Nafs december 2013

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ΚΩΔ. Γ.Γ. 2229 ISSN 1107-3179

December 2013 - ISSUE 96

Alfa Laval: Pure Dry Waste fuel recovery

5th Hydra Shipping Conference FutureShip ECO Assistant 4.0 New release of AVEVA Engineering PPG holds successful customer training session

Petrofin Research©

2013 Research and Analysis: Greek shipping companies

P.03.13

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Index mirror

06 | Ανακάμτει η Οικονομία με μοχλό την Ελληνική Ναυτιλία Κώστας Δούκας

08 | Τα πεπραγμένα της Ναυτιλίας

Inbox

December 2013 Cover story

44. 5th Hydra Shipping Conference

18. Petrofin Research: Greek Shipping Companies

DNV-GL

50 | UASC teams up with HHI and FutureShip Johan von Rantzau

54 | Marine Broker is 2013 Robin Travis Scholar AVEVA ENGINEERING

58 | New release offers unrivalled integration

12. PPG holds successful customer training session

46. FutureShip ECO Assistant 4.0

40. Mr. George A. Tsavliris elected chairman of CYMEPA

52. Norwegian Trust in MAN Prime Moves

KALMAR PARTNERS

58 | Develops new diesel - LNG powered reachstacker

Features

14 ALfa Laval Pure Dry Waste fuel recovery 40 RINA Hellenic Advisory Committee focuses on newbuildings and IACS issues 42 Lloyd’s Register Wins the EIC Award for Supply Chain Excellence 2013 48 Stena Polaris reaches destination ISSUE 96 / DECEMBER 2013

Nikos K. Doukas Publications 12 Karababa str - Athens - Greece 210 42 86 606 / Fax: 210 42 86 610 nafsgreen@nafsgreen.gr www.nafsgreen.gr

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In recycled paper Ετήσια συνδρομή εσωτερικού 50 ευρώ. Ετήσια συνδρομή εξωτερικού USD 70. NAFS, ISSN 1107-3179. Απαγορεύεται η αναδημοσίευση, η αναπαραγωγή, ολική, μερική ή περιληπτική, ή κατά παράφραση με οποιοδήποτε τρόπο, χωρίς προηγούμενη γραπτή άδεια του εκδότη, εκτός αν αναφέρεται το περιοδικό ΝΑΥΣ ως πηγή των πληροφοριών αυτών. Οι απόψεις των συνεργατών και αρθρογράφων της ΝΑΥΣ δεν απηχούν κατ’ ανάγκη και τις θέσεις του περιοδικού και του εκδότη.

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06 nafs December 2013

Νίκος Κ. Δούκας Εκδότης - Περιοδικό ΝΑΥΣ - www.nafsgreen.gr

Ανακάμτει η Οικονομία με μοχλό την Ελληνική Ναυτιλία. Το δύσκολο 2013 μας αποχαιρετά. Η χώρα έφτασε πολλές φορές στο χείλος του γκρεμού αλλά στάθηκε όρθια. Δεν έπεσε και δεν παρέσυρε με την ενδεχόμενη πτώση της και άλλες χώρες της Ευρωπαϊκής Ένωσης. Μοχλός ανάπτυξης αλλά και ουσιαστικής στήριξης για ακόμα μία φορά αποδείχτηκε η Ελληνική Ναυτιλία.

Παναμάς με 379, οι Μπαχάμες με 225 και η Κύπρος με 201 πλοία, δηλ. χώρες που κατατάσσονται μεταξύ των «φορολογικών παράδεισων». Έτσι, παρά το ότι το ελληνικό εφοπλιστικό κεφάλαιο είναι η 4η δύναμη της παγκόσμιας ναυτιλίας, το σύνολο των εμπορικών πλοίων υπό ελληνική σημαία κατατάσσει την χώρα στην 12η θέση.

Το μέγεθος και η σπουδαιότητα της Ελληνικής Ναυτιλίας αλλά και ο διεθνής ηγετικός ρόλος στο διεθνές ναυτιλιακό τοπίο αποτυπώνεται και από τα νούμερα αφού οι Έλληνες πλοιοκτήτες κατέχουν το 15% του παγκόσμιου στόλου και το 40% του Ευρωπαϊκού.

Τα αντικίνητρα για να επιλέξει κανείς την γαλανόλευκη στα πλοία του είναι πολλά. Ένας από τους βασικούς λόγους για τους οποίους μεταφέρουν τα πλοία τους υπό ξένη σημαία είναι η σύνθεση των πληρωμάτων και το φθηνότερο εργασιακό κόστος των ξένων ναυτικών, το οποίο μπορεί να είναι μέχρι και 40% μικρότερο. Από την άλλη, «αντικίνητρο» αποτελεί και το γεγονός ότι μέχρι πρότινος η διαδικασία εγγραφής στο εθνικό νηολόγιο ήταν πολύπλοκη και δαιδαλώδης. Οι πλοιοκτήτες τονίζουν ότι και τα πλοία με ελληνική σημαία ακόμη, πληρώνουν ελάχιστη φορολογία, περίπου 12- 14 εκατ. ευρώ ετησίως, πριν την συμφωνία του περασμένου Ιουλίου για επί τρία χρόνια εθελοντική πληρωμή έκτακτης εισφοράς 140 εκατ. ευρώ.

«Ο ελληνικός εμπορικός στόλος μετρά 1.386 πλοία με συνολική καταγεγραμμένη χωρητικότητα 72,6 εκατ. DWT, κατέχοντας την 7η θέση, παγκοσμίως, με σχεδόν 4,73% της παγκόσμιας χωρητικότητας. Επιπλέον, περίπου το 7,3% του συνόλου των σκαφών, παγκοσμίως, ελέγχονται από ελληνικά συμφέροντα και 6,1% των πλοίων της γραμμής. Ο στόλος της ελληνικής ναυτιλίας είναι ένα μοναδικά επιτυχημένο, φωτεινό σημάδι, της ελληνικής οικονομίας. Χίλιες τριακόσιες σαράντα επτά ναυτιλιακές εταιρείες δραστηριοποιούνται αυτήν τη στιγμή στην Ελλάδα, με τον πυρήνα του να αποτελείται από περίπου 800 πλοιοκτήτες, με έδρα τους, κατά κύριο λόγο, το λιμάνι του Πειραιά». Αυτά σημείωσε μεταξύ άλλων ο Υπουργός Ναυτιλία κ. Μιλτιάδης Βαρβιτσιώτης κατά την έναρξη των εργασιών της 28ης Συνέλευσης της Ολομέλειας του Διεθνούς Ναυτιλιακού Οργανισμού (ΙΜΟ), που πραγματοποιείται στο Λονδίνο και παραβρέθηκε ως επικεφαλής της Ελληνικής Αντιπροσωπείας. Από την άλλη μεριά σύμφωνα με τα τελευταία στοιχεία του Committee του Λονδίνου, στα ελληνόκτητα πλοία που φτάνουν σε αριθμό τα 3.677 εφέτος, είναι υψωμένη η ελληνική σημαία σε μόλις 829 εξ αυτών (από 862 το 2012, και 915 το 2011). Αλλά και βάσει των ερευνών της ΕΛΣΤΑΤ, παρουσιάζεται μείωση στα εμπορικά πλοία του ελληνικού στόλου κατά 2,7% τον Σεπτέμβριο του 2013 που σε απόλυτους αριθμούς αυτό μεταφράζεται 1.909 πλοία άνω των 100 ΚΟΧ που ταξιδεύουν με ελληνική σημαία (από 1.962 το 2012 και 2.023 το 2011). Αντί των ελληνικών χρωμάτων, οι Έλληνες πλοιοκτήτες φαίνεται πως προτιμούν να υψώνουν αυτή της Λιβερίας, η οποία είναι πρώτη με 505 πλοία ελληνικών συμφερόντων εγγεγραμμένα στο νηολόγιό της. Ακολουθεί η Μάλτα με 469 ελληνικά «σκαριά», οι Νήσοι Μάρσαλ με 408 πλοία, ο

Η επιλογή και πάλι της Ελληνικής σημαίας πρέπει να αντιμετωπιστεί με άμεσες ενέργειες από το Υπουργείο. Η διαρροή των πλοίων προς σημαίες ευκαιρίας πρέπει να σταματήσει. Οι οικονομικοί αναλυτές προσδοκούν περαιτέρω ανάκμψη της ναυτιλιακής αγοράς για το 2014. Είναι λοιπόν μία καλή ευκαιρία οι αρμόδιοι να δούν πιο καθαρά ότι η επιστροφή στην Ελληνική σημαία είναι μία ενέργεια που προσδίδει κύρος για την χώρα. Οι αλλαγές που χρειάζονται να επέλθουν πρέπει να προχωρήσουν όχι μόνο στην σημαία αλλά και στην δημιουργία ενός υγειούς και ανταγωνιστικού Ελληνικού νηογνώμωνα - την ώρα μάλιστα που μεγάλοι νηογνώμωνες ενώνονται για να προλάβουν τις εξελίξειες που έρχονται με το πετρέλαιο και το φυσικό αέριο που όλοι πλέον παραδέχονται ότι ρέει αύθονο στο υπέδαφος της Ελλάδας. Πάλι η Ελληνική Ναυτιλία θα πρωταγωνιστήσει σε αυτή την αγορά. Καλές γιορτές λοιπόν να έχουμε όλοι και το 2014 να μας βρει πάλι στις θέσεις μας, με υγεία και καθαρό μυαλό ώστε να με τις κατάλληλες ενέργειες να προσδώσουμε ο καθένας από το πόστο του το κύρος που αποπνέει η Ελληνική Ναυτιλία σε ολόκληρο τον κόσμο.

Driving sustainability for a safer world.

How do you create a truly sustainable future for the marine industry? For us, it’s all about seeing the big picture. We offer intelligent, balanced advice that will help you meet your operational and commercial challenges as well as environmental and regulatory obligations. So you can trust us to make yours a safer, more productive and better performing business, as well as a greener one.

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Lloyd’s Register is an exempt charity under the UK Charities Act 1993.

08 nafs December 2013

Κώστας Δούκας Τα πεπραγμενα της ναυτιλίας

ΠΡΩΤΟΙ ΣΕ ΕΡΓΑ ΟΙ ΕΛΛΗΝΕΣ ΕΦΟΠΛΙΣΤΕΣ, ΑΛΛΑ ΚΑΙ ΠΡΩΤΟΙ ΣΕ...ΥΒΡΕΙΣ Με την λήξη του πολυτάραχου έτους 2013, θα ήθελα να σταχυολογήσω, με ανασκοπική πρόθεση, τα πεπραγμένα της ναυτιλίας μας, που συμβάλλει ουσιαστικά και σταθερά στην αύξηση του ΑΕΠ, παρά την κακόπιστη διαφωνία μερίδος του πολιτικού κόσμου, που θεωρεί την βαρειά αυτή βιομηχανία μας ως εκκολαπτήριο μαύρου χρήματος, διαφθοράς και φοροδιαφυγής. Ωστόσο, οι διεθνείς παρατηρητές των ναυτιλιακών μας πραγμάτων έχουν εντελώς διαφορετική άποψη, παρά το γεγονός ότι ενοχλούνται γιά την συνεχή πρόοδο και πρωτιά της ελληνόκτητης ναυτιλίας, και μάλιστα εν μέσω διεθνούς οικονομικής κρίσης, καθώς την βλέπουν (και την έβλεπαν ανέκαθεν) σαν ανταγωνίστρια δύναμη των εθνικών τους ναυτιλιών. Σύμφωνα λοιπόν με εκτιμήσεις της...προμάμμης της ναυτιλίας, της Lloyd’s List, οι εφοπλιστές που πρωταγωνίστησαν στην παγκόσμια οικονομική σκηνή κατά το 2013 και περιλαμβάνονται στα 100 πρόσωπα παγκοσμίως, είναι κατά σειρά ο Γιάννης Αγγελικούσης (Angelikoussis Shipping Group), ο Γιώργος Οικονόμου της Dryship και η Αγγελική Φράγκου της Navios, η επονομαζομένη «πρώτη κυρία της ελληνικής ναυτιλίας», κόρη του παραδοσιακού και αυτοδημιούργητου Καρδαμυλίτη εφοπλιστή καπετάν Νίκου Φράγκου (18η θέση). Στις πρώτες θέσεις βρίσκονται ακόμη ο Πίτερ Λιβανός, γόνος του Χιώτη Γ.Π. Λιβανού, της Cerres Shipping (26η θέση) και ο Γιώργος Προκοπίου της Dynacom (29η θέση). Στην 56η θέση βρίσκεται ο Βίκτωρ Ρέστης, στην 60η ο Κωστής Κωνσταντακόπουλος της Costamare, στην 63η ο Σίμος Παλιός της Diana, στην 72η θέση ο Νίκος Τσάκος της Tsakos Energy Navigation, στην 75η θέση ο πρόεδρος της Ενώσεως Ελλήνων Εφοπλιστών Θεοδ. Βενιάμης, στην 82η θέση ο Δημ. Μελισσανίδης της Aegean Oil, στην 84η θέση ο Ευάγγελος Μαρινάκης της Capital Maritime, στην 90η θέση ο Πέτρος Γεωργόπουλος της Genmar και στην 93η θέση ο Άντριαν Οικονομάκης της Vesselvalve. Οι εκτιμήσεις της Lloyd’s List δεν βασίζονται μόνο στα πλοία και στο τοννάζ, αλλά στα 100 πρόσωπα με την ισχυρότερη επιρροή στην ναυτιλία, καθώς μέσα στα πρόσωπα αυτά περιλαμβάνεται και ο καθηγητής και παλαιός φίλος Κώστας Γραμμένος (81η θέση) του Πανεπιστημίου Business School of Economics, από όπου έχουν αποφοιτήσει οι περισσότεροι γόνοι των μεγαλυτέρων Ελλήνων εφοπλιστών, ώστε να έχουν τις γνώσεις να διαχειριστούν τις τεράστιες περιουσίες που τους άφησαν οι γονείς τους. Όσο για το προφίλ της ναυτιλίας των Ελλήνων, εξακολουθεί να παραμένει πανίσχυρο με 3.300 πλοία μεταφορικής ικανότητος 223 εκατομμυρίων τόννων dw, με 1300 ναυτιλιακές εταιρίες εγκατεστημένες στην Ελλάδα και με απασχόληση 200.000 εργαζομένους. Είναι μάλιστα απορίας άξιο γιατί οι άνεργοι νέοι Έλληνες εκπατρίζονται, όταν η ναυτιλία έχει μεγάλη ανάγκη από αξιωματικούς και ικανούς ναυτικούς, στους οποίους προσφέρονται ικανοποιητικοί μισθοί, όπως φαίνεται από τις διαφημίσεις που δημοσιεύονται σε ναυτιλιακά περιοδικά. Οι Έλληνες πλοιοκτήτες κατά το 2013 έγιναν το μήλον της έριδος μεταξύ των Κορεατικών και των Κινεζικών ναυπηγείων, καθώς οι δύο χώρες ανταγωνίζονται γιά την προσέλκυση μεγαλυτέρων παραγγελιών πλοίων. Από πλευράς Ν. Κορέας, σχετικό επίσημο διάβημα έκανε η πρόεδρος της χώρας Park-Geun-hye στον πρόεδρο Κάρολο Παπούλια, που επισκέφθηκε γιά πρώτη φορά πρόσφατα την Νότια Κορέα. Οι Έλληνες εφοπλιστές είναι οι καλύτεροι πελάτες των κορεατικών ναυπηγείων, καθώς το 25% των ελληνοκτήτων πλοίων έχουν παραγγελθεί στο

κορεατικά ναυπηγεία (217 πλοία, έναντι 188 πλοίων στα κινεζικά ναυπηγεία). Το πρώτο εξάμηνο του 2013 οι παραγγελίες των Ελλήνων στα κορεατικά ναυπηγεία ανήλθαν σε 85 πλοία, εκ των οποίων 14 είναι μπαλκ κάρριερς, 46 τάνκερς, 10 LPG και 6 LNG. Πάντως ο ελληνόκτητος στόλος βρίσκεται μπροστά σε μία νέα πρόκληση, όπως απεκάλυψε διεξοδικά το ΝΑΥΣ στο ειδικό της αφιέρωμα. Υπολογίζεται ότι ο ελληνόκτητος στόλος θα μπορούσε να επιβαρυνθεί με πάνω από 8 δισ. δολάρια τα επόμενα χρόνια, αν αποφασισθεί ένας μεγάλος αριθμός πλοίων να χρησιμοποιήσει ως καύσιμο υγροποιημένο φυσικό αέριο. Από τα δυσάρεστα είναι ότι καταργούνται ο Οίκος του Ναύτου και τό ΓΕΝΕ, με την δημιουργία νέου ΝΠΔΔ με την επωνυμία «Οίκος Ναύτου – Ναυτική Εργασία ΟΝΝΕ. Απομένει να δούμε αν μ’ αυτούς τους πολιτικούς νεολογισμούς («Δια Βίου Μάθηση» κλπ), θα εξαφανιστούν τα παρατράγουδα, όπως με την ιδιαιτέρα κορυφαίου υπουργού που συνελήφθη με τους συνεργούς της γιά σοβαρές οικονομικές ατασθαλίες στον ιστορικό ασφαλιστικό οργανισμό των ναυτικών, με επανεισπράξεις νοσηλείων πολλών εκατομμυρίων ευρώ. Και απομένει ακόμη να δούμε αν θα βελτιωθεί στην ουσία η ιατροφαρμακευτική περίθαλψη των ναυτικών. Μειωμένη κατά 2,7% ήταν η δύναμη του ελληνικού εμπορικού στόλου 100 κοχ και άνω τον Σεπτέμβριο του 2013, σε σύγκριση με τον Σεπτέμβριο του 2012. Ωστόσο, η ποντοπόρος ναυτιλία, αυτή τών «φοροφυγάδων, των δείξε και των μπήξε», συνέβαλε στο ΑΕΠ με 6,5 δισεκατομμύρια ευρώ, που αντιστοιχεί στό 3,5% του ελληνικού ΑΕΠ (βλέπε προηγούμενο άρθρο ΙΣΑΛΟΣ ΓΡΑΜΜΗ για τις εκτιμήσεις του The Boston Consulting Group). Και ενώ η ελληνική οικονομική ύφεση συνεχίζεται για τέταρτο χρόνο και βαδίζει προς τον πέμπτο, παρά τις αντίθετες διαβεβαιώσεις της κυβερνήσεως, ότι θα υπάρξουν θετικοί ρυθμοί ανάπτυξης από το τέλος του 2013, η ποντοπόρος ναυτιλία των Ελλήνων, παρά την ύφεση και την υπερπροσφορά χωρητικότητος, παρέμεινε ιδιαίτερα ανταγωνιστική, με τους Έλληνες εφοπλιστές να ελέγχουν το 15% του παγκοσμίου στόλου. Η ικανότητα προσαρμογής της ναυτιλίας σε συνεχώς μεταβαλλόμενες και απαιτητικές συνθήκες, αποδεικνύεται από τις επενδύσεις σε νέα πλοία. Όμως εκτιμάται ότι η ναυτιλιακή κρίση πιθανόν να συνεχισθεί και κατά τα επόμενα τρία χρόνια. Γιά όσους αριστερόφωνους πολιτικούς, που κραυγάζουν επί καθημερινής σχεδόν βάσεως, γιά το ασύδοτο εφοπλιστικό κεφάλαιο και το αφορολόγητο των εφοπλιστών, καλό θα ήταν να θυμίσουμε στην σύντομη αυτή ανασκόπηση, ότι με τον νόμο 4110 ) 2013 επιβάλλεται φόρος στα πλοία ξένης σημαίας, η διαχείριση, των οποίων πραγματοποιείται από εταιρίες εγκατεστημένες στην Ελλάδα. Ο υπολογισμός του φόρου γίνεται με τα ίδια κριτήρια, συντελεστές και κλιμάκια που ισχύουν για τα πλοία ελληνικής σημαίας, αφαιρουμένου του φόρου που έχει καταβληθεί στο κράτος νηολόγησης του πλοίου. Τέλος να θυμήσουμε ότι η ελληνική ναυτιλιακή κοινότητα έχει δεσμευθεί να προβεί σε οικονομική εθελοντική συνεισφορά με τον διπλασιασμό γιά τα επόμενα τρία χρόνια της φορολογίας των πλοίων, καθώς και των πλοίων ξένων σημαιών, διαχειριζομένων από εταιρίες εγκατεστημένες στην Ελλάδα. Η συνεισφορά αυτή στοχεύει στην ενίσχυση των δημοσιονομικών εσόδων του κράτους την επόμενη κρίσιμη χρονική περίοδο της ελληνικής οικονομίας. Κ. ΔΟΥΚΑΣ

sense

the marine

of technology

London Office INTRA MARE LTD Southgate N14 5BP, U.K Tel: +44 20 8242 5520 e-mail: info@intramare.com

Piraeus Office INTRA MARE HELLAS, 4 Skouze Str. - 185 36 Piraeus - Greece tel: +30-210-4293843 - fax: +30-210-4293845 e-mail: info@intramare.gr

Oslo Office TANKER ENGINEERING AS Colbjornsens Gate 13 - 0256 Oslo - Norway Tel: +47 22441515 e-mail: haaarset@online.no web: www.intramare.gr

Cyprus Office Limassol - Cyprus Tel: + 357 25 348568 e-mail: info@intramare.net

12 nafs December 2013

PPG Protective & Marine Coatings Greece holds successful customer training

session

PPG Greece has reported huge success with its first ever customer training initiative, with 55 customers from 25 Greek shipping companies attending the one day event last month.

Held at the new facility in Acharnai - Athens, PPG’s sales team took customers on a tour of the new training center, giving them the opportunity to familiarise themselves with new product developments from PPG Protective & Marine Coatings.

Lead by Training Instructor George Petkovski, attendees also took part in a spray and roll-on application exercise, followed by an information session on topics including corrosion and paint technology, surface preparation, coating application in modern shipbuilding, fouling prevention by coatings, coating assessment and inspection equipment. Tassos Kaklamanis, Marine Manager PPG Greece said: “It is essential that our customers are able to understand exactly how our products work, and how we can work with them to make cost and efficiency savings for their vessels. Sessions such as this one give customers the opportunity to get up close to many of our products and take part in a number of handson demonstrations. The session resulted in some very positive feedback and is something that we plan to continue.”

A second session has been planned for customers in Greece in March. For more information, contact: alexandra.vassiliadou@ppg.com

Pictured: Course attendees with Mr George Petkovski (3rd from left) and Mr Tassos Kaklamanis (2nd from right)

PPG Industries’ vision is to continue to be the world’s leading coatings and specialty products company. Through leadership in innovation, sustainability and colour, PPG helps customers in industrial, transportation, consumer products, and construction markets and aftermarkets to enhance more surfaces in more ways than does any other company. Founded in 1883, PPG has global headquarters in Pittsburgh and operates in nearly 70 countries around the world. Sales in 2012 were $15.2 billion. PPG shares are traded on the New York Stock Exchange (symbol:PPG).

For more information, visit www.ppg.com

ilmar

International s.a

Claims Consultants & Insurance Brokers

107-109, Filonos Str. 6th Fl. - Piraeus 18536, Greece Tel: +30 210 4511615 - Fax: +30 210 4511616 Email: info@vilmar.gr

14 nafs December 2013

Alfa Laval: Pure Dry Waste fuel recovery Compact and modular, the Alfa Laval PureDry waste fuel recovery system effe tively removes water from waste oil and enables the reuse of heavy fuel oil (HFO) fraction as fuel, thereby minimizing the handling costs associated with oily waste and delivering up to 2% savings in fuel oil costs.

Application Rising fuel oil costs and more stringent emissions controls are putting increasing pressures on owners and operators of dieselengine installations on land and at sea. To address these challenges and improve overall performance, owners and operators are undertaking measures, such as reduced engine speed and the introduction of emission control technologies, to improve fuel efficiency and reduce emissions.

Waste fuel recovery is also gaining ground as an effectivefuel and emissions reduction method, according to the International Maritime Organization MEPC.1/Circ. 642 guidelines for oily waste handling systems used in machineryspaces of diesel engine installations.

PureDry from Alfa Laval Reliable and effective, the PureDry waste fuel recovery system is an automated modular system for the continuous recovery of fuel oil from waste fuel oil from machinery spaces of diesel engine installations onboard ships and in power plants.

PureDry effectively separates waste oils into three phases: • Water containing less than 1,000 ppm oil • Oil containing less than 5% water • Super-dry solids to be landed ashore as dry waste The recovered fuel oil is returned to the fuel oil bunker tank for reuse.

Easy to install and easy to use, the system is compact and modular, providing installation flexibility and convenience. Intelligent automation provides operational flexibility, enabling adaptation to varying feed conditions without requiring additional process water or generating additionalwaste.

With the installation of a second system, PureDry also provideseffective pre-treatment of oily waste, such as waste lube oil and other oils, separating waste into super-dry solids, concentrated oil and water suitable for downstream processing systems, such as bilge water treatment systems.

Features and benefits

Substantial fuel savings By recovering heavy fuel oil (HFO) from waste oil for reuse, PureDry helps cut fuel bills by up to 2% and generally pays for itself within 12 months of commissioning.

Minimal solids handling and disposal costs PureDry removes the maximum amount of water from waste oil, reducing oily waste that requires costly onshore disposal by 99% while minimizing the amount of oily waste forwarded to downstream systems, such as bilge water treatment systems.

Increased payload capacity PureDry significantly reduces waste oil and wastewater holdingtank volumes, thereby increasing payload capacity.

Compact modular design PureDry is a modular system that enables compact and flexibleInstallation in virtually any location.

Enhanced environmental profile Waste fuel recovery with PureDry enhances a company’s environmental profile by reducing fuel consumption and eliminatingspent fuel incineration, which results in emissions and thereby a larger carbon footprint.

Easy, automated operation PureDry starts and stops at the push of a button, continuously monitors operation and easily integrates with existingsystems for local or remote control.

IMO compliance PureDry is IMO-compliant in accordance with MARPOL rule MEPC.1/ Circ.642, which encourages the recovery and reuse of HFO fraction as fuel.

System components The PureDry scope of supply includes everything needed for a complete waste fuel recovery system. The system has five key components: the BX 50 separator; heater unit, pump unit, demulsifier unit and control unit.

A Three-way valve Directs the feed from the heater to the separation stage.

Three-way changeover valves Directs the treated media to different tanks depending on process status.

Demulsifier dosing unit Enhances separation efficiency by adding Alfa Laval demulsifier to the feed.

Feed pump with electric motor

Minimum energy savings

30% 50% Dimming capacity

Potential energy savings

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PureBallast 3.0 is the new generation of leading technology, providing a minimum energy savings of 30% over its predecessor. Operating at a full power of just 100 kW per 1000 m3/h, it can be “dimmed” up to 50% when water quality allows. That potentially doubles your energy savings – to as much as 60% over the previous version.

What remain the same are the type-approved performance and Alfa Laval’s full global backing.

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16 nafs December 2013 Transfers oily waste to the heater.

Pressure transmitters Measures the pressure in the inlet and outlet and signals the process controller.

Duplex strainer Traps large particles in the feed before it enters the heater.

Shell-and-tube heater Raises temperature of the feed to the required treatment temperature of 95°C. Temperature transmitters Measures the temperature of the liquid from the heater and signals the process controller.

Constant pressure valve Ensures stable feed conditions despite viscosity variations.

BX 50 high-speed centrifugal separator Continuously separates oily waste into oil, water and solids.

Flow meter water Measures water flow rate out of separator with high accuracymagnetictype flow meter.

Flow meter fuel Measures oil flow rate out of separator with high accuracy.

EPC 60 control unit Automatically regulates the operation of the BX 50 separator.

Operating principle A positive displacement feed pump operating at a constant flow directs the waste oil to the system. To enhance performance in the presence of stable emulsions, a chemical dosingunit is included. The unit is connected before the pump in order to mix Alfa Laval emulsifier directly into the feed. The process liquid then passes through a duplex strainer, which traps large particles, and into a pre-heater. A threeway changeover valve directs the oily waste to the separation stage if all process conditions, such as feed temperature and feed pressure, are met. During an alarm situation, loss of operating pressure, power failure or when any preset condition is not met, the three-way valve re-circulates the fluid back to the waste oil tank(s). For optimum separation efficiency, the heater raises the temperature of the unprocessed liquid to the desired feed temperature of 95°C. The BX 50 high-speed centrifugal separator continuously processes waste oil, separating oil, water and solids. The separator bowl containing a disc stack rotates at high speed, and solids from the waste oil feed accumulate at the bowl periphery.

From the periphery, solids are continuously discharged by a patented spiral-shaped device called the XCavator into a container under the separator. The amount of solids accumulated is continuously monitored by means of a load cell. An oil paring disc, which forms part of the separator bowl, continuously discharges recovered oil from the separator through the oil outlet under pressure. The oil is directed to the oil recovery holding tank. A built-in water paring disc continuously discharges separated water through the water outlet. Although sealing water is added to the bowl during start-up, no more water needs to be added, thus no additional waste is created by the process itself. The separated water is then transferred either to the ship’s bilge water treatment system for further processing to ensure that it meets IMO standards for discharge overboard, or to another

The PureDry system flow chart.

downstream treatment system, or back to the waste oil tank, depending upon the process conditions. The process is continuously monitored and controlled by the EPC 60 control system for fully automatic operation.

Solids production The typical amount of super-dry solids produced when processingfuel from a diesel engine running on HFO is approximately 25–50 g/MWh, which is roughly equivalentto the productionof 10–20 kgs of solids every 24 hours.

Capacity and sizing The PureDry system operates at a throughput capacity of up to 500 litres per hour, depending on the amount of emulsionsand whether the chemical dosing unit is used. In most cases, a single PureDry system has sufficient capacity to handle the waste oil produced from a dieselengine installation on board a ship. In some cases for the largest marine engines or in multi-engine power plants, more than one PureDry system may be required for effective fuel recovery. Calculations based on the estimated waste oil production for a particular installation will determine the number of PureDry systems required to provide adequate coverage.

Service intervals PureDry is supplied with a Maintenance and Service by Exchange (MSE) Kit, which includes a new separator insert (rotor and disc stack), a new XCavator, and a consumableskit. Replacement of the separator insert, XCavator and consumablesis recommended every 8,000 operating hours or once a year. Upon replacement, used parts are returned to the nearestAlfa Laval Service Centre and a new MSE Kit may be ordered to maintain the equipment in good operating conditionand ensure that the PureDry separator remains under continuouswarranty.

nafs December 2013

The PureDry waste fuel recovery system with integrated bilge water treatment.

17

18 nafs December 2013

“

RESULTS AT A GLANCE

1. Fewer companies by 28 down to 690, or a 3.9% annual decline 2. Overage fleets of 20 years+ are down by 57 or 8.26% annual decline 3. 15-19 vessel fleets are up by 13 4. 25+ vessel fleets constitute nearly half of the Greek total in DWT terms, although they number only 35 5. Over 1m ton owners are up to 71.33% of the entire fleet 6. Consolidation in numbers of companies continues 7. Economies of scale and market conditions favour larger companies 8. Smaller companies continue to struggle 9. Over the last 16 years of Petrofin Research, the overall number of Greek companies has declined by 25%

”

2013 – Research and Analysis:

Greek shipping companies © Petrofin Research

by Ted Petropoulos

This year marks the 16th year of Petrofin Research into Greek shipping Greek shipping companies and their numbers since 1998 Another 28 companies leave shipping, down to 690 from 718 last year

Graph 1

The advantages of economies of scale have been instrumental in setting a long-term trend of consolidation. This can be seen in the above Petrofin Research © statistics over the past 16 years. However, there are other influences that affect the rate of decline. In good market years, i.e. 2004-2009 the long term trend was overwhelmed by short terms market influences and the total numbers rose. However, in the last 5 years, the combined shipping recession and lack of appetite by banks to support the small to medium owners has added pressure to the long term declining trend. In short, small owners of average vessels have not been able to obtain finance to finance new purchases. Against the trend, a number of ex-owners and shipping families have exploited the market opportunities to re-enter shipping or to set up on their own.

nafs December 2013

Table 1

Greek shipping companies and their fleet SIZE

To facilitate the analysis, please note that Greek companies are divided into the following fleet SIZE groups: Group A (25+ vessels), Group B (16-24 vessels), Group C (9-15 vessels), Group D (5-8 vessels), Group E (3-4 vessels), Group F (1-2 vessels).

So, between 1998 and 2013, the breakdown of the actual numbers per Fleet Size Group has been as shown in Table 1. a. The overall number of Greek shipping companies is down by 28. b. This further fall is translated into -3.9% c. 1-2 vessel companies are down by 17, 3-4 vessel companies are down by 13 and 16-24 are down by 8. d. An increase by 6 companies is shown in the 9-15 vessel companies and by 4 the 5-8 ones. The biggest fleets remain the same.

In Table 2 below, we note the percentage of the Greek fleet held by each company size in terms of their numbers. Looking at the numbers per

Table 2

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sector over the last 16 years we wish to comment as follows: 1. The overall number of Greek companies has fallen to 2005 levels, despite the dynamic growth of the fleet, especially in DWT terms.

2. The smaller company numbers are approaching their lowest years of 2005 and 2006.

3. The two top categories show either no change or a drop.

4. The middle ones are getting stronger.

Recession continues and uncertainty plus absence of ship finance make the decision to enter or re-enter shipping at its lowest point quite difficult. In Table 2 below, we note the percentage of the Greek fleet held by each company size in terms of their numbers. The two smaller size fleets have dropped their share of the total of the Greek fleets, the two middle sizes have strengthened their presence, whereas the top ones remain fairly stable.

Percentage of the Greek fleet held by companies according to their size

20 nafs December 2013 Fleet percentage held by each size Group in DWT terms

Table 3

In Table 3 we see that in terms of DWT, for 2013, an entirely different picture emerges from that of Table 2: The biggest fleets increases their market share by 2% more of the entire Greek fleet, with the 5-8 and 9-15 vessel fleets following with 1.42% more and 1.63% respectively. The smaller fleets have lost 1.36% of their share whereas it is notable that 16-24 vessel fleets have lost 3.67%.

2013 - NUMBER OF GREEK SHIPPING COMPANIES IN TERMS OF THEIR FLEET AGE AND SIZE in DWT terms Graph 2

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22 nafs December 2013 2013 - NUMBER OF GREEK SHIPPING COMPANIES IN TERMS OF THEIR FLEET AGE AND SIZE in DWT terms Graph 3

Top 30, Top 50 and Top 70 fleets

Table 4

24 nafs December 2013 Details of the over 1m DWT companies

Table 5

This year, the owners with over 1m DWT are 61, whose characteristics are shown above: The above tables provide overwhelming evidence of the consolidation trend, whereby the top 10% of the companies now own close to 75% of the total. The 1m ton companies have invested massively, as is evidence by the risk of their owed tonnage from 178.5m DWT to 201.3m DWT in just 2 years.

Table 5a: Fleets of 20+ years of age

Table 5a

The overall age of the fleet

Age has come down at a slower rate this year to 14.05 years old from 14.7 years in 2012, compared to 15.9 years in 2011, and 16.64 years of age in 2010 , down from 17.6 in 2009, 18.4 in 2008, 18.71 in 2007, 19.14 in 2006 and 23 years in 2005. This steady downward age trend does not only reflect the influx of newbuildings, but most definitely the sale, and rising scrapping trend of the older vessels.

The overage fleet Over 30 year old fleets have reduced down to 158 from 166 in 2012, 187 in 2011 and 205 in 2010. The percentage of vessels of 30 years and above has reduced from 24.54% in 2011 to 12.54% in 2012 to 11.68% in 2013.

To enable closer analysis, please note that Greek fleets are divided into the following age groups: 0-9 years of age, 10-14 years of age, 15-19 years of age and 20+ years of age A further reduction by 57 companies this year follows last year’s reduction by 42 in the sector of 20+ year old fleets for each category. Overage fleets continue their steep decline.

nafs December 2013

Table 5b

25

Table 5b: Fleets of 15-19 years of age

A small increase in this age range by 13 fleets, catching up with the year before.

Table 5c

Table 5c: Fleets of 10-14 years of age

26 nafs December 2013 Table 5d: Fleets of 0-9 years of age

Table 5d

Greek Shipping Companies - Grouped in terms of Fleet Age

Graph 4

In Graph 4 we see a collective graph of the above results.

Companies in black (0-9 years of age) are on the rise again, up by 17. The expected fall in the other end of the age range has continued this year too.

Companies running overage fleets are down by 57. Up by 13 are the 15-19 year old fleets.

28 nafs December 2013

Trends and Prospects Taking into account the significant pressures bearing down on Greek shipping, the latest Petrofin research points out to a reasonable resistance to such negative perspective and an ability of Greek shipping to grow regardless. In addition to the 5 years of bad shipping markets, decimated vessel values and earnings, defaults in loan covenants and the ‘Greek crisis’, Greek shipping had to adapt to a harsher financial, regulatory, operational and technical environment. This was achieved in part by Greek owners’ ability to adapt and take advantage of change, as well as massive new capital injections, demonstrating a profound commitment to shipping and investment in new eco and green vessels. Moreover, there has been considerable diversification into LNGs, LPGs and offshore vessels.

Part of the credit must go to the shipping banks, which despite the bad markets, loan defaults and their own problems continued to support and believe in Greek owners. This has resulted in hardly any bankruptcies. Hence, banks also contributed to the above success. Lastly, we must make a specific reference to the substantial fresh equity injected into shipping by mainly US equity funds who have identified shipping as a classic turnaround opportunity.

To a very large extent, the current Greek order book consisting of approx. 360 vessels, coming from 38 to 40 different shipowners, (Source: Naftiliaki) shall ensure further growth of Greek shipping in the years to come. Growth should not be confused with wellbeing, as the poor shipping markets do not allow for meaningful returns to equity presently.

Hence, all this investment is a huge commitment to shipping and a risk that the market shall recover soon.

A recent technical rally in the cape sector has produced some much needed smiles in Greek lips, although the recovery may be short lived, as the fundamentals are still against a meaningful recovery. What impact the above technical rally might do is to impede the true recovery prospects, as it will fuel yet more orders, delay scrapping and increase even further the already sizeable surpluses in most sectors.

As the banking and shipping market remain hostile for the small owners, in the next years, we anticipate a further diminution of the one-to-two vessel sector and strengthening of the ‘big players’.

As long as the prospects and, hopefully, the reality of a shipping recovery shall remain intact, equity investors are expected to maintain their interest in Greek shipping and the considerable investment potential it offers. Should their expectations, though, be dashed, the end game for many Greeks / investor schemes may be problematical.

Greek owners across all sizes have been long awaiting for banks to redistribute vessels within their loan portfolios. There have been some notable examples: Navios/HSH and a number of non-publicised asset transfers. However, on the whole, such asset redistribution has been very limited.

The number of Western active ship lending banks has remained very small indeed. Owners are trying to thread the cotton line, in an ever decreasing thimble opening where less than 1 in 10 initially promising loan applications make it to drawdown.

The potential demand for newbuilding finance remains very high with the Chinese and, to a lesser extent, Koreans covering but a small part of

the demand. Many owners have had to delve deep into their pockets to meet delivery instalments. Despite all the above, confidence in Greek shipping is rising and most owners believe that a recovery is only but a matter of time.

Methodology

Petrofin Research © has been publishing for 16 consecutive years the detailed profile of the entire Greek-owned/Greek-based Shipping Companies and Fleets. Thus, a trend line since 1998 has been established regarding the overall number of Greek Shipping Companies as well as their fluctuation and profile in terms of size of company and the respective age of their fleets.

The basic source used for this study is the 2013 Greek Shipping Directory, cross-referenced with Clarkson’s and other market sources. As we do every year, market reports and data on Greek fleets are extensively used to double-check fleet and company data, as well as the numerous additional industry sources that we use every year.

Our total industry data covers all vessels and all vessel types are included in the total statistics for Greek-based shipping and shipping companies.

However, in the second part, specific research is conducted separately into tankers, bulkers and container vessels, which are the vessel types upon which the Greek industry largely focuses.

Research Criteria

1. Only the Greek-owned/Greek-based fleets are taken into consideration. This also includes the Groups that operate abroad, provided they have an office in Greece.

2. We have taken into account newbuildings that have a date of delivery up to and including 2014 only, as it is not certain that all Greek newbuilding orders for 2015 onwards shall materialise, due to cancellations, sales and delays.

30 nafs December 2013 MAIN RESULTS

“

1. The overall number of Greek vessels has remained steady this year.

2. BUT tonnage is up by 17,832,563 tons DWT or 6.8%.

3. Age is also down, from 14.7 to 14.05, despite a slowdown in vessel ordering.

4. Using a 20,000 DWT cutoff, the average age of the Greek fleet has fallen to 9.83 years.

5. Tanker fleet age is slightly up due to a slowdown in new orders.

6. Container fleet age is steady whereas that of bulkers has continued to fall.

7. All sectors show a rise in DWT terms.

8. The nature of the development of Greek shipping is evolutionary and this is supported by this year’s research.

”

2013 – Research and Analysis:

2013 Greek fleet statistics © Petrofin Research

by Ted Petropoulos

In this 2nd part of Petrofin research, the Greek Fleet Statistics, we analyse the composition of the Greek fleet, in terms of vessel size, vessel type and vessel age.

Research Criteria a. All Greek-owned / Greek-based vessels, of whichever flag are taken into account. b. The Greek-based / Greek-owned fleet is analysed and presented initially as a whole, in terms of Numbers of Vessels, Age of Vessels and DWT. c. Then a cut-off DWT is used of 10,000DWT to measure the number of companies that run vessels above this tonnage. This is done for the whole fleet, then for Bulkers, Tankers and Containers. This cut-off eliminates the vast number of very small and usually over aged vessels that unduly influence the Greek fleet analysis. d. A further cut-off DWT point of 20,000DWT is used for the whole fleet, the Bulkers, the Tankers and the Containers.

This shows the effect that a higher cut-off has on the fleet and its main sectors. e. Newbuildings are only taken into account if they have a scheduled delivery year of up to and inclusive of 2014.

This results in a more accurate assessment of today’s fleet closer to reality, as many of the impressive number of newbuilding orders have delivery dates of 2015 and beyond. In the current economic climate, a very substantial number of newbuilding orders may be susceptible to cancellations, postponements and re-sales, and may thus distort the current picture of the size of Greek companies, the age of their fleets and of vessels actually trading or about to be delivered to Greek-based / Greek-owned companies. f. Under the “Tanker” term we have included only crude oil Tankers, ULCCs and VLCCs and not other types of tankers.

Bulk carriers include bulkers only and not general cargo vessels. Container vessels are pure cellular vessels. Consequently, this 2nd part of our research does not produce data for other types, such as chemical tankers, product carriers, LNGs, OBOs, Container/bulkers, etc.

nafs December 2013

31

SECTION A: Vital Statistics of the Entire Greek Fleet Entire Greek fleet - TABLE 1

TABLE 2

Despite the low freights, the stagnating S&P market and the bank lending restrictions, the Greek fleet showed an impressive performance in terms of numbers, age and size. Confidence in shipping is still there and strategic movements are at work to render it ready when the market recovers. The data obtained from our research is indicative of a very active market, a positive outlook for the future and continuous emphasis towards larger and younger vessels.

The overall number of Greek vessels has gone down by only 4 in 2013 compared to a 137 vessel drop in 2012. The fleet’s DWT, however, is growing unperturbed, whereas the age is

dropping equally steadily, albeit a smaller drop this year. It is evident, therefore, that the Greek fleet’s numerical decrease is insignificant, when compared to the increase in DWT. These vessels are managed by 690 companies, down from 718 companies in 2012, 762 in 2011 and 758 shipping companies in 2010 (1st Part of Petrofin researchŠ). The average vessel DWT is up and has reached 61,550 tons DWT, 57,600 tons DWT per vessel, i.e. a rise of 6.4%, as opposed to a rise in DWT of 4.2% last year. The new additions to the fleet are bigger and the smaller existing vessels are gradually going. The latter can be sold even at reduced prices, as most of them are paid off, and can

subsidize the new purchases.

The increase in vessel size continues uninterrupted since 2001.

Average age has dropped significantly down to 14.05 in 2013 from 14.7 years in 2012, down from 15.92 in 2011 (Table 2, above). It should be noted that this is the average age of the entire Greek fleet, covering all sizes, types and activities. Some very old ships are included in this fleet, which makes the drop in years even more significant (please see additional research for all vessels over 10,000 DWT and 20,000 DWT) We have summarised in Graph 1 all the above findings, over a 13 year period, to show their development.

32 nafs December 2013

DWT, Average Vessel DWT, and Number of Greek vessels figures are shown on an index scale using year 2001 as 100. The actual figures are also recorded for each year. In order to concentrate on the real strength of Greek shipping, we use two cutoff DWT points, one of vessels over 10,000 tons DWT and the other of vessels over 20,000 tons DWT. This way, the Greek fleet is stripped of a large number of overage very small vessels of relatively little significance that operate mostly locally.

Hence, we concentrate on the global aspect of the Greek fleet.

Graph 2

Vessels of over 10,000 DWT Comparisons between 2003 and 2013 Graph 2 shows the fluctuation in the number of companies that manage vessels over 10,000 DWT, the number of ALL these vessels, their age and their DWT. (‘ALL vessels’ means everything that floats and is under Greek control): • This year, the increase in vessels over 10,000 DWT is significant in number of units (72). The increase in DWT, however is even more significant: 18m DWT have been added to the over 10,000 DWT fleet (a 7% increase). It should be noted that these vessels account for over 73% of the Greek fleet.

• Vessels over 10,000 DWT are owned by 9 less companies than last year.

• The rise in tonnage continues its uninterrupted route since 2005.

• The average vessel DWT is now 83,113 tons DWT, compared to79,417 tons DWT last year, 77,140 in 2011, 75,836 in 2010.

• The Greek fleet’s age continues to improve impressively for this tonnage category. The influx of the newbuildings has brought the age fleet down to 10.17, down from 11.1 years in 2012, 12.08 in 2011 and 12.9 years in 2010.

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Move Forward with Confidence

34 nafs December 2013 Vessels of over 20,000 DWT Comparisons between 2003 and 2013 Graph 3 below shows the fluctuation in the number of companies that manage vessels over 20,000 DWT, the number of ALL these vessels, their age and their DWT. (‘ALL vessels’ means everything that floats and is under Greek control): • Similar results for the over 20,000 tons DWT. Following closely the situation with the over 10,000 DWT vessels, companies that run over 20,000 tonners have gone down by 4.

• Their vessels are up by 107, compared to a rise of only 33 in 2012, (159 in 2011), and an increase of 18m tons DWT in tonnage.

• The average DWT of each vessel is 88,062 in 2013, compared to 85,184 tons DWT in 2012, up from 83,226 in 2011, 82,865 in 2010, 79,343 in 2009, 79,471 DWT in 2008, 77,557 DWT in 2007 and 75,000 DWT in 2006.

• The average age has reduced again, significantly down to 9.83 in 2013 from 10.67 years of age in 2012, 11.62 in 2011, down from 12.36 in 2010 and 13.6 years in 2009, 14.2 in 2008 and 14.5 in 2007.

Table 3

Graph 3

Summary of results In Table 3 below, we present the development over time of the Greek fleet using the DWT fleet thresholds of 10,000 DWT and 20,000 DWT in terms of 5 key criteria: a) Total fleet DWT b) Number of vessels c) Average DWT d) Average age of the fleet, and e) Number of shipping companies

Analysis of the Greek fleet

nafs December 2013

Table 4: Top fleets in DWT terms

35

Table 4

The top 30 owners now own 55% of the Greek fleet, strengthening their position even further. The change is upwards for both top 50 and top 70 fleets. Interestingly, the trend has accelerated in the difficult years of 2009 onwards.

SECTION B: Analyses by type of vessel

The Greek fleet of bulker vessels over 10,000 dwt each Comparisons between 2003 and 2013 The graph below shows that the number of companies has gone down, following the trend, thus far, by 7companies, continuing last year’s trend.

Bulk carriers over 10,000DWT have gone up, however, by 9 vessels. The age keeps falling, now down to 10.3, down from 11.8, reflecting the further influx of newbuildings and the trend for newer vessels, in this traditionally ‘old’ sector. This, traditionally most popular, sector in Greek shipping, occupies now 46.15% of the entire fleet, down from 47.56%. A slight wavering in the Greek commitment to bulk carriers, although the existing fleet is younger and larger.

The Greek Bulker Fleet BULKER VESSELS over 10,000 DWT – 2013

Graph 4

36 nafs December 2013 The Greek fleet of bulker vessels over 20,000 dwt each Comparisons between 2003 and 2013 Similar trends here also. After last year’s rise, we note a drop in companies by 5. The bigger bulkers continue to rise by 14 this year, compared to 6 in 2012 and 179 units in 2011. The difference between 10,000 DWT bulkers and 20,000 DWT is down to only 29 vessels, from 34 vessels in 2012 and 45 last year. So the bulk of the fleet is indeed bigger bulkers. Furthermore, tonnage is up by 4,599,481, whereas in 2012 the increase was 5,600,126, and in 2011 12,028,561. Age is down to 10.2 in 2013 from 11.66 years in 2012 and 13.14 years in 2011.

The Greek Bulker Fleet BULKER VESSELS over 20,000 DWT - 2013

Graph 5

The Greek Container Fleet CONTAINER VESSELS over 10,000 DWT - 2013

Graph 6 The Greek fleet of container vessels over 10,000 dwt each Comparisons between 2003 and 2013 The container sector has always been a volatile market.

Although not always following the general fleet trends, this year they seem to move alongside the other sectors.

Companies are down by 1, vessels are up by 11 and tonnage is up by almost 1m tons DWT.

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38 nafs December 2013 The Greek Container Fleet CONTAINER VESSELS over 20,000 DWT - 2013

Graph 7 The Greek fleet of container vessels over 20,000 dwt each Comparisons between 2003 and 2013 Practically no difference exists between the over 10,000 and the over 20,000 tons DWT, which renders small containers almost obsolete in the Greek fleet.

The Greek fleet of tanker vessels over 10,000 dwt each ]Comparisons between 2003 and 2013 Tanker companies are the same as last year, compared to a reduction by 3 in 2012. Dramatically, vessels are up by 69 compared to the insignificant increase of last year. Tonnage is up by 13,025,112 tons DWT, compared to the hardly 1m tons DWT of 2012. The unexpected (no) change is in the age. It is even up by 0.1%. This shows a heavy S&P period, second-hand as well as newbuildings. Tanker trade is picking up and owners are purchasing vessels. Rates are rising, and this is what is pushing the figures upwards. Average unit size: 134,957 DWT, compared to 130,032 tons DWT in 2012

The Greek Tanker Fleet TANKER VESSELS over 10,000 DWT - 2013

Graph 8

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The Greek fleet of tanker vessels over 20,000 dwt eachComparisons between 2003 and 2013 Similar trends apply in the over 20,000 DWT tankers. The vessels here are up by 74 from 740 to 813, showing a buying spree after the large ones. One company down, but 13m DWT up. The average unit now measures 136,304 tons DWT, compared to 132,239 in 2012 and 131,478 tons DWT in 2011.

This represents a continuing increasing trend in vessel size (125,629 DWT in 2010 and 122,293 in 2009).

The Greek Tanker Fleet TANKER VESSELS over 20,000 DWT - 2013

Graph 9

Commentary

The Greek fleet numbers 4 vessels less than last year. However, tonnage is up by 3%. Also the average vessel DWT is up by 6.8% and the average vessel age is down to 14 years of age from 14.7. Hence, the Greek fleet continued with its evolution despite poor market conditions and ship finance. With the exception of the tanker sector, all other sector fleets are younger. Tonnage has gone up across all sectors.

The overall number of Greek vessels is affected by three main forces: 1) the rate of newbuilding deliveries, which is slowing down 2) the rate of vessel scrapping, which has peaked 3) the sale and purchase of second-hand vessels The number of Greek vessels peaked in 2009 at 4763, as a consequence of a booming shipping market in which all 3 of the above forces played their contributory part. The decline in 2010 to 4655 represents the commencement of the shock effects of the banking and shipping crises.

However, as shipping recovered in 2009/2010, the above forces turned positive once again, resulting in the recovery shown in 2011 at 4714.

The above effect wore off in 2012, as the total number fell once again to 4577, thus reasserting the trend. However, last year the Greek fleet in terms of numbers remained steady in anticipation of a market recovery to come in the next few years. Currently, conditions in shipping remain poor across all sectors (LNG and offshore excluded), but overall confidence is rising. There can be little doubt, on the ever rising Greek fleet’s DWT, which shall continue to grow as Greeks favour larger vessels. Turning to the age profile, we anticipate a slowdown of the pace in which the fleet’s age is declining, as scrapping will be matched by the newbuilding slowdown. The most popular sector for Greeks has always been that of dry bulk, but in 2013 this has slightly wavered. This year, 330 owners run 1736 vessels, compared to 337 owners running 1727 vessels.

This year, less owners run 13,025,112 DWT more, whose total DWT age

has fallen down to 10.3, compared to almost 12 years last year.

Tankers, on the other hand, now occupy 39.46%if the Greek fleet, compared to 37.2% last year. The over 20,000 DWT tankers are up by 74 units, or by 13m DWT. The slight rise in age marks the race for obtaining more vessels. Containers show the same pattern of rise in tonnage, a reduction by 1 in the companies and a rise by almost 1m DWT in tonnage. The age is held at the same levels as in the last two years with a slight downward trend. The development of the Greek fleet despite the uncertain global financial and shipping environment has been remarkable. Greeks have continued to provide enormous sums as capital for the building of new vessels and for the modernization of their fleets. It is clear that the Greek strategy involves bigger and younger vessels, designed to meet the requirements of charterers, banks and to provide satisfactory economic returns. The new challenges facing Greek shipping are linked to the existing surpluses, sizeable order book, the lack of finance and adverse effects of the shipping market on vessel values and cashflows.

Such trying conditions are usually exploited by Greek owners. Market conditions are especially favourable for large owners to grow even bigger and we anticipate that the percentage of the Greek fleet held by the top Greek names shall increase further. The one area of uncertainty concerns the support of banks towards Greek shipping. As vessel values and cashflows are insufficient for most owners to meet their banking obligations, maintaining the Greek fleet is to an increasing extent reliant on the continuing support of the banks. Thus far, the banks have continued to support Greek owners, as this is also in the banks’ own interests.

It is largely anticipated (though not supported by the facts) that a ship recovery is expected in the next couple of years. This is long awaited by owners and banks alike to provide much needed positive cashflow back into shipping and the ability to meet its financial obligations, as well as build up cash reserves.

40 nafs December 2013

RINA Hellenic Advisory Committee

focuses on newbuilding and IACS issues RINA’s Hellenic Advisory Committee meeting for 2013 was organized

by RINA Hellas and took place on Tuesday the 8th of October 2013 at “TATOΪ Club” in Athens.

The Hellenic Advisory Committee Members and distinguished guests were welcomed by Ugo Salerno, RINA Group CEO, George Youroukos of Technomar, chairman of the HAC, Spyros Zolotas, secretary of the HAC and RINA Area Manager for Greece and Cyprus, as well as by other top managers of RINA. In his opening speech George Youroukos referred to the recent achievements of RINA from the perspective of a shipowner. The fast and accurate service and response to any request and the excellent PSC record of RINA are some of the key issues that are important to a modern ship management company.

Ugo Salerno updated the members on the current general picture of RINA Group and the outlook for the year to come. The turnover of the group is expected to exceed 300 mil Euro for 2013, composed of 33 per cent from the Energy field, 32 per cent from Marine, 23 per cent from Business Assurance and 12 per cent from Transport and Infrastructures.

Michele Francioni, CEO of RINA Services, presented various on-going worldwide projects of RINA. He illustrated the current portfolio of newbuildings as well as other significant projects such as the UAE classification society Tasneef for which RINA was selected as the strategic partner and other special projects in the gas market.

Roberto Cazzulo, Chairman of the IACS Council and Director of RINA, presented the challenges and commitments of IACS for 2013-14. He referred to the latest developments regarding the Harmonized Common Structural Rules, the Structural Safety of Container ships, the IMO Polar Code and the Emissions.

Mr. George A. Tsavliris is elected Chairman of CYMEPA Following the successful Maritime Cyprus 2013 Conference, the Cyprus Maritime Environment Protection Association (CYMEPA) hosted their 21st Annual General Meeting on the 8th October in Limassol, Cyprus, to discuss important issues on the CYMEPA agenda. During this meeting it gives us great pleasure to announce that Mr. George A. Tsavliris was elected President of CYMEPA. The principal aim of CYMEPA is to encourage and actively assist effective efforts to prevent all forms of pollution of the sea. The Association also helps seafarers and executives to be more aware of safety and the protection of the marine environment. CYMEPA also operates extensive public awareness campaigns and we are proud to be a part of such a great organization.

Mr. Tsavliris, who is also Chairman of INTERMEPA, strongly supports the work which CYMEPA does and believes that the MEPAs should be encouraged and continue to have synergy between them to achieve maximum results.

Tsavliris news General Cargo Vessel “SILA” On Tuesday 15th October 2013, we dispatched tug “AL WAFI” from her Muscat anchorage, to the assistance of general cargo vessel “SILA” (5,688 GRT, 7,608 DWT), laden with about 6,200 MT of Indian Soybean Meal Hipro in bulk, disabled and drifting off Salalah.

Tug “AL WAFI” arrived at the casualty’s position on Saturday 19th October, connected towline and towed casualty to Duqm port, Oman.

Convoy safely arrived on Wednesday 23rd October at Duqm outer anchorage, where the vessel was delivered to port tugs arranged by Contractors. The same day vessel was redelivered to her owners at Duqm shipyard berth, Oman.

Bulk Carrier “AGHIA MARINA” On Thursday 31st October we dispatched salvage tug “ASTERIX” from Aarhus, to the assistance of bulk carrier “AGHIA MARINA” (17,428 GRT, 28,522 DWT), in ballast, immobilized due to engine problems South East of Skagen, Denmark.

Salvage tug “ASTERIX” arrived at the casualty’s position in the early hours of the 1st November, connected towline and proceeded towards Wismar. Tug “HUNTER” was dispatched on the 1st November to provide steering services for the narrows in the Great Belt. A rendez-vous point between the two tug masters was agreed north of Sjaellands Odde. Convoy arrived at the Outer Roads Anchorage Wismar on the 2nd November. On the 3rd November, casualty proceeded, with the assistance of pilot and 3 port tugs, to berth No.7 Wismar port. Casualty safely redelivered to her owners same day.

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42 nafs December 2013

Lloyd’s Register wins The EIC

Award for Supply Chain Excellence 2013 for its work on Blow-Out Preventer (BOP) risk modelling, leading to safer and better performing deep-water drilling.

Lloyd’s Register’s was awarded the EIC Supply Chain Excellence Award 2013, at the annual Energy Industries Council (EIC) award summit, held at The Natural History Museum in London, UK, on October 10.

The EIC award recognises those companies in the Energy industry who have demonstrated superiority within the supply chain, and there is only one winner every year. The award was presented to Lloyd’s Register for its Blow-Out Preventer (BOP) Risk Model programme.

Lloyd’s Register’s BOP Risk Model allows owners and operators to model the risk of their BOP (a critically important component in any hydrocarbon drilling operation) against component failure, helping to determine whether to pull the BOP to the surface for inspection and repair or not.

With results received and modelled in Lloyd’s Register’s programme, risk and non-productive time is significantly reduced, both of which can prove costly to the industry and community at large. It is a key technical and innovative first step towards a risk-based and transparent decisionmaking tool for safer drilling, as well as immediate and consistent communication to all stakeholders in the event of a subsea BOP equipment failure.

“Winning this award is recognition of Lloyd’s Register’s innovation and technical excellence in the Energy industry, and in particular the progress we are making on providing solutions that help to achieve safer subsea drilling operations,” said Meindert Sturm, Global Business Development Manager for Lloyd’s Register’s drilling business. “Our work in this area is a great example of how synergies between regulators, operators, equipment suppliers and contractors can lead to innovative products which make the industry more reliable, better performing and safer.”

Lloyd’s Register has from the outset worked with leading owners and operators from the oil and gas industry to improve current methods of monitoring the performance of BOPs and reduce the risks for one of the industry’s most safety-critical pieces of equipment. Such collaborations, which introduce core competencies, redefines industry perceptions of safety and fosters important dialogue about energy supply and demand issues.

“Our BOP Risk Model is an excellent demonstration of our deep competences in our business using our world-leading risk assessment software RiskSpectrum®,” said Xuhong He, Principal Consultant for Lloyd’s Register’s Software Marketing and Sales. “Recognition of the EIC award is a great encouragement to continuously improve the BOP Risk Model product and also importantly apply the same technology for many other safety-critical systems across the Energy supply chain.”

Deep water drilling once again puts the oil industry at a cutting edge. A subsea BOP is very special system which is highly regulated and among

Major industry award for Blow-Out Preventer highlights importance of independent assurance authority in safer

one of the few pieces of equipment that combines multiple functions such as drilling and operations control, a tool for preventing risk and supporting emergency response procedures. When operational, it is not visible. These factors mean that simple component failures can cause drilling operators to be exposed to severe risk -- the BOP is often the final line of defence for protecting life and the environment. So there is high demand for a transparent and well-structured risk assessment approach that helps owners and operators to monitor the BOP’s safety performance.

“As the industry looks to implement new, best-in-class offshore drilling operations, we believe we have a great deal to contribute to the conversation,” highlighted Jason Knights, Global Communications Manager for the Energy business of Lloyd’s Register.

The Energy business is breaking new ground in assessing risk by developing technology such as the BOP Risk Model. What makes this product so valuable is the quality of the data used to carry out the assessments.

The ability to define the operational risk level of a BOP, including the risk effect of faulty components, is already proving of great benefit to the industry and society as a whole.

“We understand high-risk, capital intensive industries better than anyone,” said Knights. “And we know that safety-critical is business-critical.”

Details on Lloyd’s Register’s BOP Risk Model: Experts from Lloyd’s Register Energy - Drilling and Scandpower have been working with leading drilling and operating companies to improve current methods of modelling the performance and assessing the risks related to the industry’s most safety-critical piece of equipment, the Blowout Preventer (BOP).

The BOP risk model software significantly improves the current process of assessing risk during operations. The BOP risk model is unique in that the risk assessments used to populate the data for the model are performed in advance by a team of BOP operational experts with the required documentation and drawings at their disposal. The BOP risk model also cuts costly Non Productive Time (NPT) by delivering objective information to assist in making the decision to pull or not to pull the BOP in a matter of hours.

Read more at: www.lr.org

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44 nafs December 2013

5th SHIPPING CONFERENCE

Maritime Greece in the Privatization Era - Challenges and Opportunities of the China – Greece Cooperation

Left: Nigel Lowry – Greek Correspondent, Lloyd’s List, Manolis Vordonis, Sun Liwei – Commercial Attaché of the Chinese Embassy in Greece, John Sahinis – President of the Fraternity of the Athenian Hydriots, Panayiotis Michalos – Secretary General for International Economic Relations and Development Cooperation at Greek Ministry of Foreign Affairs, George Xiradakis – Managing Director, XRTC Business Consultants and Kyriakos Dermatis – Chairman, Intermodal Shipbroking.

Great success for the 5th Shipping Conference organized by the Fraternity of the Athenian Hydriots (www.aya.com.gr) for the fifth consecutive year, on Saturday 14, 2013, in Hydra, at the Historical Archives – Museum of Hydra. This institutional conference, held at the greatly commemorated island that bears an extremely important nautical history, gathered a large audience of distinguished Greek and foreign personalities of the shipping, business, diplomatic and political scene, covering a wide range of critical issues, concerning the Sino-Greek cooperation and the prospects created for further development.

The catalytic role of the Greek shipping industry in the recovery of the Greek economy, the crucial contribution of the Greek-Chinese cooperation, the performance of the business activity and the prospects of industrial partnership between the two countries, were the main pillars of interest. Keynote speakers such as the Secretary General for International Economic Relations and Development Cooperation at Greek Ministry of Foreign Affairs, Panayiotis Michalos, the Commercial Attaché of the Chinese Embassy in Greece, Sun Liwei, attended the conference, as well as: John Coustas – President & CEO, Danaos Corp., Kyriakos Dermatis – Chairman of Intermodal Shipbroking, John Dragnis – CEO, Goldenport Holdings, Nathanael Mauclair – Deputy Director - International Listings, NYSE Euronext, Inc., Martin Stopford -President, Clarkson Research Services Ltd. Manolis Vordonis – ex General Manger of Thenamaris and Haisheng Zhou - General Manager, China Classification Society. A significant number of distinguished executives of the Greek shipping market and business participated in the discussion declaring this conference as the first institutionalized “free thought and pratique”, apart from the speakers, everyone had the opportunity to speak and express their views.

John Sahinis, Chairman of the Fraternity of the Athenian Hydriots, in his opening speech briefly presented the objectives of the Fraternity. These objectives, among others, are to promote the maritime history of Hydra,

to attract young people to maritime professions, which were pioneered in Hydra and link researchers, senior managers, institutes and organizations of international shipping. The large audience was welcomed by Major of Hydra, Mr. Angelos Kotronis, congratulating the organizers for their five years of continuous effort to establish the institution of maritime conference in naval Hydra.

The conference covered key institutional issues of the present and future economic and trade cooperation between Greece and China, highlighting the added value of this for the development of the Greek economy and shipping in general.

Extremely fruitful was the speech of Mr. Panayiotis Michalos, Secretary General for International Economic Relations and Development Cooperation at Greek Ministry of Foreign Affairs, on “the new government agreements in the development of Greek-Chinese relations in the business environment and their importance in the development of the economy”, thus emphasizing the critical factor of developing a coherent national strategy for marine and maritime trade, which will link Greece with global growth.

Valuable was the insight given by Mr. Sun Liwei, Commercial Attaché of the Chinese Embassy in Greece, into important facts of the GreekChinese cooperation, further noting the developments that Chinese entrepreneurs expect to happen in Greece.

Stock market sectors developed by China in order to meet the future requirements of international shipping companies and the subsequent reaction of NYSE in the face of these recent news, was analyzed by Nathanael Mauclair – Deputy Director - International Listings, NYSE Euronext, Inc. The driving force between Greece and China, was highlighted by Manolis Vordonis – ex General Manger of Thenamaris, who also mentioned the cultural ties between these two nations, highlighting the importance of fostering and encouraging similar dynamic action plans and collaborative activities.

Kyriakos Dermatis – Chairman of Intermodal Shipbroking and member of the board of directors of the Chinese-Greek Chamber, invited the attendees in co-commitment to widen the necessary on this critical economic period, cooperation of relevant institutions. “A small country like ours has the power of global shipping and this can become our bargaining chip. In far away China we have found a friend and ally, we have found a partner that by building our cooperation can give a helping hand to the economy of our country”.

George Xiradakis, representing the Greece-China Association, pointed

nafs December 2013

out the important work of the Association, the oldest organization that connects the two countries, explaining to the audience the important dimension that now takes place, the union of the two richest historical and cultural countries of the world. “The Greek bonds of friendship start from our cultural relationship and grow in all other areas including business relations. Our Chinese friends are open to the possibility of investing in Greece and furthermore the corresponding development of Greek business in P.R. of China”.

The big question addressed in this conference was Greece’s ability to attract Chinese capital and Chinese entrepreneurs. Mr. Michalos in his mellow technocratic presentation discussed the need for a coherent strategy by the Greek side, which he named Blue Strategy. The shipping industry is a leading parameter of this strategy, since it plays the major role in the international business activity of the Greek economy, and leading Greece to become a worthy partner of the large Chinese market.

Mr. Sun Liwei, who urged Greece to accelerate all necessary measures and procedures for restructuring the country’s investment and development model in order to absorb Chinese investments, answered the question of Mr. Harris Petrakakos about the deficit of Greek investments in the Chinese Shipbuilding industry compared to the Chinese investments in Greece. Sun Liwei also mentioned how effective for Greece was the investment of Cosco Terminals at the port of Piraeus, mentioning also the strong Chinese interest and the help of the Chinese Embassy in Greece that will continue to assist in this direction. Mr. Liwei further pointed out that China and Chinese investors have always wanted equal rights in the profits of both parties and added that for this reason the Chinese shipbuilding industry has made strides to deliver to Greek shipowners good quality ships at competitive prices.

Haisheng Zhou, the General Manager of the China Classification Society, presented a positive outlook of the shipbuilding industry in his country, highlighting the importance of C.C.S in this momentum. To cover the difference presented by its competitors, the shipbuilding industry in China is strongly supported by government policy and Chinese banks.

In an effort to grow even more great emphasis is given on new technologies and the market of a new environmental friendly type of ship.

Mr. Zhou emphasized the rapid penetration of Chinese shipyards in the Greek shipping market and the steadily increasing acceptance of C.C.S. by the Greek ship-owners. Reiterating his country’s position, he identified that the need to improve services offered, remains an obligation for them, which will in turn, decide the future of Greek-Chinese relations.

Of particular interest was the afternoon session, in which the main goal was the targeted investigation and analysis of data relating to the maritime market.

The anticipated overview of the Shipping Market by Mr. Martin Stopford - President, Clarkson Research Services Ltd., was detailed and informative. Mr. Stopford summarizing the shipping markets stressed out, that shipping has entered into a long circled process with difficult factors affecting profitability. This requires a particular strategy to address the high prices in fuel and the necessary structural changes in regulatory matters, such as the environment. He also pointed out that many shipowners turn to new technologies and especially to energy markets (offshore) as well as new financial structure strategies. He described all of the above as “new lessons to be learned” in the shipping market, furthermore he added that information technology becomes of great importance for changes in the shipping industry. Mr. Stopford emphasized that decidedly Greek ship-owners will continue to expand their operations in China since the service quality offered is steadily improving.

The shipbuilding sector as a challenge for the Greek shipping companies was revealed by Mr. John Dragnis - CEO, Danaos Corp., highlighting the rapid growth of the Chinese shipbuilding and giving the assurance that there is even greater scope for development mainly in terms of specialized ships and pointed out that there can be no comparison of the current product compared with the past one. Mr. Dragnis also stressed

45

the need to support the shipbuilding industry by the Chinese banks, something they did in the past and continues to happen in all shipbuilding countries.

Dr. John Coustas, President & CEO, Danaos Corp., referred to the great potential of the Chinese shipping market in all active Greek ship-owners sectors, highlighting the possibility of finding common ground for cooperation between Greece and China. Dr. Coustas described the business environment of China as historically safe since the spread of the Chinese economy in the international arena assures reciprocal benefits for both parties involved. “The so-called model of business cooperation ‘win win’ is gaining ground in the international markets”, said Mr. Coustas, while foreseeing further development in Greece and internationally.

During the Major sponsors’ presentation session, Mr. Yannis Panou, CEO of United Guards Services, outlined the current developments in the fight against piracy and presented the superb services of his company.

Similarly, Mr. Haisheng Zhou introduced China Classification Society outlining its long history and its march towards its current international presence. Mr. Zhou stressed the important role that CCS within the shipping industry in China and most specific in shipbuilding market and Ship-financing arena.

One of the parallel events, was the three-day screening of the film “The boy and the Dolphin”, starting Sophia Lauren, that when aired in 1957 sparked waves of tourists to Hydra and Greece in general. The same night receptions were given to speakers on yachts owned by friends of the Fraternity, in the port of Hydra. On Sunday morning, all participants were invited to participate to the Treasure Hunt, part of the Fraternity’s campaign to promote internationally “The Footpath System of Hydra”, whereby Hydra’s numerous assets were showcased. The Fraternity organized these parallel activities, in collaboration with local entrepreneurs, who became beneficiaries as part of the effort to develop winter tourism, a common objective of all Hydriots.

Conference coordinators were George Xiradakis – Managing Director, XRTC Business Consultants and Nigel Lowry, Greek Correspondent, Lloyd’s List.

Among others, the conference was attended by representatives of the local community, the Naval Attaché of the U.S., Commander Jonathan E. Schwartz, the former Head Consultant for the development of Commercial Ports and Marinas and Managing Director of Danaos Port Development Ltd., Apostolos Kamarinakis, President & CEO of Freeseas Inc., Mr. Ion Varouxakis, the Finance Director of Metrostar, Mr. Michalis Sapountzoglou, the President of Hellenic Shortsea Shipowners Association, Mr. Charalampos Simantonis, the Purchasing Division Manager of Hellenic Seaways, Mr. Nestos Tsantis, representatives of the China Development Bank, Mr. Guo Peng and Lu Yu, executives of the Chinese Embassy in Greece, members of the Ministry of Shipping and the Aegean and also by the decedents of historic families of Hydra such as Mr. Stamatis Boudouris and Spyros Lazarimos.

The conference was under the auspices of the Ministry of Shipping and the Aegean, the Ministry of Tourism, the Hellenic-Chinese Association, the Hellenic-Chinese Chamber and the Association of Banking and Financial executives of Greek shipping industry.

Major sponsors were: United Guards Services and China Classification Society, Sponsors were: Cotommatae, Erasmus, Freeseas, Hellenic SeaWays, Intermodal, Istomedia, Kyvernitis Travel, Paragon Shipping, Poseidonion Grand Hotel, Prelium Investment Services, Selonda, Skipper Cafe-Restaurant.

*For further more information, the speeches and photos, please visit The Fraternity’s site: www.aya.com.gr

46 nafs December 2013

FutureShip ECO-Assistant 4.0 adds new

features including new fuel consumption calculator, to award-winning trim optimisation tool The latest version of ECO-Assistant, the trim optimisation tool from FutureShip, the maritime consulting arm of Germanischer Lloyd, incorporates a number of new features, including a fuel consumption calculator, system usage monitoring, benefit reporting and an E-learning module to speed familiarity with the system. With some 600 installations since its introduction three years ago, ECO-Assistant has been proven to deliver significant energy fuel savings to its users and the new features will enhance the functionality and usability of the system.

Trim optimisation is one of the most effective tools for enhancing ship fuel efficiency as it offers benefits which have been verified in sea trials, can be easily implemented on existing tonnage and has a payback time which can be measured in months. Managing energy more efficiently has become a key area in shipping with the new SEEMP (Ship Energy Efficiency Management Plan) regulations requiring greater monitoring and documentation, also an increasing point of emphasis from maritime authorities and contractual partners. “ECO-Assistant can achieve efficiency improvements of up to 6%. A typical 7,500 TEU container vessel operating at a slow steaming speed can reduce its CO2 emission by 2,740 tons per year by using the system. Additionally, ECO-Assistant can be integrated with a vessel’s cargo planning system to realise even greater fuel saving potential, optimising ballast water management”, said Dr Karsten Hochkirch, Head of Fluid Engineering, FutureShip.

Fuel Calculator

Reliable data on vessel fuel consumption is becoming increasingly vital, not only to benchmark and assess vessel and fleet performance but to fulfil charter agreements. Developed in partnership with Hamburg based ship operator NSC the new fuel consumption calculator in ECO-Assistant responds to these needs by providing the fuel consumption for an arbitrary sailing condition with a single click. This new function re-uses the hydrodynamic knowledge base behind the system’s trim optimisation to generate this information, while performance data and semi-empirical corrections are utilised to provide fuel consumption curves that reflect individual hull fouling, ambient conditions, fuel quality and engine characteristics.

Björn Eichhorn, Fleet Director of NSC Schifffahrtsgesellschaft, said: “The ECO-Assistant data gave us the capability to reliably compute fuel consumption at draft and speed conditions not covered by model tests or sea trials.”

Automated Reporting

The new reporting feature generates automated PDF reports for periods or voyages, stating usage and achieved savings, at the push of a button. These reports can be used as to demonstrate energy efficient operation for SEEMP documentation, national and port authorities, and between contract partners. The process connects on-shore and on-board staff with a common view on usage and benefits of the system and this effectively results in regular and consistent usage.

E-Learning

Building on the experience gained from working with customers on some 600 installations over the last 3 years the new E-Learning module allows new users to familiarise themselves with ECO-Assistant anytime, anywhere, at their own chosen speed, whether for an initial introduction, or for a brush-up on a certain feature. The module ensures easy initial implementation and ensures that new crew members can be familiarised with the system quickly smoothly.

These new features have emerged from the consistently close relationship between FutureShip and its customers. An on-going dialogue with customers has formed the basis for the strategies used in the system’s development, with users defining how the system can better reflect their needs and help them to perform better.

Image 1: TrimOptimizer: The easy-to-use interface has become a trademark of ECO-Assistant. Speed, displacement (or current drafts) and optional extra ballast are all that is needed to get the optimal trim.

Image 2: Fuel Calculator: The Fuel Calculator predicts fuel consumption for actual load condition, speed and ambient conditions.

48 nafs December 2013

Stena Polaris reaches destination After 35 days at sea, the Stena Polaris has arrived at the port of Yousu in South Korea. She has sailed via the icy and harsh North-East Passage along Russia’s northern coast. After arriving at her final destination, the ship was celebrated with representatives of the South Korean government, the corporate management of both Hyundai and the Stena Group and the port authorities attending.

The Stena Polaris began her voyage on 17 September in the port of Ust Luga in the Gulf of Finland with a cargo of 44,000 tons of naphtha. The voyage is a joint project between Stena Bulk and South Korean Hyundai Glovis, the shipping arm of the Hyundai Group.

to sail in ice-covered waters where broken ice can be up to 0.8 m thick.

In addition to an ice-strengthened hull her rudder and propellers are technically adapted for operation in icy waters and her main engines have been modified to deliver greater power.

www.stenanorthernsearoute.com The whole voyage has been reported in the form of Patrik Svahn’s blogs and photos from the ship. Patrik Svahn normally works in Stena Bulk’s office in Gothenburg but was “our” man on board. His reports have painted a picture of everyday life on board – the safety drills, waiting for an icebreaker so as to be able to pass through the most demanding areas, descriptions of the fascinating Arctic environment and a stormy trip across Barents Sea, etc.

“After enjoying the five course dinner at the expo center in Yeosu the ceremony came to an end. As they say, “all great things must come to an end”. As I was not heading back to the ship, I said my good byes to my fellow companions who had embarked on this adventure together with me. And it was with a bit of sadness that I shook the hand of Captain Stipanovic, Mr. Lee, the professor, Chief Engineer Donadic and the rest of my newly made friends. We all set sail to take a top modern tanker through an unexploited and harsh part of the world. And we succeeded.

Not because of one man or two men but because of a team effort. A team effort by the greatest team on earth!” http://www.stenanorthernsearoute.com/the-final-day-of-our-voyage/

About the P-MAX tankers

Daily reports from on board

Paving the way for new contacts

Sailing via the North-East Passage offers the expansive Northern Asia opportunities to speed up the freight routes to and from the region. The voyage with the Stena Polaris is the first project where technology and operational know-how have been transferred from Stena to Hyundai Glovis. At the same time, it is the beginning of important collaboration.

Stena’s objective is to expand in Asia together with good partners.

Higher safety requirements

The Stena Polaris has been built to ice class 1 A specifications in accordance with Det Norske Veritas (DNV), which means that it is well equipped

The P-MAX tankers were designed and built by Stena and Concordia Maritime. They have a double hull, optimum corrosion control, two engine rooms with full water and fire integrity and two propulsion systems.

Double propellers and rudders and a specially designed bridge layout give the tanker extremely good maneuverability and a 360° view, which facilitate safe navigation in narrow waters.

The Stena Polaris, which is owned by Concordia Maritime and has been time-chartered by Stena Bulk for this project, has the following technical data: Length: 183 m, beam: 40 m, draft: 11.3 m, deadweight: 65,000 tons.

50 nafs December 2013

For New Super-Efficient Container Ships, UASC teams up with HHI and FutureShip United Arab Shipping Company (UASC) have recently announced they will expand their fleet with new super-efficient container vessels. Constructed to DNV class, the designs have been optimised through a productive co-operation between FutureShip and Hyundai Heavy Industry (HHI). Setting its sights on competitive slot cost, UASC, one of the world’s fastest growing container carriers, has ordered five 14000TEU vessels with six options and five 18000TEU vessels with one option.

Recognising that fuel consumption is perhaps the single most important factor determining the profitability of new vessels, UASC partnered with FutureShip, design consultancy and energy efficiency experts, in order to realise the most efficient design possible. A number of designs were assessed based on their total costs of transport per container-mile for UASC’s specific trading pattern, taking into account both capital investment and operational costs.

Four sets of designs were shortlisted for intensive evaluation by FutureShip with numerical tank towing tests based on Computational Fluid Dynamics (CFD) simulations for the ship with propeller. In only four weeks, FutureShip ran thousands of tests to determine the speed-power relationship for the two ship classes at two drafts for each of the four competing designs, adding up to some 1.7 million CPU hours, or 200 CPU years. The use of massively parallel computation allowed multiple tests to be run at the same time, over speed and draft ranges which reflected realistic operational profiles.

The four designs were all well matched, with HHI’s design emerging as the winner due to a 14000TEU vessel design that outperformed the competition and the most efficient (single-skeg) vessel design at 18000TEU. Taking these leading designs as the starting point, UASC, HHI

and FutureShip joined forces to further optimize the designs. A formal parametric optimization was also conducted to fine-tune vessel performance for UASC’s operating profile in the intended service pattern of the ships.

FutureShip’s dedicated parametric optimization employed more than 60 free parameters with the objective of reducing fuel consumption as much as possible, taking into account hydrodynamic power requirements, the specific fuel oil consumption of the respective engines and UASC’s specific operational profile for speed-draft combinations.

In a joint effort, HHI and FutureShip revisited the powering concept and more than 35,000 hull shape variants were investigated for each hull design. As a result, better performance could be achieved for both the 14000TEU and the 18000TEU vessels compared to the initial proposal.

For final validation, professional model tests were conducted at the Hamburg Ship Model Basin. The model tests backed up FutureShip’s CFD predictions, supporting the accuracy of the optimisation results.

To realize further efficiency gains on the operational side, UASC also decided to implement FutureShip’s award winning trim solution, “ECOAssistant”. Backed up with a comprehensive database of possible operational conditions evaluated by CFD analysis, this tool provides an intuitive interface to select the most efficient trim for every voyage.

The new ship designs are currently being finalized at HHI with deliveries scheduled between 2014 and 2016, including all options.

Image: Tank testing the optimised design.

52 nafs October 2013

Norwegian Trust in MAN Prime Movers MAN Diesel & Turbo has won the order from Meyer Werft for new cruise vessels for Norwegian Cruise Line to supply its V48/60CR engines with diesel-electric propulsion systems. The ships will be built at Meyer Werft, the cruise liner specialist builder in Papenburg, northern Germany. Norwegian is a longstanding customer of MAN Diesel & Turbo with almost its entire fleet powered by the 48/60 and 58/64 engine types.

The new ships – accorded the project name ‘Breakaway Plus’ – will be the largest in Norwegian’s fleet. At 163,000 gross tons and approximately 4,200 passenger berths, the vessels will be larger than the previous 146,000 gross ton Breakaway-class ships ordered at Meyer Werft in 2010, but will incorporate many of those vessels’ unique design elements and innovations.

The Breakaway Plus vessels will each be powered by five engines – 2 × 14V + 3 × 12V48/60CR Tier II types – capable of delivering 76,800 kW, compared to the four driving the Breakaway-class ‘Norwegian Breakaway’ and ‘Norwegian Getaway’ vessels. The five engines will operate with MAN Diesel & Turbo’s well-proven, state-of-the-art, common-rail injection system that is suitable for both heavy fuel oil and distillate fuels.

This technology, developed in-house by MAN Diesel & Turbo and fully optimised for its engines, provides superior performance in terms of fuel consumption and smoke emissions, especially at part load.

Breakaway class The newest member of the Norwegian fleet, Norwegian Breakaway, entered service at the end of April 2013 and features a 2 × 14V + 2 × 12V48/60CR Tier II engine configuration with 62,400 kW of installed MAN power. With accommodation for 4,000 passengers and New York as home port, the cruise ship will sail to Bermuda for the summer and the Bahamas and Caribbean in the winter.

Construction of Norwegian Breakaway’s sister ship –‘Norwegian Getaway’ – is well underway with delivery scheduled for January.

Sokrates Tolgos, Head of Sales Cruise & Ferry, MAN Diesel & Turbo, said: “With this new order, we are extremely pleased to continue our long-

Photo: Graphic rendering of Breakway Plus vessel (courtesy Meyer Werft) standing relationship with Norwegian and Meyer Werft, both of whom have always been innovative with high demands for quality standards and professionalism from their suppliers. Norwegian pioneered the concept of Freestyle Cruising offering guests the freedom and flexibility to enjoy their cruise vacation on their own terms. Furthermore, it was the first company to introduce MAN 48/60 common-rail technology into its operating fleet six years ago. Ever since, all its MAN powered newbuilds have been ordered with the fuel saving electronic CR injection system.”

Tolgos concluded by saying: “Our company’s firm approach of riskcontrolled introduction of new technologies into the market is bearing fruit. This is fully in line with the very high safety, reliability and environmental standards we encounter in the cruise business, where the parties involved strive not only to meet but even to exceed the level required by regulation wherever possible.”

About MAN Diesel & Turbo MAN Diesel & Turbo SE, based in Augsburg, Germany, is the world’s leading provider of large-bore diesel engines and turbomachinery for marine and stationary applications. It designs two-stroke and four-stroke engines that are manufactured both by the company and by its licensees. The engines have power outputs ranging from 450 kW to 87 MW. MAN Diesel & Turbo also designs and manufactures gas turbines of up to 50 MW, steam turbines of up to 150 MW and compressors with volume flows of up to 1.5 million m³/h and pressures of up to 1,000 bar. The product range is rounded off by turbochargers, propellers, gas engines and chemical reactors. MAN Diesel & Turbo’s range of goods includes complete marine propulsion systems, turbomachinery units for the oil & gas as well as the process industries and turnkey power plants. Customers receive worldwide after-sales services marketed under the MAN PrimeServ brand. The company employs around 15,000 staff at more than 100 international sites, primarily in Germany, Denmark, France, Switzerland, the Czech Republic, India and China. MAN Diesel & Turbo is a company in the Power Engineering business area of MAN SE.

54 nafs December 2013

Marine broker is 2013 Robin Travis

Scholar

“Johann von Rantzau has been selected as this year’s Robin Travis Scholar.”

Johann von Rantzau has been selected as this year’s Robin Travis Scholar following final interviews of candidates in Hamburg.

The scholarship provides a three-month paid internship with transport liability specialist Thomas Miller for executives employed in the shipping, transport or marine insurance sectors in Germany.

From 30th September 2013, Johann will be attached to Thomas Miller’s London head office where the businesses managed include the UK P&I Club, the TT Club and ITIC. He will enjoy a tailored programme of placements reflecting his particular business interests.

Johann works in the placing department of Doehle Assekuranzkontor, a marine insurance brokerage in Hamburg. He assists with renewal processes, deals with hull and machinery (H&M), equipment, loss of hire and war risk placings.

He told us: “The legal environment is becoming more challenging and I see P&I becoming an increasingly relevant part of the business for shipowning companies. “Increasing my knowledge of all aspects of P&I insurance will be indispensable for my future in the business of interna-

tional shipping. The Robin Travis Scholarship is an excellent opportunity to further this interest and learn more.” Johann feels the Robin Travis Scholarship will present a perfect chance to acquire and extend a strong network of acquaintances in the maritime services sector.

Hugo Wynn-Williams, Chairman of Thomas Miller, said: “We look forward to welcoming Johann. He starts his programme with our Thomas Miller Insight into Transport Law and Insurance Course on 1st October. We believe the scholarship represents a unique opportunity for young German transport professionals to work in the London market. Many of the 14 previous scholars have gone on to achieve senior positions in the German transport industry.”

Thomas Miller established the Robin Travis Scholarship programme in 1992 in memory of Robin Travis, a former Director of Thomas Miller who died suddenly in 1991. He had a long association with the German members of the transport clubs managed by Thomas Miller and with correspondents and brokers.

The Robin Travis scholarship provides a three-month internship for an executive working in Germany, seeking career progression and greater understanding of the shipping, transport or insurance sector. The scholar gains both practical and theoretical knowledge from time in the Thomas Miller office and with businesses related to his regular work. A bursary of EUR 7,000 is provided.

Offshore momentum continues to build

at Gibdock

Strategically located Gibraltar shipyard Gibdock has continued its run of technically advanced offshore support vessel repair and maintenance projects, securing a contract involving a returning customer. The Viking Vanquish, a high capacity 3D seismic survey vessel operated for CGG, has undergone a 21-day programme of works, leaving the shipyard’s drydocks in mid-September prior to sea trials.

Based in France, CGG operates 23 seismic survey vessels, after acquiring Fugro’s geoscience division earlier this year - claimed to be the largest high-end seismic fleet in the industry.

John Taylor, Gibdock operations director, says: “We are really building up momentum in this demanding sector of the shiprepair business. Our ability to attract contracts from the top players in the industry reflects confidence in our workforce, and our safety procedures. We are now the yard of choice for demanding offshore vessel projects in the Mediterranean.”

The scope of work carried out on Viking Vanquish included a tailshaft withdrawal and the full overhaul of the shaft, couplings, liners and related equipment. This complex process required cutting away a section of the stern tube to gain access.

Are Skaanevik, technical superintendent for ship manager CGG Eidesvik, says: “The project went very well. We chose Gibdock largely because of the capacity and capabilities of its machine shop, which we called upon extensively. We have had a very good experience and I hope that this will be the start of a good long-term relationship.”

“This was certainly not a straightforward or standard job,” explains Mr Taylor. “Usually the couplings can be found in the engine room, with-

out access complications. This was not the case on this project, but we nonetheless managed to finish on schedule.” Gibdock also machined liners for the tail shaft, which were not supplied pre-machined.

The 93.3m long, 8,621grt Viking Vanquish (built 1998) is owned by Norwegian company Eidesvik and was converted for seismic operations in 2007. Towing 12 x 8km streamers as standard, the vessel is capable of acquiring high quality data in all conditions.

Gibdock also carried out a series of load tests on the Viking Vanquish’s many winches and eye-plates, as well as a range of other machinery and pipe works. The yard renewed propeller blade seals and blasted and painted the vessel’s exterior.

Commenting on a period of sustained workload in the offshore sector at the yard, Gibdock managing director, Richard Beards, says: “This project adds another reference to our growing body of work in this specialised market for 2013, following a series of contracts for seismic survey, dive support, pipelayer and other offshore vessel types secured in the past year.”

Mr Skaanevik highlights another notable aspect of the project as using a cleaning product from Ultraclean AS, believed never to have been used before in shiprepair. The product, a combination of gel and chemicals, was applied to remove corrosion on Viking Vanquish’s gun-deck and cranes then washed away with water, to prepare surfaces for coating.

CGG, Eidesvik and Gibdock expressed satisfaction with the results of using a product that may provide an environmentally-friendly alternative to conventional blasting.

56 nafs December 2013

MacGregor’s

MacRack technology specified for five Greek bulk carriers Economical and environmentally friendly electricdrive systems for MacGregor side-rolling hatch covers have been ordered for two new series of Greek bulkers being built by Sungdong, in South Korea MacGregor, part of Cargotec, has confirmed that five 180,000 dwt bulk carriers under construction in South Korea at Sungdong Shipbuilding and Marine Engineering, will feature MacGregor siderolling hatch covers operated by MacGregor’s innovative MacRack technology. The order includes the design and supply of key components and the fabrication of the hatch covers.

The bulkers are destined for two Greek owners, the first two for Quintana Shipping and the remaining three for Alcyon Shipping. The first vessel is scheduled for delivery at the end of 2014.

“Technology that drives new standards of efficiency and minimises environmental impact is an essential element of today’s market,” says Torbjörn Dahl, Senior Naval Architect for Bulk Ships at MacGregor. “The new orders demonstrate shipowners’ willingness to invest in this type of technology and they are a testament to the confidence these particular owners have in MacGregor’s ability to deliver this type of solution. We anticipate that MacRack will become the standard system for side-rolling hatch covers, making separate hatch cover lifters obsolete.”

Each hatch cover panel will be operated by an electrically driven MacRack unit, which both lifts the panel up from its closed position and then rolls it away to its open, stowed position. The panels are automatically freed from their securing cleats as they are lifted. The overall operating time for one hatch is approximately 2.5 minutes.

Each MacRack unit is mounted at the associated longitudinal coaming, driving a pinion which engages with a rack fitted underneath the hatch cover panel. In the open position, panels are stowed on transverse ramps. During the closing operation, the hatch covers are automatically cleated and made weathertight.

Automatic motor brakes prevent the panels from unintentional rolling at all stages of the opening and closing process.

WMU Celebrates 30 Years of Successful Capacity Building

In 1983, the International Maritime Organization (IMO), a specialized agency of the United Nations, established the World Maritime University to address a recognized shortage of well-qualified, highly educated maritime experts, particularly in lesser developed nations.

WMU has a remarkable global influence today with 3,477 graduates from 164 countries. Numerous alumni hold senior maritime positions as ministers of transport, directors of shipping companies and ports, heads of maritime academies and naval organizations, and many serve as representatives of their home countries at international forums and organizations such as the IMO. The importance of WMU in the global sector was remarked upon by IMO Secretary-General Koji Sekimizu, who is also WMU’s Chancellor, at the December 2012 WMU graduation ceremony. “The influence of the World Maritime University within today’s maritime community cannot be overstressed. Those who pass through its various programs go on to become global maritime leaders, experts and professionals. They increase and enhance the capacity of their countries and help to shape and develop effective policies for the maritime community on both the national and the global level.”

WMU Facts

In addition to six specializations available within the Malmö M.Sc. program, there are M.Sc. programs in Shanghai and Dalian, China and a flexible Ph.D. program offering five specializations Distance learning is available through a Postgraduate Diploma in Marine Insurance offered in cooperation with Lloyd’s Maritime Academy.

WMU utilizes an extensive network of international maritime experts to deliver a broad program of professional development courses in Malmö with the potential for tailor-made courses at any location worldwide.

Research is a priority with roughly 15 on-going projects in areas such as mitigating invasive species in the arctic, risk assessment, Maritime Spatial Planning, e-navigation and safety of life at sea.

International conferences are regularly offered. The next offering on 12 November will be co-hosted by WMU and focuses on Corporate Social Responsibility in the maritime industry. The following spring WMU will host an international conference entitled Maritime Women: Global Leadership 31 March – 1 April 2014. Recent topics include oil spill risk management, piracy at sea, emerging ballast water management systems, the impact of climate change in the maritime industry, and ship recycling.

The City of Malmö has always generously provided WMU with their facilities and at the close of 2014, the University will move to Tornhuset, the historic Old Harbour Master’s Building in the centre of Malmö. In total, nearly 6,000m2 of WMU’s new facilities will essentially double its current floor space.

As the one truly international educational organization for the maritime community, operating under the auspices of the IMO and the UN, WMU aims to be the pinnacle of global excellence in postgraduate education and research.

58 nafs December 2013

New release of AVEVA Engineering offers unrivalled integration AVEVA Engineering is the first to combine powerful features including 2D and 3D integration for a truly unique working environment that increases efficiency and project control

AVEVA announced important productivity improvements in its latest release of AVEVA Engineering, the multi-discipline software that enables engineering teams to work collaboratively on plant or marine projects.

Responding to customer feedback, the new enhancements to AVEVA Engineering means it is the only product which combines powerful features such as datasheets, project breakdown structures with 2D and 3D visualisation. This functionality improves ease of use, enhances control and ensures consistent and reliable data.

“AVEVA Engineering removes the barriers that typically exist in sharing

information between engineering disciplines; it is unique in offering this integration out of the box” said Bruce Douglas, Senior Vice-President, EDS Product Strategy & Marketing, AVEVA. “Our customers told us that adding data visualisation would deliver further benefits as a result of seeing the holistic view of an entire project. The 2D and the 3D visualisation drives improvements in project cost, quality and delivery time by enhancing how the data is used and accessed. AVEVA Engineering is fast to deploy and results in cost and time savings of 25% compared to other approaches”.

With this new release, customers are also offered an even wider choice of deployment options. AVEVA Engineering is now Citrix Ready. This gives customers yet more flexibility in the way in which they configure and control projects, in particular with respect to distributed engineering teams and mobile engineers. The use of Citrix can even be combined with the use of the world-leading AVEVA Global technology on a single project.

AVEVA Engineering, the multi-discipline software that enables engineering teams to work collaboratively on plant or marine projects. AVEVA Engineering is fully integrated into AVEVA’s Integrated Engineering & Design solutions. This approach improves project efficiency and reduces engineering and design costs by offering complementary products that draw on common processes, disciplines and deliverables, through a single managed information model. For more information visit www.aveva. com/plant.

Kalmar partners with Global Service to

develop a diesel-LNG powered reachstacker Kalmar, part of Cargotec, has started a project, as the primary external industrial partner of the GREENCRANES pilot action, for the engineering and realisation of a reachstacker prototype using dual fuel technology (diesel and liquefied natural gas, LNG).

To achieve this ambitious and visionary project, Kalmar signed a partnership agreement with its loyal customer Global Service, the leader of the pilot. Global Service is located in Livorno, Italy and it is one of the most important players in the equipment rental business in the country.

Kalmar and Global Service are working closely on the creation of this prototype, which is expected to deliver significant results in terms of environmental friendly operation. The prototype is expected to be ready at the end of October 2013 when the GREENCRANES staff will be invited to assist in the test phase. A public demonstration of this pilot will take place on 4 December 2013 at the Port of Livorno.

The pilot and demonstration will be based on the adaptation of a Kalmar reachstacker to a motorisation for reducing the environmental impact and the energy consumption.

The project’s pilot phases are:

· Design of a reachstacker that adopts alternative environmental compatible fuelling, dual fuel (LNG- diesel) powered engine · Integration and realisation of a prototype according to the design · Functional testing of the prototype · Pilot of the prototype and analysis of performance in a real port container terminal

60 nafs December 2013

Η πτωχευμένη Ελλάς θρονιασμένη πάνω σε πλούσια κοιτάσματα Πριν από 40 εκατομμύρια χρόνια αναδύθηκε η Αιγηίδα, στον χώρο που τώρα βρίσκεται το Αιγαίο. Τότε ο άνθρωπος δεν υπήρχε ακόμη. Πριν από 2 εκατομμύρια χρόνια άρχισε η καταβύθιση της Αιγηίδος. Τότε οι παλαιότατοι πρόγονοι του ανθρώπου είχαν αρχίσει να την περπατούν. Η καταβύθιση της Αιγηίδος ολοκληρώθηκε πριν από 20.000 έως 12.000 χρόνια, όταν ο άνθρωπος διήνυε την παλαιολιθική εποχή. Η πλούσια πανίδα και χλωρίδα της Αιγηίδος μετεβλήθησαν σε υδρογονάνθρακες, που ανιχνεύονται με τα υπερσύγχρονα μέσα τεχνολογίας, τα οποία αποκαλύπτουν ότι η αξία των κοιτασμάτων αυτών είναι τεράστια καί θα μπορούσαν να μεταβάλλουν την Ελλάδα σε μια πλούσια χώρα και σε μείζονα τροφοδότη της Ευρωπαϊκής Ένωσης σε φυσικό αέριο και πετρέλαιο γιά πολλές δεκαετίες. Ωστόσο είναι απορίας άξιο πώς οι ελληνικές κυβερνήσεις από την μεταπολίτευση και εντεύθεν, απέφυγαν συστηματικά να ενημερώσουν τον Ελληνικό λαό γιά τα τεράστια αυτά αποθέματα υδρογονανθράκων και

όχι μόνο, όταν μάλιστα είναι γνωστό ότι η δικτατορία Παπαδοπούλου είχε αποφασίσει να μπεί δυναμικά στο κλάμπ των πετρελαιοπαραγωγών χωρών, και μάλιστα μετατρέποντας την δραχμή σε σκληρό νόμισμα. Όλοι θυμούνται τόν τέως πρωθυπουργό κ. Γ.Α.Παπανδρέου να απευθύνει διάγγελμα προς τον Ελληνική λαό μέ φόντο το Καστελόριζο, με τό οποίο ανεκοίνωσε την είσοδο της Ελλάδος στο Διεθνές Νομισματικό Ταμείο, κάτω από συνθήκες που είναι πλέον πολύ γνωστές στον Ελληνικό λαό, ο οποίος υπέστη όλα τα δεινά και θα υποστεί ακόμη περισσότερα, αν συνεχισθεί αυτή η άνευ όρων υποταγή της κυβερνήσεως στην τρόϊκα. Άραγε γνώριζε ο κ. Παπανδρέου, την ώρα που ανεκοίνωνε την πτώχευση της χώρας, ότι πατούσε στην κορυφή του κοιτάσματος του Καστελορίζου που περιέχει, μόνο αυτό, φυσικό αέριο αξίας 200 δισεκατομμυρίων δολαρίων; Αυτή είναι η εκτίμηση των σημερινών εμπειρογνωμόνων, που έχουν κυριολεκτικά «οργώσει» το Αιγαίο και τό Ιόνιο.

nafs December 2013

61

Ο κ. Γ. ΠΑΠΑΝΔΡΕΟΥ ΑΝΕΚΟΙΝΩΣΕ ΤΗΝ ΠΤΩΧΕΥΣΗ ΤΗΣ ΧΩΡΑΣ ΚΑΙ ΤΗΝ ΕΝΤΑΞΗ ΣΤΟ ΔΝΤ ΠΑΤΩΝΤΑΣ ΠΑΝΩ ΣΤΟ ΚΑΣΤΕΛΟΡΙΖΟ, ΣΤΟ ΥΠΕΔΑΦΟΣ ΤΟΥ ΟΠΟΙΟΥ ΒΡΙΣΚΕΤΑΙ ΕΝΑ ΑΠΟ ΤΑ ΜΕΓΑΛΥΤΕΡΑ ΚΟΙΤΑΣΜΑΤΑ ΦΥΣΙΚΟΥ ΑΕΡΙΟΥ ΑΞΙΑΣ 200 ΔΙΣ. ΔΟΛΑΡΙΩΝ. ΣΥΜΠΤΩΣΗ, ΣΥΜΒΟΛΙΣΜΟΣ Ή ΕΠΙΛΟΓΗ ΓΝΩΣΗΣ Η ΘΕΣΗ ΑΥΤΗ; ΣΤΗΝ ΠΕΡΙΟΧΗ ΜΕΤΑΞΥ ΚΑΣΤΕΛΟΡΙΖΟΥ ΚΑΙ ΝΟΤΙΑΣ ΡΟΔΟΥ ΒΡΙΣΚΕΤΑΙ ΤΟ ΔΕΥΤΕΡΟ ΜΕΓΑΛΥΤΕΡΟ ΚΟΙΤΑΣΜΑ ΠΕΤΡΕΛΑΙΟΥ ΣΤΟΝ ΚΟΣΜΟ ΜΕ 50 ΔΙΣ. ΒΑΡΕΛΙΑ. ΣΤΟΝ ΒΥΘΟ ΤΗΣ ΝΟΤΙΑΣ ΚΡΗΤΗΣ ΒΡΙΣΚΟΝΤΑΙ ΤΕΡΑΣΤΙΑ ΚΟΙΤΑΣΜΑΤΑ ΦΥΣΙΚΟΥ ΑΕΡΙΟΥ ΚΑΙ ΠΕΤΡΕΛΑΙΟΥ ΑΞΙΑΣ ΑΝΩ ΤΟΥ ΕΝΟΣ ΤΡΙΣ. ΔΟΛΑΡΙΩΝ.

ΤΟ ΔΕΥΤΕΡΟ ΜΕΓΑΛΥΤΕΡΟ ΚΟΙΤΑΣΜΑ ΣΤΟΝ ΚΟΣΜΟ Σε διάλεξή του στο κανάλι ΑΤΤΙΚΗ και όχι μόνο, ένας από τους άριστους γνώστες των κοιτασμάτων του ελληνικού υπεδάφους, ο ομότιμος καθηγητής του Πανεπιστημίου Κρήτης κ. Αντ. Φώσκολος, απεκάλυψε ότι στην περιοχή μεταξύ Καστελορίζου και Νοτίας Ρόδου, βρίσκεται το δεύτερο μεγαλύτερο κοίτασμα πετρελαίου στον κόσμο. Τα στοιχεία, όπως είπε, προέρχονται από γαλλική εταιρία, που έχει πραγματοποιήσει δεκάδες έρευνες στην περιοχή και δεν επιδέχονται αμφισβητήσεως. Σύμφωνα λοιπόν με τις εκτιμήσεις αυτές, το κοίτασμα αυτό περιέχει 50 δισεκατομμύρια βαρέλια. Σε έκθεση που κατάρτισαν οι κκ Αντ. Φώσκολος, Ηλ. Κονοφάγος και Ν. Λυγερός, μόνο στον βυθό της Νότιας Κρήτης βρίσκονται τεράστια κοιτάσματα φυσικού αερίου και πετρελαίου, η αξία των οποίων ξεπερνά τό ένα τρισεκατομμύριο δολαρίων. Στην περιοχή του Κατακόλου, το κοίτασμα φυσικού αερίου υπολογίζεται σε 200 δισεκατομμύρια δολάρια. Στην περιοχή του Καστελορίζου, που βρίσκεται στα όρια της ελληνικής ΑΟΖ, το τεράστιο κοίτασμα πετρελαίου εκτιμάται στα 50 δισεκατομμύρια βαρέλια και σε αξία τα 5 τρισεκατομμύρια δολάρια. Τώρα πλέον αντιλαμβάνεται ο Ελληνικός λαός γιατί η τουρκική πλευρά διεκδικεί με τόση ένταση την περιοχή αυτή και πραγματοποιεί μάλιστα αυθαίρετα σεισμικές έρευνες στην ευρύτερη περιοχή. Οι πολιτικοί κύκλοι διερωτώνται τι συζήτησαν άραγε κεκλεισμένων των θυρών οι κκ

ΣΤΟΝ ΧΕΡΣΑΙΟ ΕΛΛΗΝΙΚΟ ΧΩΡΟ ΥΠΑΡΧΟΥΝ ΜΕΓΑΛΕΣ ΠΟΣΟΤΗΤΕΣ ΡΑΔΟΝΙΟΥ, ΟΥΡΑΝΙΟΥ, ΡΟΥΤΙΛΙΟΥ, ΛΟΥΤΕΣΙΟΥ, ΛΑΝΘΑΝΙΟΥ, ΧΡΥΣΟΥ, ΛΙΓΝΙΤΩΝ, ΒΩΞΙΤΩΝ, ΣΜΗΚΤΙΤΩΝ, ΜΑΓΝΗΣΙΟΥ, ΧΡΩΜΙΤΟΥ ΚΑΙ ΑΛΛΩΝ ΠΑΝΑΚΡΙΒΩΝ ΚΑΙ «ΠΕΡΙΕΡΓΩΝ» ΜΕΤΑΛΛΩΝ ΑΠΑΡΑΙΤΗΤΩΝ ΣΤΗΝ ΣΥΓΧΡΟΝΗ ΤΕΧΝΟΛΟΓΙΑ. ΓΕΡΜΑΝΟΣ ΟΙΚΟΝΟΜΟΛΟΓΟΣ, ΠΟΥ ΘΕΩΡΕΙΤΑΙ ΩΣ Ο «ΓΚΟΥΡΟΥ» ΤΩΝ ΚΕΦΑΛΑΙΑΓΟΡΩΝ, ΑΠΟΚΑΛΥΠΤΕΙ ΤΙ ΚΡΥΒΕΤΑΙ ΚΑΤΩ ΑΠΟ ΤΟ ΥΠΕΔΑΦΟΣ ΚΑΙ ΤΟΝ ΘΑΛΑΣΣΙΟ ΒΥΘΟ ΤΗΣ ΕΛΛΑΔΟΣ, ΚΑΘΩΣ ΚΑΙ ΤΟ ΠΟΛΙΤΙΚΟ ΠΑΡΑΣΚΗΝΙΟ.

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Σαμαράς και Ερντογάν, παρουσία ενός μόνον Έλληνα επιχειρηματία της Κωνσταντινουπόλεως, που εκτελούσε χρέη διερμηνέα.

ΔΙΑ ΝΟΜΟΥ ΑΠΑΓΟΡΕΥΣΗ ΕΡΕΥΝΩΝ ΣΤΟΝ ΕΛΛΗΝΙΚΟ ΧΩΡΟ! Ο καθηγητής κ. Φώσκολος, τα τελευταία 15 χρόνια σε διαλέξεις και σε ενημερωτικές επαφές με τους αρμοδίους παράγοντες, υπεστήριζε με θέρμη, αλλά και επιχειρήματα, ότι το υπέδαφος της Ελλάδος είναι γεμάτο πετρέλαιο και πλούσια κοιτάσματα φυσικού αερίου. Αξίζει να σημειωθεί ότι το 1966 με υπουργική απόφαση απαγορεύθηκαν διά νόμου οι έρευνες γιά πετρέλαιο στον ελλαδικό χώρο. Το ελληνικό κράτος παραδέχθηκε μόλις το 2010 την ύπαρξη εκμεταλλευσίμων κοιτασμάτων, με την σύσταση ειδικού υπουργείου, επί κεφαλής του οποίου τοποθετήθηκε ο κ. Γιάννης Μανιάτης. Ο καθηγητής κ.Φώσκολος δικαιώθηκε μετά από τις έρευνες που διενήργησαν με το πλοίο τους “Nordicexplorer”, όταν ο αντιπρόεδρος PGS κ.Σβέρε Στράντερες ανεκοίνωσε ότι τα ευρήματα ξεπέρασαν κάθε προσδοκία. Η νορβηγική εταιρία με δικές της δαπάνες ερεύνησε μια συνολική θαλάσσια έκταση 12.500 χιλιομέτρων στις περιοχές μεταξύ Κεφαλληνίας, Ζακύνθου, Κυθήρων, Κυπαρισσίας, Πύλου και Ν. Κρήτης. Στο Καστελόριζο,

κάτω από τις τεράστιες ποσότητες φυσικού αερίου, βρίσκονται εγκλωβισμένες ακόμη μεγαλύτερες ποσότητες πετρελαίου, και μάλιστα εξαιρετικής ποιότητος, με μικρή περιεκτικότητα θείου, πολύ καλύτερες και από εκείνες των αραβικών χωρών. Με τα αποθέματα αυτά, η Ελλάδα θα μπορούσε να τροφοδοτήσει την Ευρώπη γιά δεκάδες χρόνια και μάλιστα η ΔΕΠΑ, κατά τον κ. Φώσκολο, θα μπορούσε να γίνει μία νέα GASPROM και μάλιστα μεγαλύτερη από την ρωσική. Επί του παρόντος η ΔΕΣΠΑ ερευνάται από την εισαγγελέα κ. Πόπη Παπανδρέου γιά μονοπωλειακή συμπεριφορά λόγω δεσπόζουσας θέσης, καθώς πωλεί στους Έλληνες καταναλωτές ακριβότερα το φυσικό αέριο κατά 30%. Τα κοιτάσματα νοτίως της Κρήτης βρίσκονται σε βάθος μόλις 5 χιλιομέτρων από την επιφάνεια της θάλασσας και όχι του βυθού, κάτι που μειώνει σημαντικά το κόστος εξόρυξης. Αλλά υπάρχουν στην ελληνική γή και τεράστιες ποσότητες μη συμβατικών υδρογονανθράκων, αυτά των υδριτών και ασβεστικών, που είναι μοναδικά παγκοσμίως σε μέγεθος, η αξία των οποίων υπολογίζεται σε 35 τρισεκατομμύρια ευρώ.

ΤΑ ΧΕΡΣΑΙΑ ΚΟΙΤΑΣΜΑΤΑ Όμως η Ελλάδα δεν διαθέτει μόνον υδρογονάνθρακες. Τα χερσαία υπεδάφη της περιέχουν μεγάλες ποσότητες σπανίων και πανάκριβων

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63

Ο Γολγοθάς της Ελλάδος άρχισε στις 23 Απριλίου 2010, όταν ο τότε πρωθυπουργός κ.Γ.Α.Παπανδρέου παρέδιδε την χώρα στο ΔΝΤ. Κι όμως, πατούσε στην κορυφή νησιού με τεράστια υποθαλάσσια κοιτάσματα φυσικού αερίου και πετρελαίου. μετάλλων. Αναλυτικώτερα: Η μεγαλύτερη συγκέντρωση ραδονίου στον Ελληνικό χώρο, έχει επισημανθεί ήδη από το 1998 στην περιοχή Νεράϊδα Θεσπρωτίας. Η μέτρηση ήταν 9950 μπεκερέλ ανά τετραγωνικό μέτρο και με όριο επιφυλακής τα 150. Παρόμοιες υψηλές μετρήσεις έγιναν και στις περιοχές Σερρών, Θεσσαλονίκης, Μυκόνου, Καβάλας, Ικαρίας, Λέσβου, Φθιώτιδος, Λουτρακίου, Νιγρίτα, Σουρωτή και αλλού. Στο όρος Παγκαίο στην Καβάλα υπάρχουν τεράστια αποθέματα χρυσού. Στην Ολυμπιάδα Χαλκιδικής έχει ήδη ξεκινήσει η εκμετάλλευση κοιτάσματος χρυσού (TVX Gold του Georges Soros), όπου υπάρχει και ουράνιο. Υπάρχουν μετρήσεις του ΙΓΜΕ (Ινστιτούτο Γεωλογικών και Μεταλλευτικών Μελετών) ήδη από το 1996, που επισημαίνουν την ύπαρξη μεγάλων κοιτασμάτων ουρανίου και άλλων σπανίων μετάλλων γιά δορυφόρους και πυραύλους, όπως ρουτίλιο, λουτέσιο και λανθάνιο. Η περιοχή περιέχει 300 εκατομμύρια τόννους με συμπύκνωμα ουρανίου 16%. Η έρευνα έγινε τότε στο Σύμβολο του νομού Καβάλας. Αποτελεί ένα από τα μεγαλύτερα κοιτάσματα ουρανίου διεθνώς. Η αξία του ουρανίου 235 στην διεθνή αγορά ανερχόταν το 1998 σε 20.000 δολάρια το γραμμάριο και αποτελεί το πανάκριβο καύσιμο των πυρηνικών σταθμών ηλεκτροπαραγωγής, που ξεφυτρώνουν σαν τα μανητάρια σε όλο τον κόσμο, παρά τις σοβαρές επιπτώσεις στο περιβάλλον από τα πυρηνικά κατάλοιπα. Λιγνίτης: Η Ελλάδα διαθέτει τόσο πολύ λιγνίτη, που αν τον εκμεταλλευόταν από νωρίς, θα είχε γλυτώσει πολλά δισεκατομμύρια δολάρια από την εισαγωγή πετρελαίου. Βωξίτης: Η Ελλάδα είναι η μεγαλύτερη χώρα παραγωγής βωξίτου στην Ευρωπαϊκή Ένωση. Ο βωξίτης χρησιμοποιείται στην κατασκευή σκαφών, ηλεκτρικών κινητήρων, μεταλλικών κατασκευών κ.ά. Μαγγάνιο: Η Ελλάδα είναι η μοναδική χώρα της Ευρωπαϊκής Ενώσεως,

που περιέχει στο υπέδαφός της κοιτάσματα μαγγανίου, και κυρίως στον νομό Δράμας. Νικέλιο: Η Ελλάδα είναι η μοναδική χώρα με τόσο μεγάλα αποθέματα στην Ευρωπαϊκή Ένωση. Η παραγωγή της ΛΑΡΚΟ εξάγεται στο εξωτερικό και τα βιομηχανικά προϊόντα που το χρησιμοποιούν επανεισάγονται στην Ελλάδα. Η ΛΑΡΚΟ εισάγει στην χώρα 1.000.000 δολάρια ημερησίως. Σμηκτίτες: Δεύτερη χώρα μετά τις ΗΠΑ στην εξόρυξη σμηκτιτών είναι η Ελλάδα. Οι σμηκτίτες έχουν ευρύτατο φάσμα εφαρμογών, όπως φάρμακα,, καλλυντικά, διάθεση αποβλήτων κ.ά. Μαγνήσιο: Ο μαγνησίτης που εξάγει η Ελλάδα, καλύπτει το 46% της δυτικοευρωπαϊκής παραγωγής. Χρωμίτης: Η Ελλάδα είναι η μοναδική χώρα της Ευρωπαϊκής Ενώσεως που περιέχει στο υπέδαφός της σημαντικά εκμεταλλεύσιμα κοιτάσματα χρωμίτη, που χρησιμοποιείται κυρίως στην παραγωγή ανοξείδωτου χάλυβα. Τα μεγαλύτερα κοιτάσματα βρίσκονται στην περιοχή Μπούρινο Κοζάνης. Υπάρχουν βάσιμες υποψίες ότι υπάρχουν κοιτάσματα και άλλων περιέργων μετάλλων στο ελληνικό υπέδαφος, όπως όσμιο, κόκκινος υδράργυρος (πανάκριβος, που χρησιμοποιείται στην κατασκευή καυσίμων διαστημοπολοίων) κ.ά.

ΕΧΟΥΝ ΗΔΗ ΜΟΙΡΑΣΤΕΙ ΤΑ ΚΟΙΤΑΣΜΑΤΑ; Λέγεται ότι από το 1975, όταν ο Ελληνικός λαός δεν είχε ιδέα για τους θησαυρούς που περιέχει το υπέδαφος και ο υποθαλάσσιος βυθός της χώρας, έχουν γίνει συμφωνίες γιά τον καταμερισμό των χώρων ευθύνης των πετρελαϊκών καρτέλ ανά την Ελλάδα. Σύμφωνα με τις πληροφορίες αυτές: Στην OXYDENTAL του Τεξανού Α. Χάμμερ έχει ανατεθεί η περιοχή

64 nafs December 2013

ανατολικά της Θάσου. Το Κρητικό πέλαγος, μεταξύ Κάσου και Κρήτης, έχει αναλάβει η CHEVRON των συμφερόντων Ροκφέλλερ. Το Κατάκολο Ζακύνθου έχει ανατεθεί στην ESSO, επίσης συμφερόντων Ροκφέλλερ. Η Επανωμή, Σιθωνία, Θερμαϊκός ανήκει στην αμερικανική TEXACO και στην αγγλοολλανδική SHELL.

ΕΥΧΗ Ή ΚΑΤΑΡΑ; Και ενώ όλος αυτός ο τεράστιος ορυκτός πλούτος της Ελλάδος θα μπορούσε, αξιοποιούμενος από τις ελληνικές κυβερνήσεις, να γίνει ευχή γιά την χώρα, που βυθίζεται στην δίνη της χρεωκοπίας, με το σμήνος των «μνηστήρων» που τον περιβάλλουν, τον εποφθαλμιούν και τον διεκδικούν, κινδυνεύει να γίνει κατάρα. Δεν είναι τυχαίο ότι πληθύνονται καθημερινά οι φωνές διεθνών αρθρογράφων, οι οποίοι θλίβονται γιά το κατάντημα της Ελλάδος, που δεν το άξιζε, λόγω της μεγάλης διαχρονικής προσφοράς της στην εξέλιξη του πνεύματος και του πολιτισμού παγκοσμίως. Ένα τέτοιο άρθρο είδε πρόσφατα το φως της δημοσιότητος από την ηλεκτρονική μορφή του γερμανικού περιοδικού Focus με τον τίτλο Showdown, που υπογράφει ο Γερμανός οικονομολόγος, γκουρού των κεφαλαιαγορών Ντιρκ Μιούλερ, γνωστός ως και Mr Dax, και που αποκαλύπτει ότι «στο ελληνικό υπέδαφος βρίσκονται τα μεγαλύτερα αποθέματα στην Ευρώπη, και ότι σκοπός του ΔΝΤ και των ΗΠΑ είναι να καταστρέψουν την ελληνική οικονομία, ώστε τα ελληνικά κοιτάσματα να πωληθούν φθηνα σε πολυεθνικές». Στο άρθρο, που αναδημοσίευσε το Defencenet, αποκαλύπτονται

και πολλά άλλα σημαντικά, που περιλαμβάνονται στο βιβλίο του αρθρογράφου, μεταξύ των οποίων και τα εξής: Τα δημοσιονομικά στοιχεία παραποιήθηκαν, προκειμένου να μπεί η Ελλάδα στο μνημόνιο, η εκλογή του Γ.Παπανδρέου έγινε καθ’ υπόδειξη των ΗΠΑ, τα κοιτάσματα υδρογονανθράκων που κρύβονται στο ελληνικό υπέδαφος είναι τεράστια, καθώς επίσης και μια σειρά σημαντικών ορυκτών. Η κα Μπακογιάννη φέρεται να διαβεβαίωσε τον Γερμανό αρθρογράφο το καλοκαίρι του 2012, ότι η Ελλάδα διαθέτει κοιτάσματα αντίστοιχα με αυτά της Λιβύης. Ο Ντιρκ Μιούλερ αποκαλύπτει επίσης ότι «ο Παπανδρέου το 2009 δήλωνε πως δεν έχουμε πετρέλαιο ή τουλάχιστον δεν έχουμε βρεί ακόμη» και ο υφυπουργός Γιάννης Μανιάτης τόνιζε «δεν είμαστε ούτε Σαουδική Αραβία ούτε Νορβηγία» και τώρα μία έκθεση της Deutche Bank στο Λονδίνο κάνει λόγο για πιθανά έσοδα από τους υδρογονάνθρακες, τα οποία, μόνο νοτίως της Κρήτης, θα μπορούσαν να ανέλθουν σε λίγα χρόνια σε 427 δισεκατομμύρια ευρώ. Ο Ντιρκ Μιούλερ θεωρεί ότι η Ελλάδα θα ήταν καλύτερα αν είχε το δικό της νόμισμα και αν αξιοποιούσε τα κοιτάσματα φυσικού αερίου της, θα γνώριζε εποχές τεράστιας ευημερίας. Το υψηλό χρέος, τονίζει ο γκουρού των κεφαλαιαγορών, δεν είναι ευρωπαϊκό πρόβλημα. Η συνολική υπερχρέωση της Ευρώπης είναι μικρότερη από αυτή των ΗΠΑ ή της Ιαπωνίας. Από το 2008 όμως οι επιθέσεις εναντίον της Ευρώπης εξελίσσονται στοχευμένα και συντονισμένα. Τα προγράμματα λιτότητος είναι μια παράνοια. Τα κράτη εξαντλούνται και η ελληνική οικονομία βυθίζεται στο απύθμενο, καταλήγει ο Γερμανός οικονομολόγος. Κ. ΔΟΥΚΑΣ

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September 2013 - Issue 1

bunker barges

The next shipping boom Posted by Lars Petter Blikom August 20, 2013 The next shipping boom: LNG bunker barges

At DNV, we have been talking about LNG bunkering for a long time. We’ve made projections, we’ve designed ships, we’ve made videos, we’ve chaired ISO committees, we’ve done risk assessments, and yet, I was stopped short when I faced this question:

So, how many of these LNG bunkering barges will be needed?

The politically smooth answer, of course, is something like this:

Well, that is a question that depends on the uptake of LNG as a marine fuel in the various geographic regions, which again depends on ship operator’s willingness and ability to embrace new technology, and blablabla…

Alternatively, let’s just do a math exercise: In our Shipping 2020 study, our optimistic scenario indicated a global LNG demand of 15 million tons from shipping.

In other studies, we have assumed bunkering will be undertaken by bunkering barges of two size categories, 1600 and 4000 m3. Further assumptions indicate that one bunkering barge on average may do one bunkering operation every second day. This means that 60 off 1600 m3 barges and 24 off 4000 m3 barges could serve the global LNG fuelled fleet in 2020.

And remember, 2020 is the year when growth of LNG in marine applications really takes off, so this fleet of 84 LNG bunkering barges is just the beginning of a whole new shipping market.

GasLog Ltd. announces delivery of GasLog Sydney GasLog Ltd. is pleased to announce the delivery of the fully owned LNG carrier GasLog Sydney, from Samsung Heavy Industries.

Immediately on delivery she commenced a medium-term charter to Methane Services Ltd. (BG Group).

The vessel is a 155,000 cubic meter tri-fuel Diesel Electric LNG carrier that sets new standards for efficient performance and environmental protection. The vessel is classified to the ABS ENVIRO+ notation, signifying the highest level of environmental protection and energy conservation. Furthermore the vessel is equipped with a new type of cargo compressors that will reduce the release of greenhouse gasses and offer enhanced cargo and heel management.

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NAFSGREEN.GR Nikos K. Doukas Publicatios 12, Karababa str., Agios Dimitrios 173 43 - Athens - Greece 210 4286606 - nafsgreen@nafsgreen.gr - www.nafsgreen.gr

November 2013 - Issue 3

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MONTHLY FREE REPORT FOR THE LNG, OIL & GAS INDUSTRY

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ABB wins orders of around $40 million from LNG vessel carriers ABB has secured total orders worth close to US$40 million from three leading gas transportation industry players in the first quarter of 2013 to supply power and electric propulsion equipment for LNG vessels to be built in South Korea. ABB will supply its fuel-efficient and environmental friendly propulsion plant to work in combination with a duel fuel diesel engine plant on board a 155,000 cu m capacity LNG carrier ordered from Hyundai Heavy Industries (HHI) by a South East Asian ship owner. The scope of supply by ABB will include generators, switchboards, transformers, drives and propulsion motors were all the components are manufactured by ABB factories. Together in this agreement is also an order for the same package plus additional switchboards to one 170,000 cu m LNG FSRU for a Norwegian/South East Asian ship owner.

The ship will be built at SHI’s Geoje Island facility for delivery in 2015. As per June 1st 2013, a total of 38 DFDE LNG Carriers are under construction/commissioning with ABB power & propulsion system. Heikki Soljama, Head of ABB Marine and Cranes business unit says: “Repeat orders for LNG carrier power and propulsion systems via HHI and SHI consolidates our strong relationship with two of the leading yards in the field.

Statoil: Fast-track development of Delta 2 Together with its partners, Statoil has submitted its plan for the development and operation (PDO) of the Delta 2 field in the North Sea. This development forms part of Statoil’s fast-track portfolio. “Delta 2 marks an important new step for Statoil and our fast-track development strategy. The fast-track projects will considerably boost Statoil’s equity production and will produce 100,000 barrels of oil equivalent daily (boe/d) by the end of 2014,” says IvarAasheim, Senior vice president for field development. The goal of Statoil’s fast-track developments is to recover resources by utilising the existing infrastructure while this is still feasible. These are known as time-critical discoveries. This concept is suitable for making the development of limited discoveries profitable.

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Noble Energy DNV GL recommends World’s First LNG- Environmentally Maersk Drilling’s Powered Tugboat friendly ways to make first ultra deepwater flow test results

by Rolls Royce scrubber offshore of LNG bunkering drillship named Cyprus safe and efficient Maersk Viking

Liquefied Natural Gas Terminal

at Revythousa Oil and gas is part New ABS Guide provides of the sustainable energy future specific notations for FPSOs

EU supports RotterdamGothenburg LNG initiative

Lloyd’s Register: What’s driving gas as a bunker fuel?

DNV GL to class LNG Powered Helgoland Ferry

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