall. Also to be delivered by Wärtsilä is a tank level and flood detection system, as well as the valve remote control. The scope of supply also includes a complete Wärtsilä electrical propulsion system. For each of the vessels, Wärtsilä will supply four Wärtsilä 32 engines.

New report from the Swedish club shines light on vessel claim The life of seafarers is never straightforward, and as a new report from the Swedish Club shows, the hazards and job complexities they face are very much dependent on the type of vessel they find themselves crewing. In P&I Claims Analysis, published this week, the Club has studied thousands of incidents in the last ten years, across a range of vessel segments and claims types, and made some interesting discoveries. Seafarers on containerships needs to watch their step, as almost 60% of all slips and falls occur on container vessels – almost certainly due to the amount of debris on board and the number of people involved in cargo operations. Meanwhile, those working on bulk carriers must take care to avoid cargo damage, with bulk carriers recording both the highest average cargo claims cost and also the most frequent claims over the last ten years. A failure to check cargo properly before loading and improper cargo handling are the cause of the most expensive and most common claims respectively, emphasising how important it is for crews to monitor entire cargo operations to secure as much evidence as possible about damaged cargo.

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ME-GI Reference List Adds Largest Ethane Carriers Ever Constructed JHW has ordered 5 × 85,000 m3 Very Large Ethane Carriers (VLECs) for a JACCAR/Hartmann Reederei joint venture, called UEC (United Ethane Carriers); each vessel will be powered by a single MAN B&W 6G60ME-GI main engine. Dalian Shipbuilding Industry Offshore Co. Ltd. (DSIC) will construct the vessels in China, while Hyundai Heavy Industries (HHI) will build the engines in Korea. Delivery of the first carrier is scheduled for the middle of 2017. Captain Ulrich Adami, Fleet Manager of Hartmann Schiffahrts GmbH & Co. KG, said: “The ME-GI engine appealed to us for several reasons, not least its environmental credentials with negligible slip of gas fuel, and its robust, stable combustion properties – even in heavy seas. We also viewed its high fuel efficiency and its flexibility of being able to run on HFO or ethane as pluses when it came to selecting main engines for our newbuildings.” The engines will meet Tier III emission requirements with the aid of MAN Diesel & Turbo’s EGR (Exhaust Gas Recirculation) technique. They will feature an injection pressure of 400 bar and form the main part of a propulsion system that also features a MAN Diesel & Turbo Alpha controllable pitch propeller

MSC Zoe makes headlines in Scandinavia Special MSC events for 400 customers and business partners at the ports of Gothenburg and Aarhus to celebrate the arrival of MSC ZOE in January 2016. The announcement that MSC MAYA and MSC ZOE were to call in Scandinavian ports as part of the SWAN service presented an excellent opportunity for both MSC to offer our customers a real MSC experience. Already in December 2015, MSC Maya’s arrival in Sweden had attracted considerable public interest; 450 members of the public bought tickets for the vessel tour and the news about MSC Zoe was covered on local and national radio, TV channels and in newspapers. “MSC” actually became the most Googled word in Sweden during the week of the port call! In mid-January, close to 400 customers and business partners were invited to the ports of Gothenburg and Aarhus to mark the arrival of MSC ZOE, which including a guided tour of the ship.

NOFO Accelerates Spill Recovery with DESMI Speed-Sweep NOFO (Norwegian Clean Seas Association for Operating Companies) operates on behalf of 30 offshore operators, establishing and managing oil spill response preparedness in Norwegian coastal and open sea regions. The organization’s total oil recovery capacity is from 100-200,000 barrels per day. From an oil spill response perspective, Norway’s waters, with their cold climate, icy conditions and strong currents, present technological and cost-efficiency challenges – particularly in the fjords. Such factors underlie one of NOFO’s key tasks, which is to ensure continuous improvements in oil spill response planning through technological development. When oil spills into the sea, time is of the essence. Two tasks are of immediate importance: preventing further spillage and recovering spilled oil from the surface before it spreads too widely or sinks below the surface. DESMI’s Speed-Sweep solution is a heavy duty rubber boom recovery system designed to allow for the collection of oil at greater speeds than has previously been possible. It’s a relatively new approach that speeds up oil recovery, increases encounter rates, covers a wider area in a shorter time and provides greater flexibility in the choice of vessels to carry out the work. The system can also be retrofitted to existing oil spill recovery equipment – both DESMI’s own products and competing brands.

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Capital Link’s 7th annual Greek Shipping forum draws 1100 delegates

DNV GL approves first vessel to comply with IMO Polar Code

More than 1100 delegates attended Capital Link’s 7th Annual Greek Shipping Forum “Opportunities & Challenges” which took place at the Divani Caravel Hotel in Athens, Greece. Capital Link is organizing on an annual basis Shipping Forums in New York, London, Athens and Shanghai where listed shipping companies, bankers and analysts address the international investment community, while at the Athens Forum the international financial community and market experts address the Greek and international shipping industry. The Forum was organized by Capital Link, a New York based Investor Relations and Financial Communications firm, with presence in London, Athens and Oslo which amongst other specializes in the shipping sector, working with the majority of shipping companies listed in the European and US Stock Exchanges. The Athens Forum was organized in cooperation with the New York Stock Exchange and the NASDAQ. The Forum covered the latest developments and trends in the global economy and world trade; and also reviewed the various funding alternatives for raising capital for listed and private shipping companies. Experts additionally addressed effective investment strategies and risk management in today’s shipping industry.

After a successful survey, DNV GL and the Danish Maritime Authority can confirm that the AHTS Magne Viking, owned by Viking Supply Ships, is in compliance with the new IMO Polar Code. “Having followed the development of the Polar Code for some years, it is a great achievement to finally survey the first vessel to comply with the Code” says Morten Mejlænder-Larsen, responsible for Arctic and Polar activities at DNV GL - Maritime. Based on long experience from Arctic operations in low temperatures and ice covered waters, Viking Supply Ships saw the value in the IMO Polar Code and decided to implement it early on. The process has included updates of vessel and equipment, as well as providing the required documentation. “As this vessel was already winterized and built for operation in cold climate, most of the additional requirements in the Polar Code were already fulfilled before we started the implementation process,” says Andreas Kjøl, Project Director at Viking Supply Ships. The IMO Polar Code is mandatory for all SOLAS vessel entering Arctic and Antarctic waters from 1 January 2017. Image: Magne Viking, care of Viking Supply Ships.

Wärtsilä Nacos Platinum System selected for all three Maersk line new building projects Wärtsilä has been contracted to supply the Wärtsilä Nacos Platinum integrated navigation, automation, and propulsion control systems for 27 new container vessels being built for Denmark based Maersk Line A/S. The contracts with Wärtsilä were signed in July and October 2015, and January 2016. The vessels are under construction at yards in China and South Korea. With these orders, the latest 47 new buildings in the Maersk line fleet will all be fitted with the Wärtsilä Nacos Platinum system, thus emphasising its market application success. Wärtsilä will also provide a power management system and control consoles, as well as external communication facilities. The Wärtsilä equipment is scheduled for delivery to the yards commencing in April 2016. The integrated Wärtsilä Nacos Platinum system covers the control systems for navigation, automation, power and propulsion. By integrating all these functions into a single system, the vessel can be navigated, controlled, and monitored from various onboard positions. The truly multi-functional operator stations enable unequalled flexibility and convenience.The increasing levels of automation and ship wide connectivity of essential sources of information continue to present opportunities for further operational expenditure reductions.

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Bigger ships than ever call at the Port of London as trade increases The Port of London saw larger ships than ever calling last year as the tonnage of cargo handled at Thames terminals climbed to 45.4 million tonnes (up 2% on 2014).PLA chief executive, Robin Mortimer said: “Last year a number of operators introduced new, bigger ships and records were broken. The record breakers included container ship, UASC Barzan and cruise ship Viking Star. The 400 metre long Barzan set a new benchmark as the biggest-ever ship on the Thames when she called at London Gateway Port in September. Viking Star became the largest-ever cruise ship in central London when she called at our Greenwich cruise ship moorings on her inaugural trip in May. “Since August, the Port of Tilbury has welcomed over 20 calls from Grimaldi’s newgeneration, larger capacity con-ro ships, operating on routes between Europe and West Africa. Longer and wider than their predecessors, they are handled at Tilbury’s new landing stage berth, rather than in the docks. And the Thames’ busiest service operator, CLdN has much larger, “game changer”, ships being built as well. “It’s developments like these, combined with the planned £1 billion of investment by Thames terminals and operators over the next five years, that give us confidence in the future. The Thames Vision project, looking at how the Thames will develop over the next two decades has set a goal of port trade growing to over 60 million tonnes.” The tonnage of cargo handled at terminals on the Thames last year was 45.4 million tonnes, 0.9 million tonnes (or 2%) up on 2014. Growth was principally in containers and trailers (unitised traffic) up 4% to 16.9 million tonnes; aggregates and cement increased again as construction continued to recover from 9.7 million tonnes (11%) up to 10.7 million tonnes. Oil trades fell by 8% to 10.9 million tonnes, with volumes particularly low at the beginning of year.

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The GRIMALDI GROUP enhances its services to Olbia Following the success of its recent initiatives, the Grimaldi Group proceeds to enhance its maritime links for passengers and freight between mainland Italy and Sardinia. As from mid-April, the LivornoOlbia link will be further strengthened while, at the same time, a daily connection between the ports of Civitavecchia and Olbia will be launched. Inaugurated last 11th of January, the daily Livorno-Olbia link will be enhanced with the deployment of the vessel Cruise Olbia, a new generation ro/pax ferry, which will replace the Zeus Palace currently deployed on the service. With a length of 204 meters, the Cruise Olbia is able to transport 1,600 passengers and 2,400 linear meters of rolling cargo and accompanying passenger vehicles. The ferry has 242 comfortable cabins, fitted with bathroom and air conditioning, for a total of 834 beds, a self service and an à la carte restaurant, three bars, a shop, a children’s play room and a discotheque. The deployment of the Cruise Olbia will allow the Grimaldi Group to further improve the quality standards of its onboard services, thus meeting the needs of its customers. The “top quality” services offered on board will be also combined with a “low cost” pricing policy.

Abu Dhabi Ports invests in new equipment Abu Dhabi Ports, the master developer, operator and manager of ports and Khalifa Industrial Zone in the Emirate, has procured a range of new advanced equipment this year as part of an ongoing upgrade to all of the general cargo and Roll-on-roll-off (RoRo) handling equipment at Khalifa Port and Zayed Port. The new equipment, including forklift trucks, terminal tractors, roll trailers and truck-mounted mobile cranes, will significantly enhance the efficiency and safety of port operations, and reduce vessel turnaround time. These acquisitions are part of Abu Dhabi Ports’ continuous investment in equipment to better handle the increasing general cargo and RoRo volumes. The state-of-the-art equipment will ensure sustainable and reliable services and continue to improve customer satisfaction – one of the core objectives of Abu Dhabi Ports. Apart from higher handling capacity, much of the new equipment also has an improved ergonomic design that provides equipment operators and drivers with better working comfort. “Our double-digit growth in general and bulk cargo, and RoRo volumes in recent years have necessitated an upgrade of the existing equipment at Zayed Port and Khalifa Port. As we expect to maintain the growth in the coming years, the new equipment will help to improve our operational efficiency, productivity, to meet the surging demand from our customers,” said Gary Lemke, Executive Vice President of Abu Dhabi Ports. Sixteen forklift trucks (FLTs)¬¬ were the first equipment to arrive at Zayed Port. The new trucks, which have a lifting capacity ranging from three tons to fifteen tons, bring the total FLT fleet to over 30. Sixteen new terminal trucks are expected to arrive in February. With new additions, there will be over 30 terminal tractors in the two ports for general cargo and RoRo operations.

Γερμανοί βουλευτές στον ΟΛΠ Επίσκεψη 17μελούς Αντιπροσωπείας Γερμανών Βουλευτών όλων των κομμάτων από το κρατίδιο της Σαξονίας πραγματοποιήθηκε πρόσφατα στα κεντρικά γραφεία του ΟΛΠ Α.Ε. Οι συμμετέχοντες συναντήθηκαν με τον Αναπλ. Δ/ντος Συμβούλου κ. Σταύρο Κυραμαργιό, τον Εντεταλμένο Σύμβουλο κ. Αθανάσιο Λιάγκο, τον Γενικό Διευθυντή κ. Σταύρο Χατζάκο καθώς και επιτελικά στελέχη του Οργανισμού και είχαν την ευκαιρία να συζητήσουν θέματα για το στρατηγικό σχεδιασμό του λιμένα αλλά και τον σημαντικό ρόλο του στην ανάπτυξη της ελληνικής οικονομίας στους τομείς τόσο της ακτοπλοΐας - κρουαζιέρας όσο και στη μεταφορά εμπορευματοκιβωτίων και αυτοκινήτων. Τα μέλη της αντιπροσωπείας ευχαρίστησαν για τη φιλοξενία και έμειναν ιδιαίτερα ικανοποιημένοι από την αρτιότητα των εγκαταστάσεων και την τεχνογνωσία σε όλους τους τομείς, καθώς έγινε αντιληπτό ότι το λιμάνι του Πειραιά αποτελεί με το μεγάλο μέγεθος του δύναμη ασφαλείας και ανάπτυξης και είναι ένα ασφαλές λιμάνι για το σύνολο της νοτιανατολικής Ευρώπης που βιώνει μια περίοδο ταραχών με κύματα προσφύγων.


SOFTWARE

Industry’s first LR and ABS join forces to deliver new cloud-based industry standard software solution for port agents launched by Softship

Common Structural Rules Software LLC, a joint venture company formed by Lloyd’s Register (LR) and ABS, has released new software tools for meeting the requirements of the IACS Common Structural Rules (CSR), which entered into force on 1 July 2015. Developed from the technical strengths of LR and ABS, version 2.5 of the CSR Prescriptive Analysis and the new CSR Finite Element (FE) Analysis software, allow assessment of whole vessel structures, including new bulk carrier and oil tanker designs. Both class societies will use these new tools to evaluate new designs to the CSR.

Softship - the global provider of liner and agent software applications – announces the launch of the industry’s first cloudbased, comprehensive solution designed specifically for port agents. Softship Advanced Port Agency Solution – or SAPAS – is a unique pay-as-you-go tool that manages all port agency and husbandry activities in a single on-line solution. Softship’s executive director, Thomas Wolff explains: “Port agents provide the critical link between the charterer or owner and the port. They arrange port services, crew changes, manage port expenses and much more besides. Most agents are small companies who run their businesses on phone calls, spreadsheets and notebooks. SAPAS allows the agent to structure and control all this information and to manage efficiently the wide range of activities required when a ship makes a port call. Importantly, SAPAS is available from any internet connected PC or tablet making it completely portable for agents who are often on the move.” Key functions of SAPAS include: Master data: A user defined database to store and retrieve the huge amounts of information required to service the ships when in port Tariffs: Port tariffs can be extremely complex. SAPAS stores this information and calculates accurate costs. Offers: This facility combines vessel information with external costs such as pilotage, berthing and bunkering to accurately estimate the cost of a port call. SAPAS generates a professional estimate that can be presented by the agent. Port calls: SAPAS manages all activities (vessel, crew, port authorities, customers, suppliers and more) required while the ship is in port. It creates a checklist, statement of facts and a disbursement account that can be presented when the vessel departs.

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“I am pleased that the strategy laid out more than a decade ago is achieving our objectives,” says LR’s Marine Director Tom Boardley. “Following the development of the CSR in 2005, LR and ABS quickly realized that only common software would support the industry desire for common scantlings, and our CSR Software tools had become widely used. With the introduction of the new Common Structural Rules, we have developed a completely new generation of CSR software that will enable shipbuilders and shipowners to easily and consistently address the requirements of the new IACS Rules.” “This software constitutes a new industry standard,” says ABS Chairman, President and CEO Christopher J. Wiernicki. “In our collaboration as two of the world’s leading class societies, we continue to achieve our primary objective to enable the advancement of the maritime industry through reliable and dependable software applications.” The CSR Prescriptive Analysis software requires only that the user input the appropriate data. All of the outputs are clear, straightforward and easy to read. A summary report provides required and offered scantlings with graphic representation of any deficiencies. An intermediate report summarises dominate criteria for each structure and a detailed report provides data for every parameter value. In conjunction with CSR FE Analysis, this complete tool makes verifying compliance with CSR possible with minimal effort. The software has quickly become popular with users. Nearly 500 licenses were issued prior to the production release. This release will be followed with regular updates for additional structural coverage and functionality and to address ongoing CSR changes.

Seagull Maritime leads the way into mobile apps The Seagull mobile app for crew training status is set to revolutionise the way seafarers track their training records and receive critical safety alerts, by making both instantly accessible via iPhones and Android devices. The Seagull crew app is available free of charge to all Seagull customers, offering access to selected records within the Seagull Training Administrator Online database covering individual seafarer status on all training requirements and competency. “Seagull is the first to respond to the changing training needs of the seafarers of today, who are entitled to expect the best available tools to support their safety and competency,” says Roger Ringstad, Seagull Maritime Managing Director. “This is a major step forward for an industry whose ability to recruit and retain skilled crews increasingly depends on showing seafarers more commitment to the technology that shore-based staff take for granted.” The app also delivers company notices in electronic bulletin form, either to all crew or to targeted ranks, including circulars, incident reports, regulatory updates, technical information, and quality management guidance. “Crews need the latest information because awareness is the key to ensuring best possible practice,” says Mr Ringstad. “Being notified of a vessel grounding or near miss, for example, inspires extra vigilance for those at sea. The app allows notifications to be delivered directly to the seafarer’s own device at the earliest opportunity, and is no longer tied to the PC.”


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SOFTWARE

LR and UK P&I Club launch app Lloyd’s Register (LR) and the UK P&I Club have released a Life-Saving Appliances pocket checklist app to help ensure that ship personnel are trained in how to inspect, maintain and operate life-saving equipment, and that equipment is ready for use at all times. The app also includes a list of common deficiencies to help ensure compliance with regulatory requirements and help reduce the risk of port state control detentions. The full series of six pocket checklist apps, consisting of: ILO MLC, ISM & ISPS, Marine Fire Safety, Marine Pollution Prevention Port State Inspections, and now Life-Saving Appliances, are all available on iPhone, iPad and Android devices. The five existing apps have been well received by the marine industry worldwide and the ILO MLC and ISM & ISPS pocket checklists apps also featured in Marine Insight’s list of top 10 mobile apps for seafarers. The apps include functionality that enable ships’ crews and their managers to easily view necessary legislative and regulatory requirements, save multiple checklists, check off completed activities, add essential notes/images and send completed checklists via email.

Norbulk implements cloud solutions Leading ship management company Norbulk Shipping is already seeing the benefits from embracing the move towards paperless ships. The Glasgow-based ship manager explored several options before deciding to move its IT systems to ‘the cloud,’ via the cloud migrator for Google, Cloud Technology Solutions. A need for the industry to move to the digital world has been recognised by InterManager, the international trade association for in-house and third party ship managers, which believes the burden of administrative tasks falling on seafarers in today’s shipping industry is significant. Norbulk began the planned strategy with a pilot scheme in its Glasgow office.

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Globecomm sees strong uptake of new VSAT service

Globecomm, one of the leading providers of maritime connectivity, has reported rapid adoption of its new global VSAT service. Globecomm VSAT, powered by iDirect is a high-capacity satellite solution designed to deliver ‘industrial strength’ connectivity to fixed and mobile assets on a global basis. The service provides a broad range of high-throughput applications over a robust, flexible and scalable network designed specifically to deliver shared services and private networks to customers in maritime and energy markets. The state-of-the-art global VSAT network is built on the iDirect Evolution IP-based platform which supports automatic beam switching as well as access to High Throughput Satellite services. Globecomm customers will have access to Ku, Ka and C-Band services with a coverage footprint of the major ocean regions that is among the best available in maritime VSAT. Malcolm McMaster, Vice President of Globecomm’s Transport Vertical says customers are increasingly seeking access to VSAT services from a trusted partner. “The Globecomm VSAT service was developed to meet the demand from maritime customers for a global solution from a provider that already serves 4,000 vessels. It has been designed to be powerful but simple to implement; we have done the hard work, meaning that new and existing customers can quickly begin to experience the benefits that high-throughput connectivity can deliver.” Globecomm’s customers operate vessels ranging from fishing boats to the largest merchant ships. The connectivity it provides is used for every conceivable application from voice calling and video chat to operational and safety data.

Inmarsat C marks quarter century of saving lives at sea Inmarsat (LSE:ISAT.L), the leading provider of global mobile satellite communications, has marked the 25th anniversary of Inmarsat C by revealing that more than 600 distress alerts from vessels in urgent need were broadcast over the service in 2015. The disclosure demonstrates how the decision made by IMO administrations requiring all ships of more than 300 gross tons to be fitted with a Global Maritime Distress and Safety System (GMDSS) remains pivotal in protecting lives at sea. Inmarsat is the only safety services provider in the world approved to deliver GMDSS under the rigorous International Convention for the Safety of Life At Sea requirements. Ronald Spithout, Inmarsat Maritime President, commented: “Over its lifetime, GMDSS has made the biggest single contribution to maritime safety since the advent of radio in 1899. We are immensely proud of Inmarsat C’s unparalleled contribution to GMDSS in the last 25 years. Thousands of lives have been saved and countless ships rescued as a result.”


SOFTWARE

Global Xpress top of the agenda for Satellite 2016 Inmarsat will be highlighting its latest technologies and services, including the benefits of its cutting edge Global Xpress (GX) worldwide constellation, at Satellite 2016, the leading and largest global forum for satellite communications. The past 12-months have been a strategically important period for the FTSE-100 satellite communications company. Last year, Inmarsat launched the final two satellites required to complete global coverage for the GX constellation. Global ‘switch-on’ of the Ka-band service was achieved in December 2015, enabling Inmarsat to be the only company able to deliver highspeed, high-volume broadband services, seamlessly across the world. During 2016, market-specific, GX-powered services will continue to be rolled-out and the company aims to have achieved an annual revenue run-rate for GX of $500 million by the end of 2020, the fifth anniversary of the introduction of globally available commercial GX services. Last week, Inmarsat confirmed the intention to launch its fourth GX satellite, Inmarsat-5 F4 (‘I-5 F4’), in the latter part of 2016. Elsewhere, the company has also made further strategic announcements, which ensure its place as the leading provider of mobile satellite communications services on land, sea or air. At the end of last year, Inmarsat confirmed its long-term commitment to delivering advanced L-band services with the announcement that Airbus will build the first two satellites in its sixth generation, Inmarsat-6 constellation. The first Airbus-built, dual-payload satellites, featuring both L-band and Ka-band, represent a step change in the capabilities and capacity of Inmarsat’s L-band services and will be capable of supporting a new generation of more advanced services.

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Kewill Expands Partnership with INTTRA INTTRA, the world’s ocean shipping electronic marketplace, is pleased to announce the expansion of its partnership with Kewill, a leading provider of innovative software for supply chain execution in 100 countries around the world. Users of the Kewill MOVE® platform will gain access to INTTRA Ocean Schedules (OS), the world’s largest selection of ocean scheduling information, which includes 12 million voyages offered by more than 50 of the world’s largest ocean carriers and NVOCCs. This latest solution from INTTRA’s core marketplace complements Kewill’s transportation management platform, whose users have been benefiting from INTTRA Bookings, Shipping Instructions, and Track & Trace technology since 2008. Kewill users will now have access to an end-to-end ocean shipping solution beginning with scheduling the voyage. “For years, INTTRA and Kewill have worked together to enable customers to raise productivity levels, lower costs and improve supply chain visibility,” said INTTRA Marketplace President Inna Kuznetsova. “We are thrilled to be expanding our collaboration based on a shared vision of streamlining global shipment operations for Kewill’s customers on a larger scale.” “INTTRA’s products have delivered powerful results for Kewill and our customers for nearly a decade,” said Jim Hoefflin, Chief Operating Officer of Kewill. “Our close relationship has made it possible to integrate two leading supply chain technologies, delivering a world-class solution to Kewill customers.”

Launch of Fleet Xpress marks start of new era Inmarsat (LSE:ISAT.L), the leading provider of global mobile satellite communications, today launched Fleet Xpress; the first globally available, high-speed broadband solution for maritime and offshore operators available from a single communications provider. Fleet Xpress enables ship owners and operators to enhance their business intelligence, improve operational efficiency and vessel performance, and provide a host of high-value, crew welfare benefits. Fleet Xpress will also empower third party application providers to enhance their existing services to maritime customers, and to develop a host of innovative new applications that will further drive operational efficiencies, ranging from real-time monitoring, remote diagnostics and telemedicine, to security and crew service management tools, among others. “Fleet Xpress is a ground-breaking new service that will shape communications at sea beyond recognition,” said Ronald Spithout, Inmarsat Maritime President. “Through Fleet Xpress, ship owners and operators can experience unparalleled levels of performance and simplicity. It will provide the guaranteed high-speed connectivity that is essential to support the safest and most efficient vessel operations, anywhere in the world. While, in parallel, it will match the personal connectivity needs of even the most demanding modern seafarer, delivering services previously available only on shore.” Fleet Xpress, which is based on Inmarsat’s new Global Xpress (GX) satellite constellation, combines the high data speeds of Ka-band with the ultra-reliable FleetBroadband L-band service for unlimited backup. As a fully integrated service, it switches automatically between Ka-band and L-band, ensuring an ‘always on’ guaranteed connection with a committed information rate, backed-up by service level agreements to ensure customers always receive the service for which they are paying.

AVEVA announces the global launch of AVEVA Engage Already a big draw at major industry events during 2015, AVEVA today announced the commercial availability of its showcase decision support system, AVEVA Engage™. As visitors to AVEVA’s World Summit in Dubai in October, and members of the Early Access Programme can testify, AVEVA Engage’s ground-breaking technology puts instant, intuitive access to critical Digital Asset information literally at the fingertips of an organisation’s key decision makers. Tough trading conditions during the last 12 months have forced capital-intensive industries to slash costs. But forward-looking companies are focusing efforts on digital transformation to increase efficiency, achieve competitive advantage and be ready for an accelerated recovery when markets recover.


Nafs May 2016  

Posidonia 2016 edition

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