Nafs march 2015

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Bimohthly Review for the Shipping Industry - MARCH 2015 - issue 103

Special Edition

LNG vs Scrubbers

Dionissis Christodoulopoulos

MAN Diesel & Turbo Hellas ahead with latest technology

Index ISSUE 103 - MARCH 2015

06. ΚΩΣΤΑΣ ΔΟΥΚΑΣ: ΑΠΟΨΕ ΑΥΤΟΣΧΕΔΙΑΖΟΥΜΕ 08. ΝΙΚΟΣ Κ. ΔΟΥΚΑΣ: LNG versus Scrubbers!!!

The answers are folowing...

PETROPOULOS: Is the glut of global newbuilding orders in 10. TED general, and Chinese orders in particular, expected to lead to a sustained dry bulk slump for the foreseeable future?

18. ΝΑΥΤΕΜΠΟΡΙΚΗ: 1ο ΝΑΥΤΛΙΑΚΟ FORUM 22. ABB TURBOCHARGING: A TURBO BOOST FOR LNG SIGOURAS: SCRUBBERS vs. LNG: WHAT’S THE 26. APOSTOLOS CHOICE 34. YARA MARINE: GREEN TECH MARINE SOx SCRUBBER 36. KAMINCO PRESENTS CROE & GALILEO

D PRINTE APER DP E L C Y C IN RE

COVER STORY: MAN DIESEL & TURBO HELLAS AHEAD 46. WITH LATEST TECHNOLOGY 56. SPYRIDON ZOLOTAS: WE SEE LNG THE SOLUTION FOR THE FUTURE MARTENSSON: MORE TO SCRUBBER PUMPS THAN 58. OVE MEETS THE EYE CLARK: NINE YEARS OF OPERATING AN ECOCHLOR 74. KATHIE BALLAST WATER TREATMENT SYSTEM ΒΕΝΙΑΜΗΣ: ΕΦΟΠΛΙΣΜΟΣ ΚΑΙ ΚΥΒΕΡΝΗΣΗ ΝΑ 92. ΘΕΟΔΩΡΟΣ ΣΥΝΕΡΓΑΣΤΟΥΝ ΠΡΟΣ ΟΦΕΛΟΣ ΤΗΣ ΠΑΤΡΙΔΑΣ

28.

PANOS YANNOULIS LNG OR SCRUBBERS?

44.

PANOS ZACHARIADIS LNG vs SCRUBBERS

54.

PATRICK JANSSENS OWNERS STILL READY FOR LNG

32.

STAVROS HATZIGRIGORIS LNG WILL TAKE THE LEAD SOON

Γράφει ο

Απόψε αυτοσχεδιάζουμε... Μέ τήν ἀνάσα-ἐπιτυχία τοῦ τετραμήνου, πού πῆρε ἡ νέα κυβέρνηση τοῦ κ. Α. Τσίπρα ἀπό τίς Βρυξέλλες ὡς πρός τήν ἐφαρμογή τῆς δανειακῆς σύμβασης τοῦ Μνημονίου, συναινέσαντος τελικά καί τοῦ δρος Σόϊμπλε, ἒχει ὃλο τόν καιρό μπροστά της νά καταρτίση τό πρόγραμμά της γιά τήν ἀνακούφιση τῶν λαϊκῶν στρωμάτων καί τήν ἐξεύρεση τῶν ἀναγκαίων ἐσόδων – δεῖ δή χρημάτων- πρός ὑλοποίση τῶν ἐπαγγελιῶν τῆς Θεσσαλονίκης σέ βάθος τετραετίας. Ἒσοδα πρωτίστως σημαίνει φόροι και, δευτερευόντως, ἐπενδύσεις, ναυτιλία, τουρισμός, ἐξαγωγές, ὑπηρεσίες. Πρίν ὁ ΣΥΡΙΖΑ γίνη κυβέρνηση, εἶχε ἐπισημάνει μέ τούς διαφόρους ἐκπροσώπους του ἀπό τά τηλεοπτικά «παράθυρα», ὃτι τό συνολικό δημόσιο χρέος τῶν 368 δισ. εὐρώ δέν ἦταν διαχειρίσιμο, ἀλλά οὒτε καί νόμιμο στό σύνολό του. Ὁ νέος διάττων ἀστέρας τοῦ ὑπουργείου Οἰκονομικῶν πού ἀκούει στό ὂνομα Γιάνης Βαρουφάκης, πού ἒχει τρελλάνει ἀκόμη καί τόν Σόϊμπλε, ὁ ὁποῖος ὁμολογεῖ δημοσίως ὃτι τά ἒχει χαμένα μαζί του, μέ τίς γνώσεις του καί τήν πολιτική εὐελιξία πού τόν διακρίνουν, κατόρθωσε τό ἀκατόρθωτο: Νά μεταθέση τό ἂγχος τῆς τελευταίας δόσης τοῦ Μνημονίου τῶν 7 δισ. εὐρώ στίς…πλάτες τῶν Εὐρωπαίων δανειστῶν, ἀρνούμενος νά τά λάβη, καθώς τά χρήματα αὐτά δέν θά τά ἒβλεπε κανείς, ἀφοῦ θά πᾶνε αὐτόματα γιά πληρωμή χρέους. Διότι πάγια ἀντίληψη τοῦ Γ.Β. καί κάθε οἰκονομολόγου εἶναι ὃτι τά δάνεια δέν ἐξοφλοῦνται μέ ἂλλα δάνεια. Ταυτόχρονα χρησιμοποιεῖ ὃλα τά ἀποφθέγματα τῆς ἑλληνικῆς μυθολογίας καί τῆς ἀστρονομίας (πύθος τῶν Δαναΐδων, μαρτύριο του Σίσυφου, μαῦρες τρύπες κ.ἂ.) γιά νά πείση τούς διεθνεῖς δανειστές ὃτι τό Μνημόνιο τῆς 12 Φεβρουαρίου 2012 ἦταν μία ἂθλια καί παράνομη μεθόδευση μετατροπῆς ἑνός ἀπεχθοῦς καί ἐπονείδιστου χρέους σέ «νόμιμο», πού προέκυψε ἀπό τήν παράνομη ἀνταλλαγή ὁμολόγων ἀπό τήν Εὐρωπαϊκή Κεντρική Τράπεζα, τά ὁποῖα ἐξαιρέθηκαν ἀπό τό κούρεμα (PSI). Καί ἐνῶ ὁ Ἑλληνικός λαός φέρεται προσωρινά ἀνακουφισμένος (ἀλλά καί ἐπιφυλακτικός) ἀπό τό νέο ὓφος καί τό νέο ἦθος τῆς κυβέρνησης Τσίπρα, ἡ ὁποία ἐπαγγέλεται ἀναλογική φορολόγηση τῶν πλουσίων καί σύλληψη φορολογητέας ὓλης ἀπό φοροδιαφεύγοντες, φοροαποφεύγοντες, εἰσφοροδιαφεύγοντες καί ἀπό συμπεριλαμβανομένους στίς διάφορες λίστες, μέ τεράστιες καταθέσεις στό ἐξωτερικό πού φυγαδεύτηκαν άπό τήν χώρα ἐν καιρῶ κρίσεως, μερικά ΜΜΕ ἀρχίζουν καί πάλι νά διεγείρουν τήν κοινή γνώμη μεμφόμενοι, μεταξύ ὃλων τῶν μεγάλων οἰκονομικῶν συμφερόντων πού δέν κατονομάζονται, τούς ἐφοπλιστές σάν ἐπιχειρηματίες. Ἀκόμη ἠχοῦν στά αὐτιά τῶν Ἑλλήνων οἱ προεκλογικές δημόσιες δηλώσεις στά κανάλια τοῦ εὐρωβουλευτῆ του ΣΥΡΙΖΑ κ. Παπαδημούλη, ὁ ὁποῖος ἐξανίστατο ἐπειδή, σύμφωνα μέ τά στοιχεῖα πού εἶχε στήν διάθεσή

06

NAFS MARCH 2015

του, τά φορολογικά ἒσοδα ἀπό τήν τάξη τῶν ἐφοπλιστῶν ἀνέρχονται σέ 5 ἑκατομμύρια εὐρώ (φορολογητέο εἰσόδημα), ἐνῶ τῶν ναυτικῶν σέ 45 ἑκατομμύρια εὐρώ. Καί κατέδειξε λαϊκίζοντας ὁ εὐρωβουλευτής τοῦ ΣΥΡΙΖΑ τήν ἀνισότητα αὐτή, ὑπονοῶντας ὃτι ἡ νέα κυβέρνηση θά πρέπει νά μεριμνήση γιά τήν ἐξάλειψη τῆς ἀπαράδεκτης αὐτῆς ἀνισότητας. Ἀλλά πῶς ἐννοεῖται ἡ μεγαλύτερη φορολογική ἐπιβάρυνση τῶν Ἑλλήνων ἐφοπλιστῶν; Ὡς Ἓλληνες πολίτες, φορολογοῦνται ὃπως ὃλοι οἱ φορολογούμενοι, ἀνάλογα μέ τά ἀκίνητα πού διαθέτουν καί τά λοιπά περιουσιακά τους στοιχεῖα, ὃπως κότερα, ἀεροσκάφη, ἑλικόπτερα, ὑψηλά τεκμήρια διαβίωσης κλπ. Ὡς ἐπενδυτές στήν Ἑλλάδα (ξενοδοχεῖα, βιομηχανικές μονάδες, πολιτιστικά ἱδρύματα, νοσοκομεῖα, media, ΠΑΕ κλπ) φορολογοῦνται σύμφωνα μέ τήν ἰσχύουσα νομοθεσία, ὃπως ὃλοι οἱ μή ἐφοπλιστές ἐπιχειρηματίες. Ὡς κάτοχοι ἐφοπλιστικῶν γραφείων στήν Ἑλλάδα, καί πάλι φορολογοῦνται κατά τά ἰσχύνοντα, καταβάλλοντες μισθούς καί ἀσφαλιστικές εἰσφορές στούς ἀπασχολουμένους στίς ναυτιλιακές ἑταιρίες. Ὡς πλοιοκτῆτες, καί πάλι καταβάλλουν εἰσφορά ἀνάλογα μέ τήν χωρητικότητα τῶν πλοίων, ὑπό ἑλληνική ἢ ὑπό ξένη σημαία, ἡ ὁποία μάλιστα συμφωνήθηκε μέ τήν προηγουμένη κυβέρνηση νά διπλασιασθῆ οἰκειοθελῶς γιά τά ἑπόμενα δύο χρόνια, καθώς εἶναι γνωστό, ὃτι γιά λόγους διεθνοῦς ἀνταγωνισμοῦ, τό πλοῖο φορολογεῖται μέ εἰδικό καθεστώς, ὡς κεφάλαιο εἰσαγόμενο ἐκ τοῦ ἐξωτερικοῦ, καί μάλιστα μέ διατάξεις τυπικῶς ηὐξημένης συνταγματικῆς ἰσχύος. Βεβαίως, ἂν ἡ νέα κυβέρνηση κατά τήν ἐξειδίκευση τῆς ἐπαγγελομένης φορολογικῆς της πολιτικῆς, κρίνει ὃτι πρέπει νά αὐξηθῆ ἡ φορολογία στούς ἒχοντες καί κατέχοντες, ἡ ἐφοπλιστική τάξη δέν θά ἐξαιρεθῆ. Ἀλλά καί τό νά ἀκούγεται καθημερινά ὃτι οἱ ἐφοπλιστές καί μόνον αὐτοί διαφεύγουν τῆς ὑψηλῆς φορολογίας, ἐνῶ ὁ κυβερνητικός ἐκπρόσωπος…ἐκπλήσσεται ἀπό τήν σύγκριση τῆς φορολογίας εἰσοδήματος τῶν 300 ἢ 400 ἐφοπλιστῶν, ἐδῶ ἐγκατεστημένων, μέ τήν φορολογία εἰσοδήματος 40.000 Ἓλλήνων ναυτικῶν, αὐτό θυμίζει τό «ράβδος ἐν γωνία…» Καί ἐνῶ, πρίν στήν ούσία ἀρχίση ἡ κυβέρνηση τό νομοθετικό της ἒργο, ἂρχισαν οἱ ἐσωκομματικές τριβές μεταξύ τῶν διαφόρων συνιστωσῶν τοῦ ΣΥΡΙΖΑ ( Μ. Γλέζος, Μηλιός, Κωνσταντοπούλου κ.ἂ), ὁ ἰδιόρρυθμος ὑπουργός Οἰκονομικῶν κ. Γ. Βαρουφάκης ἒδωσε μία «ντέ προφούντις» συνέντευξη ἐφ᾽ ὃλης τῆς ὓλης στόν ΑΝΤ1, ὃπου ἀπεκάλυψε ὃτι ἡ ΕΕ παρουσιάζει δημοκρατικό ἒλλειμμα, ὃτι ἡ συμφωνία γιά ἀναβολή ἐφαρμογῆς τῆς δανειακῆς σύμβασης εἶναι συντεταγμένη μέ ἀσάφεια, ἐπειδή ἒτσι ἀπαίτησαν οἱ Εὐρωπαῖοι, οἱ ὁποῖοι στήν πραγματικότητα ἐξαπατοῦν τά κοινοβούλιά τους,ὃτι στήν Ἑλλάδα ἡ μεγάλη διαπλοκή ὂχι μόνο παρέμεινε ἂθικτη, ἀλλά συνεχίζει νά διαχειρίζεται τίς μεταρρυθμίσεις,

Κώστας Δούκας

Δημοσιογράφος Μέλος ΕΣΗΕΑ Βραβείο Ιδρ. Μπότση

ὃτι μέχρι τώρα ἐρχόταν στήν Ἑλλάδα μία συμμορία τεχνοκρατῶν νά μᾶς ἐλέγξουν, ὃτι τά μνημόνια ἦταν ἓνα συνονθύλευμα παρανομιῶν, ὃτι ζοῦμε μέσα σέ μία Εὐρώπη πού ἒχει αὐτοϋπονομευθῆ, ὃτι τό Γιούριγκρουπ θεωρητικά δέν ὑπάρχει, ὃτι ὁ Σόϊμπλε καί οἱ σύν αὐτῶ ἒπαθαν ἐγκεφαλικό ὃταν ἂκουσαν τόν ὃρο ἀνθρωπιστική κρίση καί ὃτι ἡ Ἑλλάς δέν θέλει τήν ἑπομένη δόση, ἀλλά χρόνο γιά νά συνσυγγράψη τό οἰκονομικό καί κοινωνικό της μέλλον. Καί ἀκόμη εἶπε ὁ κ. Βαρουφάκης τά ἑξῆς σημαντικά: Ἂν δέν εἲχαμε καταλήξει στήν τετράμηνη ἀναβολή, θά ἒπρεπε ἢδη νά εἶχε ἀρχίσει περικοπή μισθῶν καί συντάξεων, αὒξηση τοῦ ΦΠΑ καί ἀπολύσεις, ὃτι δέν γίνεται καμμία διαπραγμάτευση ἂν δέν ἒχης στό μυαλό σου τήν ρήξη, ὃτι ἒξοδος ἀπό τήν εὐρωζώνη θά σήμαινε αὒξηση τῆς ἀνεργίας κατά ἓνα ἑκατομμύριο ἂτομα καί μείωση τοῦ ΑΕΠ κατά 20% ἀκόμη, ὃτι τό Ταμεῖο τοῦ Κράτους δέν κλείνει τόν Ἰούνιο, ὃτι ἒχουν ἀρχίσει οἱ διαπραγματεύσεις γιά τό χρηματοδοτικό κενό, ὃτι σχεδιάζεται ἀξιοποίηση τῆς τεράστιας δημόσιας περιουσίας γιά τήν δημιουργία ἑνός νέου ταμείου (ἓνα εἶδος ΕΤΒΑ) πού θά συνδεθῆ μέ τό ἀσφαλιστικό σύστημα, ὣστε ἡ Ἑλλάδα «νά πατήση γκάζι» γιά τήν ἀνάπτυξη, ὃτι μπῆκε φρένο στήν περαιτέρω φτωχοποίηση τῶν φτωχῶν, ὃτι σταμάτησε ὁριστικά ἡ ἀθλιότητα τῶν πρωτογενῶν πλεονασμάτων καί οἱ διαπραγματεύσεις μέ φάξ καί emails καί ὃτι ἀπό τόν Ἀπρίλιο καί στήν συνέχεια ἀρχίζει ἡ διαπραγμάτευση γιά τήν χρηματοδότηση τῶν χρεῶν, καθώς ἡ Εὐρωζώνη, ὃπως εἶπε, δέν θά ἀφήση νά τιναχτοῦν στόν ἀέρα τά συμφωνηθέντα γιά ἓνα μικρό ποσό. Ἀλλά γιά νά ἐπιστρέψουμε στό ζητούμενο τῆς στήλης αὐτῆς, πού εἶναι ἡ φορολόγηση τῆς ναυτιλίας, θά ἀναφερθοῦμε σέ μία ἂλλη δήλωση τοῦ κ. Βαρουφάκη, ὁ ὁποῖος εἶπε ὃτι, ἂν φορολογηθῆ ὑπέρμετρα ἡ ναυτιλία, θά ἒχουμε ἐκροή κεφαλαίων στό ἐξωτερικό ἀπό τίς ἐδῶ λιμνάζουσες ναυτιλιακές καταθέσεις. Σημαντική εἶναι καί ἡ δήλωση τοῦ προέδρου τῆς ΕΕΕ κ. Θ. Βενιάμη, ὁ ὁποῖος δήλωσε ὃτι ἐπικροτεῖ καί στηρίζει τίς προσπάθειες τῆς κυβέρνησης νά ἐξέλθη ἡ Ἑλλάδα ἀπό τήν κρίση, καθώς καί ἡ παρατήρησή του, ὡς πρός τήν δῆθεν χαμηλή φορολόγηση τῶν ἐφοπλιστῶν, ὃτι ἆν τοῦτο συνέβαινε, τότε γιατί δέν ἐπωφελοῦνται τά ξένα ναυτιλιακά γραφεῖα ἐγκαθιστάμενα στήν Ἑλλάδα. Δέν θά ἀντέξουμε στόν πειρασμό νά συγκρίνουμε τήν δήλωση Βαρουφάκη περί φυγῆς ἐφοπλιστικῶν κεφαλαίων σέ περίπτωση ὑπερφορολόγησης, μέ ἐκείνη τοῦ ὑπουργοῦ Ἐμπορικῆς Ναυτιλίας τῆς κυβερνήσεως Μεταξᾶ, ὁ ὁποῖος εἰσηγήθηκε στόν πρωθυπουργό τήν ἂγρια φορολόγηση τῶν ἐφοπλιστῶν. Καί ὁ Μεταξᾶς τοῦ ἀπάντησε: «Τά πλοῖα ἒχουν ἓλικες καί σημαῖες καί ἂν ὑπερφορολογηθοῦν, φεύγουν στά ξένα καί δέν μᾶς στέλνουν οὒτε τά χαιρετίσματά τους».

LNG versus Scrubbers!!!

The answers are folowing...

Using LNG as ship fuel promises less emissions and, given the right circumstances, less fuel costs. The attractiveness of LNG as ship fuel compared to scrubber systems is dominated by three parameters: Share of operation inside ECA Price difference between LNG and HFO Investment costs for LNG tank system

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By

Nikos K. Doukas Editor Member of Journalits’ Union of Athens Daily Newspapers

Liquefied natural gas (LNG) is natural gas (predominantly methane, CH4) that has been converted to liquid form for ease of storage or transport. It takes up about 1/600th the volume of natural gas in the gaseous state. It is odorless, colorless, non-toxic and non-corrosive.

Scrubber systems are a diverse group of air pollution control devices that can be used to remove some particulates and/or gases from industrial exhaust streams. The first air scrubber was designed to remove carbon dioxide from the air of an early submarine, the Ictineo I, a role which they continue to be used for to this day. Traditionally, the term “scrubber” has referred to pollution control devices that use liquid to wash unwanted pollutants from a gas stream. Recently, the term is also used to describe systems that inject a dry reagent or slurry into a dirty exhaust stream to “wash out” acid gases. Scrubbers are one of the primary devices that control gaseous emissions, especially acid gases. Scrubbers can also be used for heat recovery from hot gases by flue-gas condensation.

Using liquefied natural gas (LNG) as ship fuel has recently gained more attention not only in Europe, but also in Asia and the USA. There are three noticeable drivers which, taken together, make LNG as ship fuel one of the most promising new technologies for shipping.

Shipowners interested in LNG as ship fuel are currently facing a number of questions regarding the costs and the possible benefits of using such technology. And they wish to learn whether exhaust gas treatment systems could be the preferred technical solution. At the same time, increasing ship efficiency with advanced waste heat recovery systems becomes feasible.

Scrubbers are assumed to be used only when needed to meet the emission values responding to the low sulphur fuel limits, i.e. inside ECA, in EU ports and globally by 2020. Their operating costs depend on operation time and engine loads.

In the following pages there is a series of articles and presentations by market experts who kindly involved in our special edition for LNG as fuel versus Scrubbers. Major Class Societies, huge multinational corporations, shipping experts, ship suppliers, analysts, give their point of view on the subject.

Sources: Wikipedia, Costs and benefits of LNG as ship fuel for container vessels (Gl group).

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12 nafs POSIDONIA 2014 FINANCIAL FOCUS Financial Focus

Shipping finance lagging behind Ted Petropoulos Chinese orders in particular, expected to lead a recovery of toShipping Is the glut of global newbuilding orders in general, and

By

Head, Petrofin Research

Tedthe Petropoulos, Head Petrofin Research sustained dry bulk slumpByfor foreseeable future?

The last 7 years have not been easy for the dry bulk sector. Freights have been erratic and generally in a downward direction. So have vessel values. Other than a spike in 2013 (created by a false hope of an early recovery in dry bulk fortunes), as I currently write this article, the BDI is at its lowest level since 1986 and still falling with all dry bulk vessels’ spot earnings below operating expense level.

It is not surprising that this monumental slump has taken place as bulk trade (wet and dry) since 2008 has grown by 21% whereas tonnage supply has surged by 54%, thus creating a large tonnage surplus to requirements. Even last year, by which newbuilding orders started to ebb, dry cargo trade grew by 3.7%, whilst the fleet grew by 4.4% and yet, the order flow did not stop until very late in 2014.

Is this investor madness? What did they think when ordering? Can a whole industry be so wrong?

There is another example of such enormous miscalculation which occurred with VLCC over-ordering in the early 1970s, which caught the larger tanker industry by the 1973 and 1979 oil prices rises.

However, there was an excuse then, as the oil price rise had not been anticipated.

Nevertheless, it lead to a huge VLCC tanker slump, that lasted for 15 years and which saw the loss of fortunes and fall of the mighty names into dust.

Are we about to face the same scale of catastrophe? Is this market different?

For many ordering owners, the eco ship design was heralded to be the vessel of the future and one that would outclass the non-eco vessels and create a dual market.

This prompted them to invest hugely into these vessels whose price appeared reasonable in the light of the precious high vessel prices during the last dry cargo boom. Many, now, of course, lament their

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fleet.witnessed, Moreover,after 48% of the total isthere due were to Banks However, other more s in the next 11 months, i.e.appetite. It relates a be longdelivered and arduous road of ship lending a staggering 78m DWT or 10.25% the ratios of Euro since 2009, a useful liquidity andofcapital existingrecovery fleet. Out total, 46m DWT is shipping in of this the new ECB regulatory overview accounted

by Chinese ship 2013 in both vessel the yards, financialinvolving resources and the ris 632 vessels. values and cash flows European banks especially found position does in viaThe higher freights.

Al-not improve review much and proving their financial 2016,the as recovery there is still 66.9m though was a massive banks, profitability came second t DWTand global order book, shipping of which banks Chinese erratic not evenly were European (7 yardsamong account 45.6m 2013), DWT. Petrofin (Clarkson’s spread thefor variBank Research (c Shipping Weekly and Clarkous shippingIntelligence sectors, pronounced and adverse effect on son’s World Fleet Register). it had a pronounced beneficial effect on the To add insult to injury, three of shi In Table 1 you willloan see how theHSH Chinese quality of the banks’ RBS, and Commerzbank we order book is bank’s spread out.their Increasingly, portfolios and in shipping portfolios and/or lea the average bulker is growing fromsome banks stoo borrowers’ ability to DWTDuring this time, 73,685 2015, to ly a massive or standing their ground as ship meet theirDWT (ofteninrestruc104,389 in 2017, implying that most Credit Suisse a tured) loan DWT obligations.

DVB, ABN AMRO, of the forward orders have been for capes.

Confidence grew among China Exim, CDB, and Korean Ex decision, as neither the dry bulk recovery Greek and Chinese owners are competing banks that shipping was on the way to recovery and this was felt even has occurred, nor have these eco vessels for top position in this race.

ThereWest-East is some divide took pl more by borrowers and private funds.

A classic enjoyed the promised bountyequity in terms of evidence of an order slowdown in Chinese readily available in the Far East, w higher charter rates from charterers. The yards, as 2014) China’s Ministry of Industry and Dry bulk lead the way with a 12-month (March 2013 to March dium banks supported local client collapse in the price of oil, down to about Information Technology reported a 14.2% recovery of 41.4% in vessel values and 52.3% in freights (from Shipping for any but the biggest and often p $45 per barrel, has reduced the eco prefallshipping to 59.95m DWT for the whole of 2014 Intelligence Inc. – 1st April 2014, below).

With overall confidence mium substantially. the latest months showing a steeper For Greek ship finance, in particu rising to record heights (Moore Stephens) and with with the sector’s progress slowdown.

There was some evidence tootmarket at preci lenders exited the picking up, one would have expected banks to be rushing headlong into So, is the dry bulk industry and its investthat the completed tonnage by and Chinese orders second-hand purchas new shipping loans and for competition to among banks grow. ments a giant albatross and will the yards in 2014 fell by 13.9% compared to new ship financ unable to provide industry face continuous ‘cash burning’ 2013.

However, prevent thea whole, Greek ow pean banks as With rare exceptions is not, however, what happened andthis thedid not conditions for manythough years ,this to come?

Chinese order book to still grow by 13.7% lenders, to Far Eastern lenders (li question is: why? y/y to 148.9m DWT at the end of 2014. increasingly, to US private equity The short answer, in my opinion, is that The answer lies with the banks themselves.

Commencing with their dry bulk is not necessarily doomed to a So, clients is China leading race oblivion thetofinance gap widened, PEF shipping exposures, manyTo banks nurtured weaker in the hope the As prolonged bad market. put ithad another in could dry bulk shipping, as well as inway global the only to take advantage of ofway, suchthere a recovery.

The process of recovery, though, not work mirais no doubt a huge problem shipping? cles overnight.

It simply takes time to work out difficult loans and improve recovery.

PEFs were not only act of overcapacity facing the industry but a the health of a bank’s loan portfolio.

The recovery needs to be sustained tunities to co-invest and lend to G recovery may well be achieved in the next What wevolatile can anticipate, though, is a recovery would pr and the recent fall in dry bulk freights demonstrated the still nature pated shipping few years rather than a decade provided significant notseeking. be in a The result wa offurther the recovery. addition, from a common shipping approach delay, by the as owners havewill been orders In shall be contained. rush to accept delivery ofoftheir vessels.

We boards of major banks to be cautious to achange, involving a willingness which investing in eco-friendly would assume that the delaying factor of willthe future. toBefore expand, one needs time. be the vessels addressing the problem in greater detail, let us look into the current dry bulk

result in a reduction of at least 10% of the

fleet andbelieved as hightoas 15%Characteristically, per annum over according to Tu Aorder second factor is that many shipping banks had what they book. twotime years. on total, 2015-2002 and Janua be a higher than desired overall shipping exposure the and next needed to Based between January 2016 orders of 145m DWT, this would reduce it to acceptable levels via client loan repayments. lending of the world fleet and orde As of the end of January 2015, the total reduce the total deliveries over themore period Adry third factor is that banks had set up very strict criteria for lending resultwas even pronounced in Gr bulk order book stood at 1,954 vessels by about 14.5m DWT to Greek 21.75m DWT. exposure by PEF, ing in too few potential loan transactions meeting such requirements shipping of 162.7m DWT (Clarkson’s World Fleet Joint Ventures in place today. Wit Register). This represents a massive 21.4% of the existing and quite sizeable

Then we need to consider how many

cancellations will take place for deliveries

Financial Focus

TABLE 1 - Chinese Yards Bulker Orderbook Built year No of Bulkers DWT Avg Bulker DWT 2015 632 45,936,731 72,685 2016 479 45,575,356 95,147 2017 86 8,977,422 104,389 2018 5 746,000 149,200 Totals 1202 101,235,509 Feb-15 Clakrson’s World Fleet Register

may be affected by a number of factors, such as the state of the dry bulk market, the ability to delay and/or cancel orders, and scrap prices. If correct, though, a 2-year tonnage increase of 6.3-7.3% seems high but manageable and far

Built year 2015 2016 2017 2018 Totals Feb-15

World Yards Bulker Orderbook No of Bulkers DWT Avg Bulker DWT 1019 78,038,777 76,584 734 66,893,178 91,135 188 16,452,987 87,516 13 1,342,600 103,277 1954 162,727,542 Clakrson’s World Fleet Register

smaller than the increase implied by viewing the order book alone.

Turning to the demand side, current dry bulk growth estimates for 2015 and 2016 are for 4-5% in 2015 and 5-6% in 2016, i.e. a total of 9-11% over the 2-year period. This is based on continuous benefits from quantitative easing and a relatively low price of oil, as well as a growth recovery in China as a result of a credit expansion programme. Should the above dry cargo demand scenarios materialise, then it is possible that in 2015 and more so, in 2016, we shall witness the first years of demand marginally outstripping

in 2016, whereby, the down payment may

to the new regulations coming into effect

not have been sufficient to ensure that the

on 1/1/2016, as well as the poor market,

vessels would be built. We can only offer

many vessels will head for scrapping. The

a guestimate here and assume that about

total scrapping per annum has fallen from

10m DWT will be affected in 2016, as it is

33.4m DWT in 2012 to 23.3m DWT in 2013

too late to cancel 2015 deliveries. Then,

and only 16.1m in 2014, but is showing a

we have possible conversions into tank-

resurgence in January 2015 with 4.2m DWT

ers, which are showing signs of vigour at

scrapped in one month alone.

having a marginal but positive cash flow with

Markets has revealed that only 49m DWT

It is safe to assume that on the back of

tions. Conditions, though, are not expected

of the order book has been placed at yards

the poor markets and high drydocking and

with the ability to convert dry orders into wet

special survey costs, the scrapping of dry

ones. The estimate suggests that a maxi-

bulk vessels shall grow to the 2012 levels of

mum of between 10m and 15m DWT could

approximately 30m DWT per annum. Should

be converted. As these conversions cannot

this occur, then this would reduce the total

take place for 2015 deliveries, I assume that

fleet increase by a further 60m DWT, down

there will be a 5m DWT conversion in 2016.

to 48.5m25m DWT to 55.5m DWT. These

For the critical 2015-2016 years, therefore,

tonnage estimated increases represent a

we have an adjusted increase in capacity

6.33-7.3% increase over the 2-year period,

down from 145m DWT to 108.25m DWT to

which is encouraging. Now, these numbers

115.5m DWT or equivalent to 14.22-15.17%

are much more manageable. The tonnage

increase over the period, based on a total

rise in 2015 is expected to be slightly higher

dry bulk fleet of 761.3m DWT at the end of

than in 2016, as the cancellation/conver-

2015.

sion impact would affect more 2016 orders

present. An analysis by Clarkson’s Capital

but against that we must consider that 2015 We now turn to the scrapping market. Here,

scrapping may be higher than 2016, due to

the scrap price has recently tumbled from

the new regulations.

420 $/LTD to 365 $/LTD. However, due

The above predictions are guestimates and

supply.

Such a development would undoubtedly result in a partial recovery of dry bulk freights to levels that would exceed operating expenses resulting in the dry bulk industry which to address loan and interest obligato encourage or justify new orders which would delay further such recovery or make it a false dawn.

Just before we all rejoice that a recovery is nigh, we should mention that the low price of bunkers may encourage less slow steaming, which alone may negate/delay the market’s recovery. In addition, there will still be those that with itchy fingers dying to place forward orders in a quest for glory and the elusive Eldorado of shipping last seen in 2007.

To conclude, the industry has the potential to achieve the beginnings of a partial recovery, provided it does not once again shoot itself on the foot by further orders. Did someone say deja vue?

MARCH 2015 NAFS

11

sense

the marine the marine

sense of technology

of technology

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Article

Is there real future in P&I world?

The P&I renewal period is over and another year full of discussions, changes and movement of tonnage has passed with the reasonable and known hurdle.

Owners are still facing problems because of the low market rates in all sectors and general financial conditions worldwide still do not favor them at all. Vessels’ oversupply is haunting small or big owners who are concerned on future income and the right basis they should carry on their business. What may the future tell them? Will they keep their old ships still under their operation or ultimately have to decide to idle or sell them for scrap sooner or later.

The whole industry is being focused on P&I Clubs this time of the year particularly, more than the rest of it, and it is remarkable that great efforts are spent by P&I insurers to maintain their members, reputation, premium levels, tonnage, relationships and, more important, increase their “income”. Brokers, obviously, worldwide, play a key role during negotiations and are in the centre of the cyclone trying to please everyone and this is proved to be finally undeniable.

We have seen though movements also this year, such as big names in shipping changing Clubs irrespective of issues of release calls, long relationship and premium level. Little differences in amount of tonnage for each of the IG Clubs comparing with last year’s renewals, however, is it absolutely certain that Clubs are

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NAFS MARCH 2015

happy after this year’s renewals? Does the alleged merger, rejected by Clubs’ Managers, of two big P&I Clubs mean something which will change the regime of IG as we know for the last years? Are general increases, over the time, bringing enough income to the Clubs to continue under present scheme?

Discussing with insurers I sense there is an undecided feeling about this year’s results in P&I world. Tough negotiations until last minute, some Clubs’ decision to deny renewal of burdened fleets and certain owners’ final extreme decisions to change P&I insurer after many years, do give the impression that not only are the owners considering alternatives for P&I cover of their company’s fleet as the market levels, the profit earned, the future plans for their company dictate, but also, as owners are more and more keen to find a competitive, organized, beneficial solution for their vessels’ insurances, equally the Clubs look for healthy, organized, well respected owners with new tonnage which will have to pay, ultimately, enough to support the vitality of IG Clubs.

Someone has to note that various “P&I Clubs” lately started operating in many countries across the globe, except Greece, and many members from that country, smaller or bigger shipping companies support their local Club.

In addition, many fixed premium facilities offer almost equal service, competitive premium, increased limit of liability and no release calls

By

Vicky Liouta MD, Vilmar International S.A

to their members. China has a serious role on insurances and not only P&I Club exists for long but also other insurances started already their services, in relation to various covers in insurance field. Is therefore logical to wonder if IG Clubs and their Managers continue to get enough income from owners worldwide who are spread to many and different insurance choices? I personally have my concerns if it is to the benefit of the IG Clubs to impose and insist on the general increases each year, irrespective of the changes worldwide, the release calls as a binding rule among the IG Clubs and, of much importance, the rate of the premium as far as the old comparing to new tonnage is concerned. It seems that there is no way out for IG Clubs if members’ loyalty and relationships are not carefully observed by the Clubs and undoubtedly preserved, and P&I insurance cover is not deemed as mutual benefit for the future. I do not wish to believe that Clubs prefer to cover only the big fleets and the stronger owners worldwide and refuse cover to smaller but healthy owning companies worldwide.

I feel hence that IG Clubs must seriously judge all circumstances this year and before the end of the cover period or announcements of general increases the fall of 2015, reflect on their true and realistic requests after taking into consideration the global changes and owners’ mind in shipping.

Market News

Euploia Drydocks & Services Ltd broadens professional horizons with a new addition to their world-wide net of represented shipyards. Euploia is now representing Exclusively in Greece CICEK SHIPYARD.

Euploia represents exclusively Cicek Shipyard in Greece

Mr. Charis Valentakis (right) Director of Euploia Drydocks and Services Ltd & Mr. Ayhan Yapicier(left)Technical Manager of Cicek Shipyard/Deniz Endüstrisi A.Ş.

CICEK SHIPYARD / DENİZ ENDÜSTRİSİ A.S., one of the most wellestablished shipyards in Turkey, occupy more than 100 highly qualified personnel as regular staff, providing Full Technical Management, Operating, Maintaining and Consulting. CICEK SHIPYARD is certified with highest quality standards of ISM, ISO, ISPS, etc.

Cicek Shipyard’s mission is to build and repair ships in a safe and efficient manner that ensures adherence to contracted delivery dates whilst not prejudicing its respect for the environment, to supply high quality products to ship-owners at competitive prices and to ensure sustainability in production through proactive initiatives and ongoing investment in human resources and technology. The vision of the shipyard is to be one of the world’s top 50 shipyards. Cicek family and Celal Cicek’s shipbuilding history starts from 1960’s under the name of GAYE Ltd. But Naval architect and MSC marine engineer Celal Cicek established Deniz Industry Co/ Cicek Shipyard, in July 1st 1977. The shipyard was located in Halic Balat, İstanbul. The first ship constructed in this shipyard was a coaster of 3.250dwt named “Coşkun Yağcı”. Two sister ships having the same tonnage were also built in this yard in Haliç.

In 1979, company applied for land in Tuzla following the announcement of the Tuzla Private Sector Shipyard Area and commenced ship construction at this site in 1981. By the end of 1982, company had started on the construction of product tanker of 3.250dwt named “Doğan Kaman” and of a chemical tanker of 3.250dwt named “Orse”. Naval architect and marine engineer Celal Çiçek undertook the design work. At that time, “Orse” was the first chemical tanker to be built in Turkey.

In 1982, company started construction of a 5.700dwt bulk carrier, named “Kazım Kolotoğlu”, which was the biggest ship company had constructed at that time. Again, she was completely company’s own design and was delivered in 1984.

Towards the government’s decision of subsidizing the purchase of second hand vessels from abroad hence 1985, all the Turkish shipyards as well as Cicek were left without domestic demand and proceeded constructing vessels in smaller sizes and different types and left to perform conver-

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NAFS MARCH 2015

sions and repairs.

In those difficult days, banks did not provide any Letters of Guarantee for shipbuilding due to lack of knowledge of the shipbuilding industry.

Cicek maintained its activities for several years by carrying out ship repair work and by building smaller vessels including tugs - tankers - chemical tankers and bulk carriers. This continued until 2003.

Today, Cicek has been in the shipbuilding and ship repair industry for over 40 years and employs 300 people directly plus 600 subcontractors. The company’s president manages all, the naval architect and marine engineer Celal Cicek Msc who celebrated his 50th year in engineering this year.

The company recently completed several important projects for Turkish ship-owners. Most of these ships have subsequently been resold to important European ship-owners.

Investing in new shipbuilding machinery and equipment enabled Cicek to compete with the most modern yards all around the world. Cicek has the first and so far the only new building graving dock in the Turkish private shipbuilding area. Measuring 225m in length, 37.5m. in breadth and 11m in depth, it is capable of accommodating panamax sized vessels. In addition, the shipyard has a slipway that can build ships of up to 26.000dwt and another small slipway on which Cicek build vessels up to 5.000dwt.

Recently, these have included niche vessels like sophisticated chemical tankers and bunker tankers.

Cicek has successfully completed many modern vessels in recent years.

Many of these were IMO II chemical tankers of up to 30.000 dwt.

At the moment, Turkey’s biggest vessel a 58.000dwt bulk carrier has been floated out from Cicek’s dry dock.

At the moment Çiçek Shipyard is very much actively the handy size bulk carrier market. By introducing Bulk Flower 25K and Bulk Flower 35K designs which will change the handy size bulk carrier market for fuel consumption efficient, larger handling capabilities by heavy lifting cranes clean environment by double hull structure and uses CO2 emissions by shaft generator and water ballast management systems for clean ballast water.

Market News

Η ελληνική ναυτιλία βρίσκεται στην κορυφή της παγκόσμιας κατάταξης προσφέρει πολλά στην χώρα και πρέπει να φροντίσουμε όχι μόνο να παραμείνει στην Ελλάδα, αλλά διευρύνει το ειδικό της βάρος στην εθνική μας οικονομία. Το συμπέρασμα αυτό προέκυψε από την έναρξη των εργασιών του 1ου Ναυτιλιακού φόρουμ της εφημερίδας «ΝΑΥΤΕΜΠΟΡΙΚΗ» ,που πραγματοποιήθηκε εχθές 22/01/2015 στο ξενοδοχείο Divani Apollon Palace & Thalasso,

μιλώντας στο «1ο Ναυτιλιακό Forum της Ναυτεμπορικής», ενώ αναφέρθηκε αναλυτικά στα όσα έχουν διαδραματιστεί τα τελευταία 2 περίπου χρόνια στην χώρα μας και έχουν σχέση με την ναυτιλία. Στην συνέχεια το συνέδριο χαιρέτισε και ο πρόεδρος της Ενώσεως Ελλήνων Εφοπλιστών, κος Θεόδωρος Ε. Βενιάμης, ο οποίος τόνισε η ελληνική ναυτιλία είναι ζωτικής σημασίας για την Ελλάδα , την Ευρώπη και την παγκόσμια

Από την πλευρά του ο πρώην υπουργός Ναυτιλίας και Αιγαίου, Μιλτιάδης Βαρβιτσιώτης , αναφέρθηκε στο έργο που επιτέλεσε στο υπουργείο, υπογραμμίζοντας πως προσπάθησε όλο αυτό το διάστημα να οικοδομήσει μια σχέση εμπιστοσύνης με την εφοπλιστική οικογένεια. Συμμετέχοντας στο πάνελ με θέμα «Η διαχρονική συμβολή του ελληνικού εφοπλισμού

Η Ελληνική ναυτιλία είναι η “ανάσα” της ελληνικής οικονομίας στη Βουλιαγμένη. Το φόρουμ ήταν μία πρώτη τάξεως ευκαιρία να γίνει ένας εμπεριστατωμένος διάλογος για τα φλέγοντα θέματα της ελληνικής ναυτιλίας, τον πρωταγωνιστικό της ρόλο στο παγκόσμιο εμπόριο και την προσφορά της στην Εθνική Οικονομία. Κατά τη διάρκειά των εργασιών ανιχνεύτηκαν οι μελλοντικές τάσεις ενός κλάδου ο οποίος αντιμετωπίζει εδώ και έξι τουλάχιστον χρόνια μια πρωτοφανή κρίση. Τις εργασίες του συνεδρίου άνοιξε η κα Ειρήνη Αθανασιάδου, πρόεδρος και διευθύνουσα συμβουλος της εφημερίδας Η ΝΑΥΤΕΜΠΟΡΙΚΗ , η οποία σημείωσε πως η ΝΑΥΤΕΜΠΟΡΙΚΗ είναι άρρηκτα δεμένη όλα αυτά τα χρόνια με την ελληνική ναυτιλία από την ίδρυσή της και συμπλήρωσε πως το 1ο ναυτιλιακό φόρουμ είναι το πρώτο μιας σειράς που διοργανώνει η «Ν» και θα ακολουθήσουν και άλλα για άλλους κλάδους της οικονομίας. Την ανάγκη συνέχισης των διαρθρωτικών μεταρρυθμίσεων υπογράμμισε ο πρώην υπουργός Οικονομικών, Γκίκας Χαρδούβελης,

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NAFS MARCH 2015

οικονομία. Η διεθνής ναυτιλία, συμπλήρωσε ο κος Βενιάμης, θα εξακολουθήσει να υπάρχει και στο μέλλον, όσες κρίσεις και αν αντιμετωπίσει. Το κρίσιμο ερώτημα όμως είναι ποιος θα την διαχειρίζεται και από πού, υπογραμμίζοντας την ανάγκη η ελληνική και η ευρωπαϊκή ναυτιλία να παραμείνουν ανταγωνιστικές. Ο πρόεδρος της ΕΕΕ, επισήμανε ότι η ελληνόκτητος ναυτιλία είναι στην Ελλάδα και θέλει να παραμείνει στην Ελλάδα, είναι υπεράνω κομμάτων. Προσφέρει στην ελληνική οικονομία, και είναι διατεθειμένη περισσότερο υπό μια αδιαπραγμάτευτη προϋπόθεση, το σεβασμό από όλους του υφιστάμενου θεσμικού πλαισίου λειτουργίας , το οποίο της επιτρέπει να παραμένει ανταγωνιστική σε παγκόσμιο επίπεδο. Ο πρόεδρος της European Community Shipowners’ Associations (ECSA)Thomas Rehder, τόνισε για την ευρωπαϊκή ναυτιλία ότι η Ευρώπη είναι το σπίτι της αλλά το 95% της δραστηριοποίησης της γίνεται εκτός Ευρώπης και είναι επιτακτική ανάγκη να παραμείνει ανταγωνιστική.

στην οικονομία και κοινωνία - Αποτιμώντας το παρελθόν, σκιαγραφώντας το μέλλον» ο κ. Λεωνίδας Δημητριάδης-Ευγενίδης, Πρόεδρος & Διευθύνων Σύμβουλος, Όμιλος Επιχειρήσεων Ευγενίδη, Πρόεδρος, Ίδρυμα Ευγενίδου, υπογράμμισε μεταξύ άλλων ότι η ελληνική ναυτιλία διαχρονικά στήριξε την οικονομία σε όλους τους παραγωγικούς τομείς, ξεπερνώντας όλα τα εμπόδια που συναντά ο κάθε επιχειρηματίας, που θέλει να επενδύσει στην Ελλάδα. Η Ελλάδα είναι η πατρίδα και όταν ακόμα πέφτουμε οφείλουμε να σηκωνόμαστε όσο μπορούμε, είπε χαρακτηριστικά ο κος Ευγενίδης, πρόεδρος Ιδρύματος Ευγενίδου. Στο ίδιο πάνελ ο κος Πάνος Λασκαρίδης , διευθύνων σύμβουλος Laskaridis Shipping Co. Ltd αναφέρθηκε στις προσπάθειες της ελληνικής ναυτιλίας να ενισχύσει την οικονομική δραστηριότητα μέσα από διάφορους τομείς, όπως είναι η συμβολή της στο ΑΕΠ (8% περίπου το 2014), η βελτίωση του ισοζυγίου τρεχουσών συναλλαγών, η απασχόληση, το κοινωνικό έργο και οι επενδύσεις στην στεριά.

Market News Διευκρίνισε ιδιαίτερα, ότι το ναυτιλιακό συνάλλαγμα που εισάγεται στην χώρα είναι υψηλής ποιότητας και ξεκαθάρισε ότι το μέρος αυτού που επανεξάγεται σ το εξωτερικό δεν κατευθύνεται σε καταθέσεις στην Ελβετία όπως πιστεύουν μερικοί, αλλά σε επενδύσεις σε πλοία, προκειμένου η ελληνόκτητος ποντοπόρος ναυτιλία να παραμείνει 1η διεθνώς. Από την πλευρά του ο ιδρυτής του Tsakos Group, Καπετάν Παναγιώτης Τσάκος, επεσήμανε ότι οι Έλληνες εφοπλιστές θέλουν να αυξήσουν τον αριθμό των ελλήνων που απασχολούν στα πλοία τους, αλλά χρειάζεται να υπάρξουν αλλαγές στο θεσμικό πλαίσιο. Γιατί να δίνουμε χιλιάδες δολάρια το μήνα σε ξένους ναυτικούς και να μην τα δίνουμε στους Έλληνες, αναρωτήθηκε. Παράλληλα, κάλεσε την πολιτεία να στρέψει το ενδιαφέρον της στην ενίσχυση της ανταγωνιστικότητας της ελληνικής ναυπηγοεπισκευαστικής βιομηχανίας πριν χαθεί η υψηλή της τεχνογνωσία. Ο κ. Χαράλαμπος Σημαντώνης, Πρόεδρος της Ένωσης Εφοπλιστών Ναυτιλίας Μικρών Αποστάσεων (ΕΕΝΜΑ), ο οποίος επισήμανε πως ο κλάδος μας είχε και έχει καθοριστική σημασία τόσο για την Ευρώπη, όσο και για την Ελλάδα , δεδομένου ότι είναι άρρηκτα συνδεδεμένος με την εθνική μας οικονομία υπό την έννοια, ότι μεταφέρει κατ’ αποκλειστικότητα τα εθνικά μας φορτία, εσωτερικά και εξαγωγικά, ενώ ταυτόχρονα αποτελεί τον συνδετικό κρίκο του Ελληνισμού στην ευρύτερη περιοχή της Μεσογείου και της Νότιας Ευρώπης. Συμμετέχοντας στο πάνελ με θέμα «Χρηματοδότηση: Από τους εμποροτραπεζίτες αδελφούς Ράλλη στην τραπεζική δανειοδότηση και από τη Wall Street στα private equity funds», ο Επικεφαλής Οικονομολόγος, του Ομίλου Eurobank, Πλάτων Μονοκρούσος, αναφερόμενος στην ναυτιλία τόνισε ότι είναι ένας τομέας υψηλής

1ο Ναυτιλιακό Forum ΝΑΥΤΕΜΠΟΡΙΚΗΣ τεχνολογίας με ετήσια συνεισφορά περίπου στα 7% του ΑΕΠ. Υπογράμμισε επίσης ότι οι προοπτικές του κλάδου προδιαγράφονται θετικές εφόσον συνεχιστεί η τάση παγκοσμιοποίησης της οικονομίας. Επίσης, ο αντιπρόεδρος του Nasdaq, Meyer “Sandy” Frucher τόνισε ότι ο Nasdaq πιστεύει στην Ελλάδα και τη ναυτιλία. Ο κ. Ted Πετρόπουλος επικεφαλής της Petrofin Research , όσον αφορά στην χρηματοδότηση της ναυτιλίας, σημείωσε ότι τα τελευταία χρόνια έχουν συμβεί ανακατατάξεις στη τραπεζική χρηματοδότηση της ναυτιλίας. Όπως είπε έχει μειωθεί η δυναμική των 40 πρώτων εταιρειών του κλάδου, αφού από τα 436 δις. που έφτανε το χαρτοφυλάκιό τους το 2009 έπεσε στα 391 δις δολάρια το 2014. Τόνισε ακόμα, ότι το μερίδιο των ευρωπαϊκών τραπεζών, που κατέχουν τη μερίδα του λέοντος σήμερα, συρρικνώνεται διαρκώς ενώ παράλληλα ανεβαίνουν οι τράπεζες από την Άπω Ανατολή. Ο γενικός διευθυντής τραπεζικής επιχειρήσεων και επενδυτικής τραπεζικής του ομίλου Eurobank, Κωνσταντίνος Βασιλείου, υπογράμμισε ότι

κατά την εκτίμησή του οι ελληνικές τράπεζες θα στηρίξουν την ελληνική ναυτιλία.

O πρόεδρος και διευθύνων σύμβουλος της Danaos , δρ Ιωάννης Κούστας, είπε πως κατά την άποψή του οι ελληνικές τράπεζες για να συνεχίσουν να χρηματοδοτούν την ελληνική ναυτιλία θα χρειαστεί να ξεπεράσουν κάποια δικά τους προβλήματα όπως είναι το κόστος χρηματοδότησης. Ο Χάρης Βαφειάς πρόεδρος και διευθύνων σύμβουλος της Stealth Gas, υπογράμμισε ότι το αυξημένο κόστος δανεισμού για τις εισηγμένες εταιρείες είναι απαγορευτικό, αλλά προσέθεσε ότι με τις μικρές και μεσαίες ελληνικές ναυτιλιακές που δεν είναι εισηγμένες έχουν ξεκινήσει οι τράπεζες να κλείνουν δουλειές. Όσον αφορά τη σχέση των private equity με τις ναυτιλιακές εταιρείες ο πρόεδρος της Star Bulk, Σπύρος Καπράλος, υπογράμμισε ότι η εμπειρία της εταιρείας είναι πολύ θετική, και σημείωσε ότι πρόσφατα ανταποκρίθηκαν θερμά στην αύξηση μετοχικού κεφαλαίου ύψους 250 εκατ. Δολαρίων που έκανε η Star Bulk. Τέλος ο Senior Vice President Global Corporate Client Group Listings and Capital market NASDAQ OMX, Adam Kostyal, επεσήμανε ότι οι χρηματιστηριακές αγορές των ΗΠΑ παρουσιάζουν ιδιαίτερη δυναμική παρά τη κρίση της παγκόσμιας οικονομίας, και προσέθεσε ότι το 2014 έγιναν 300 νέα IPO εκ των οποίων το 25% ήταν από το εξωτερικό. Στην τρίτη ενότητα του συνεδρίου όπου με τίτλο H Ελλάδα διεθνές ναυτιλιακό κέντρο και ο ρόλος των υποστηρικτικών προς τη ναυτιλία υπηρεσιών , ο Γιώργος Ανωμερίτης, Πρόεδρος & Διευθύνων Σύμβουλος, ΟΛΠ Α.Ε., αναφέρθηκε στις στρατηγικές που πρέπει να υιοθετηθούν στο πλαίσιο μιας νέας αναπτυξιακής λιμενικής πολιτικής. Ο Δρ. Ιωάννης Μερτζάνης, Εκτελεστικός Αντιπρόεδρος Δ.Σ., Space Hellas , μίλησε για τις καινοτόμες τεχνολογικές λύσεις που εξυπηρετούν σήμερα τη ναυτιλία , ανακοίνωσε ότι ξεκίνησε συνεργασία σε αυτόν τον τομέα με την Microsoft και υπογράμμισε ότι η Space Ηellas μπορεί να δώσει συνολικές λύσεις με ελεγχόμενο κόστος ανάλογα τη χρήση. Η Δωροθέα Ιωάννου, Διευθύνουσα Σύμβουλος, SCB Hellas και εκπρόσωπος του Τhe American Club, μίλησε για τα P&I και τους άρρηκτους δεσμούς του με την Ελλάδα και υπογράμμισε ότι από τα 14 P&I clubs μέλη του ΙG τα 10 έχουν γραφεία στην Ελλάδα και από το 75% του προσωπικού τους είναι Έλληνες. Τα P&I clubs είναι διατεθειμένα να επενδύουν στην Ελλάδα και στο μέλλον του κλάδου, δείγμα της πολυεπίπεδης εμπιστοσύνης που έχουν στην ελληνική ναυτιλία. Ο Ηλίας Τσακίρης, CEO, Hellenic Hull Management (HMA) Limited, αναφέρθηκε στο μέλλον της ναυτιλίας και της ναυταλιστικής αγοράς. Η Ελένη Πολυχρονοπούλου, Πρόεδρος, HEMEXPO, μίλησε για την ελληνική βιομηχανία ναυτιλιακού εξοπλισμού, την υφιστάμενη κατάσταση και τοις μελλοντικές προοπτικές. Χαρακτηριστικά ανέφερε ότι στόχος μας είναι να διεκδικήσουμε ένα αξιόλογο μερίδιο από την παγκόσμια αγορά ναυτιλιακού εξοπλισμού. Η Αθηνά Βεζύρη, Πρόεδρος & Διευθύνουσα Σύμβουλος της SRH Marine Greece, Director, Comité International Radio-Maritime (CIRM) μίλησε για τις δορυφορικές και τις άλλες τεχνολογίες επικοινωνιών στις επόμενες δεκαετίες και την

επίδρασή τους στην Ναυτιλία. Ο Γιώργος Σταθάκης, νυν υπουργός Οικονομίας, Υποδομών, Ναυτιλίας και Τουρισμού και Καθηγητής Οικονομικών στην ερώτηση που του έγινε αν θα αλλάξει κάτι στο θεσμικό πλαίσιο της ναυτιλίας, απάντησε ότι δεν θα υπάρξουν αιφνιδιασμοί. Ο Martin Stopford, President, Clarkson Research μίλησε για το Διεθνές εμπόριο και μελλοντικές τάσεις στη ναυτιλία, υπογραμμίζοντας ότι ιη παγκόσμια ναυτιλία από το 1941 μέχρι σήμερα πέρασε 23 κύκλους. Σημείωσε ότι η τάση όλα αυτά χρόνια είναι οι ναύλοι να κινούνται πτωτικά (σε αποπληθωρισμένες τιμές) και σήμερα βρίσκονται λίγο πάνω από τα ιστορικά χαμηλά. Τόνισε ότι το μέλλον ανήκει στο smart shipping και στην τεχνολογία. Ο Αντώνης Αργυρόπουλος, διευθύνων σύμβουλος, Seaborne Capital Adviors Ltd., είπε ότι οι κεφαλαιαγορές, προσφέρουν χρηματοδοτικές λύσεις για τις ναυτιλιακές εταιρίες παρά τις πρόσκαιρες δυσκολίες. Ο Ίων Γ. Βαρουξάκης, Πρόεδρος Δ.Σ. και Διευθύνων Σύμβουλος, FreeSeas Inc., ανέφερε ότι η πορεία της παγκόσμιας οικονομίας επηρεάζει αναμφισβήτητα την πορεία των ναυλαγορών και επεσήμανε χαρακτηριστικά ότι η Κίνα εφέτος θα έχει τον χαμηλότερο ρυθμό ανάπτυξης εδώ και 24 χρόνια , γεγονός που μένει να δούμε πως θα επηρεάσει την ναυτιλία. Ο Γιάννης Δράγνης, Chief Executive Officer, Goldenport Group, εστίασε την παρέμβαση στην σχέση προσφοράς και ζήτησης χωρητικότητας και είπε ότι ενώ σε ορισμένα τμήματα της αγοράς, είχαμε αύξηση της ζήτησης σε διψήφια ποσοστά , εν τούτοις αυτά δεν αποτυπώθηκαν στους δείκτες της ναυλαγοράς ξηρού φορτίου, αφήνοντας να εννοηθεί ότι και η προσφορά χωρητικότητας παίζει το ρόλο της. Ο Γιάννης Κοτζιάς, Διευθυντής Πωλήσεων, Intermodal Shipbrokers, Πρόεδρος, Ένωση Ναυλομεσιτών αναφέρθηκε στο ρόλο των νέων οικονομικών δυνάμεων που εισέρχονται στην ναυτιλία, όπως πχ οι BRICS και χώρες της Αφρικής, υπογραμμίζοντας ότι επιδρούν τόσο στην προσφορά όσο και στην ζήτηση προϊόντων με ανάλογα οφέλη για τους μεταφορείς, δηλαδή την ναυτιλία. Ο Μιχάλης Μποδούρογλου, Πρόεδρος & CEO, Paragon Shipping Inc. & Box Ships Inc., επικεντρώθηκε στο πως επιδρά η πτώση της τιμής των τιμών του πετρελαίου στην ναυτιλία, σημειώνοντας ότι η εξέλιξη αυτή σημαίνει μείωση του κόστους παραγωγής άρα αύξηση της ζήτησης και του εμπορίου επομένως, όπως επίσης και μείωση του κόστους λειτουργίας του πλοίου.

To 1ο Ναυτιλιακό Φόρουμ διοργανώθηκε από την εφημερίδα ΝΑΥΤΕΜΠΟΡΙΚΗ με μεγάλη επιτυχία. Το συνέδριο πραγματοποιήθηκε υπό την αιγίδα του European Community Shipowners’ Association (ECSA) και του Ναυτικού Επιμελητηρίου της Ελλάδος, με μέγα χορηγό την τράπεζα Eurobank. Το συνέδριο στήριξαν επίσης με χορηγία τους οι Hellenic Hull Management Ltd., Olympic Shipping & Management S.A., Space Hellas, The American Club, Manifest , ΟΛΠ Α.Ε., OTESAT-MARITEL, LEXUS. , ενώ το υποστήριξαν με την συμμετοχή τους οι εταιρίες Chiotellis & Co / Advocates – Consultants , IRI Hellas, Perimenis Electrical Services, Bureau Veritas, Face to Face Consultants, Elnavi, Εφοπλιστής , ΝΑΥΣ, Ναυτικά Χρονικά, Safety4Sea και Theseanation.gr .

MARCH 2015 NAFS

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Market News

Survitec: Liferaft exchange hire programme delivers tomorrow’s technology today

T

he concept of the ‘intelligent liferaft’ is gaining traction in the shipping industry as vessel owners and operators continue to explore new ways to reduce annual servicing costs, control budgets and increase operational efficiency. The extended service liferafts offered by Survitec Group, as part of its Global Hire exchange programme, offer a glimpse into what the future holds.

Survitec’s latest RFD Extended Service Liferaft (ESR) takes liferaft design to a new level. The product features intelligent sensors that can feed information to an external monitoring device. This allows the raft’s condition to be checked while in service by a ship’s crew. This requires minimal skills and takes less than five minutes per liferaft.

Malcolm Barratt, Survitec’s Global Hire Sales Manager, believes that one day all liferafts will be manufactured in this way. “There is growing interest in how we can monitor the condition of all different types of equipment on board a ship, not just liferafts. This makes sense. Why not be able to carry out important condition checks as often as you like?

“In tomorrow’s world the idea that you need to wait for a liferaft to be serviced, before you find out there is a potential problem, will seem ridiculous. What is exciting is that these liferafts are actually available right now as part of our Global Hire offering.”

The challenge for any manufacturer of life saving appliances is to slow down the ageing process of a product by preventing the degradation caused by moisture, salt, aggressive marine exhaust gases and oxygen.

The first logical step in this process is to handle the product less during its life cycle and manufacture something with an extended service interval.

But to do this, two issues are critical. Firstly, the product has to be protected better while it is in service. Secondly, one must be able to check up on the condition of the liferaft between these longer service intervals without compromising this in-built protection.

The International Maritime Organisation (IMO) guidelines (IMO MSC.1/ Circ.1328) clearly state that for a liferaft to be given extended service status, it must be possible to evaluate the humidity around the liferaft behind its sealed protective barrier. One must also be able to detect possible leakages of inflation gas from the gas cylinder. A qualified person, who has been trained and certified by the liferaft manufacturer, must carry out these checks using accurate tools and measuring equipment.

To provide the necessary protection, a Survitec ESR is placed in a hermetically sealed environment that positively reduces the ageing effect of the atmosphere on a liferaft’s structure and materials. The sealed packaging inside a Survitec ESR features a three-layer foil barrier.

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NAFS MARCH 2015

A top layer of polyester film provides the packaging with mechanical strength across a range of temperatures. A middle layer of aluminium foil performs the crucial function of providing a barrier against water vapour transmission and aggressive gases. Finally a third layer of polythene helps to heat seal the foil barrier. The result is a barrier that has a water vapour transmission rate of under 0.05g/m2/24hr and is resistant to physical handling, sulphates and chlorides, UV light, grease, oil, acids and alkalis.

The whole packaging system complies with British Standard BS1133, which specifies the materials to be used for hermetic sealing, the quantity and type of desiccant to use and the Relative Humidity (RH) to be achieved. For an extended service liferaft the requirement is to keep RH inside the sealed package below 65%.

To satisfy the IMO regulations on the inspection of extended service liferafts, electronic sensors are used inside the liferaft canister. Survitec’s ESR features an integrated CO2 and RH sensor to evaluate the humidity behind its sealed protective barrier and detect possible leakages of inflation gas from the gas cylinder.

An external USB port mounted into the canister feeds this information to a monitoring device via a standard USB cable.

Survitec supplies a very easy-to-use handheld device free of charge that features an integral cable and single on/off button. It signals a clear pass (green light) or fail (red light) result for each sensor. For a small additional charge the company can supply an APEX approved device.

As part of its service package, Survitec also provides training and certification for the ship’s crew that covers all aspects of how to perform a complete on-board liferaft check. Extended service liferafts must be inspected at least annually while the liferaft remains in its stowage position.

Concluded Malcolm: “The manufacture of intelligent liferafts that comply with the current IMO regulations is only possible thanks to advances in sensor technology and liferaft design. One day we expect all liferafts will be equipped with some sort of integrated condition monitoring facility, even those that are required to be serviced annually. In the meantime, our Global Hire customers are benefiting from this technology because they are using liferafts that only require servicing once every 30 months.”

Combining exchange hire with extended liferaft servicing allows all types of vessels, from container ships and tankers through to bulk carriers, to benefit from reduced costs, increased flexibility and improved operational efficiencies. Now in its tenth year of operation, Survitec’s Global Hire programme currently has 7000 hire liferafts in operation of which over 3,500 are extended service liferafts on exchange hire contracts.

SURVITEC GROUP GLOBAL EXCHANGE HIRE OF EXTENDED SERVICE LIFERAFTS

Exchange

Flexibility

------------------------------------------------------------

------------------------------------------------------------

At 2.5 years (30 month) intervals, exchange liferafts will be waiting for your vessel to arrive at port...

Begin with only with one vessel and add more as and when existing liferafts are due for a service...

Reduced Administration

Reduced Total Cost of Ownership

------------------------------------------------------------

------------------------------------------------------------

Our dedicated Global Hire team will take care of servicing schedules - you only need to tell us where your ship will be...

No capital investment, no depreciation of assets, just the guarantee of a fully serviced, high quality product on board...

For further information please contact your local expert, Malcolm Barratt.

Tel: +30 698 004 2468 / Email: Malcolm.Barratt@survitecgroup.com Web: www.survitecgroup.com

ABB Turbocharging Text Marco Burgwal, Photography Michael Reinhard, Viking Line

A turbo boost for LNG Demand for liquefied natural gas (LNG) is on the increase – in the power generation industry as well as, more recently, the marine sector. ABB Turbocharging is strongly committed to continuously developing technologies and maintenance solutions that support this market.

Natural gas, cooled to –162°C and, liquefied, is arguably the most discussed fossil fuel today, and it is likely to remain so in the coming years. Industry in general continues to favor it as an environmentally attractive alternative to other hydrocarbon fuels. In fact, ABB Turbocharging has delivered over

Marco Burgwal graduated in 1995 in

Naval Architecture and Marine Engineering in Haarlem, The Netherlands. He worked as a technical superintendent at a Dutch shipping company before joining ABB Turbocharging in2002. After a 6 year spell in Japan, which included heading the West Japan turbocharger service business, he returned in 2008 to join the global medium-speed sales and application engineering department, which he has headed since 2011.

1,700 TPL and TPS turbo­chargers on over 1,100 engines powered with LNG so far.

Natural gas is the preferred choice for electric power generation and industrial sectors because of its low greenhouse emissions – a result of its lower carbon intensity in comparison with coal and oil. And for new power generation plants it is especially attractive because of the relatively low capital investment needed. Also, abundant natural gas resources and stable production contribute to the strong competitive position of natural gas among all the available energy sources.

This trend is clearly visible in the medium and large bore power generation market, where the volume of newly produced diesel fueled engines has dropped significantly since the introduction of the new spark ignited lean burn gas engines and multi-fuel engines.

ABB Turbocharging

Another clear trend in the global energy market, and especially in electricity generation, is the need

actively supports the

ments can no longer be met by traditional “inflexible” gas turbines, and it is here that the highly

gas and dual-fuel engine development trends

for high flexibility, reliability and fuel efficiency to be available over a wide load range. These requireefficient gas engines have a key advantage.

A multiple engine setup easily outperforms the traditional gas turbines by enabling an existing power system to operate at maximum efficiency. It does this by effectively absorbing system load variations,

through the introduction

allowing a significant saving at the system level, and therefore for consumers. A 2012 study of the

of high pressure, high

gas engines, instead of traditional, high-start-cost, inflexible gas turbines, enables up to twelve per-

efficiency two-stage turbo­charging Power2®

California power system by the energy consultancy DNV KEMA showed that adding highly efficient cent of the annual system costs to be saved.

Environmentally relevant

This increasing importance of natural gas is not only evident in the power generation industry;

and Valve Control

the marine sector, too, has taken note of its environmentally and commercially attractive benefits

Management (VCM®).

85% and SOx and particulates are practically non-existent compared with traditional diesel engines.

compared with other fossil fuel solutions. With natural gas as fuel, NOx emissions are reduced by The key commercial benefit is that no additional expensive aftertreatment systems are required to meet the new regulations coming into force. Looking at the total cost of ownership, natural gas is potentially a more attractive solution for meeting new emission regulations than any kind of diesel configuration.

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NAFS MARCH 2015

ABB Turbocharging

While dual-fuel engines are already widely used in the LNG carrier market, pure spark ignited gas engines still tend to be rare in the marine sector.

Although operators of ferries, cruise vessels, offshore support vessels and others are showing a growing interest in this technology, the LNG boom in the marine sector for non-LNG carriers is progressing more slowly than was anticipated. This is mainly due to the IMO Marine Environment Protection Committee’s decision to enforce new regulations for ships’ NOx emissions in 2016 for already designated NOx Emission Control Areas (NECA) only.

Another reason is the lack of a global LNG infrastructure, which is currently limited to specific regions.

Increased engine output

ABB Turbocharging actively supports the gas and dual-fuel engine development trends through the introduction of technologies that include high pressure, high efficiency two-stage turbocharging (Power2) as well as Valve Control Management (VCM). These technologies offer the possibility of in­creasing engine output and operational flexibility, enable fixed pitch propeller (FPP) operation and allow an increase in engine efficiency.

ABB turbochargers are used right across the medium-speed gas and dual-fuel engine market, and cover a broad range of marine and power plant appli-cations. ABB Turbocharging also has well-established maintenance management agreement packages, such as the Operation Performance Package (OPAC), that fully support these markets. OPAC enables customers to maintain highest plant efficiency, flexibility and uptime, through monitoring, planning and completion of turbocharger maintenance at a fixed price per running hour – a key factor in today’s market environment.

1,700 TPL and TPS turbochargers run on over 1,100 engines powered with LNG MARCH 2015 NAFS

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ABB Turbocharging - Tips for the operator Text Holger Markow, Photography Michael Reinhard

Slow steaming – a proven strategy Turbocharger cut out is a popular choice for slow steaming solutions.

With bunker costs increasing, “slow steaming” has become a universally accepted means of significantly reducing fuel consumption and is used by major shipping companies around the world.

Holger Markow is an environmental and process engineer with a postgraduate degree in economy engineering. He joined ABB Turbocharging in 1996. Today Markow is Senior Manager Technical Service, responsible for claims management, breakdown investigation and technical support for end users, operators and Service Stations.

Over the past five years ABB has been successfully involved in hundreds of slow steaming projects, either with a fix or flexible cut out solution.

All major international container lines are nowadays operating their vessels in so-called “slow steaming” or even “super slow steaming” mode at engine loads down to 10% MCR (Maximum Continuous Rating).

Slow steaming reduces specific fuel consumption, lowers carbon emissions and considerably improves companies’ environmental balance sheets into the bargain.

The one big advantage of slow steaming is that it provides shipowners with a flexible solution to the problem of how best to save on fuel oil. Many of ABB Turbocharging’s customers need and wish to have the possibility to run on full load, yet also be able to save on fuel oil when the possibility of slowing down arises.

Part-load and low-load operations

To meet this growing demand for running large vessels on varying loads, all major two-stroke engine builders have developed customized slow steaming solutions that improve the main engine performance during part-load or low-load operation.

A popular technical solution is turbocharger cut out. This practice has widely recognized benefits and is in use on large container vessels operating across the globe.

When one turbocharger is cut out, the remaining turbochargers benefit from the higher exhaust gas energy they receive. This causes the scavenge air pressure to increase and provide higher cylinder compression and maximum combustion pressure. The outcome is lower fuel oil consumption and a good overall engine condition.

Cleaning regime and slow steaming

Over the past five years ABB has been successfully involved in hundreds of slow steaming projects, either with a fix or flexible cut out solution.

When operating vessels in slow steaming mode, customers generally need to take a special look at their cleaning regime. Typical negative results of continuous low load operation are ineffective, incomplete combustion and chemically altered combustion products. Increased fouling of the exhaust system and turbocharger components can occur.

Normally, dry and wet cleaning performed on the turbine side removes soot and other accumulated deposits me­chanically through the use of marine grit or water droplets, which impact on the hot surface.

However, at lower loads this mechanical impact is reduced, making the cleaning measure less effective.

Where slow steaming is used continuously over longer periods of time, cleaning regimes may need to be adjusted as follows to achieve adequate cleaning results: 1. During cleaning, make sure that the engine load is at 25% or higher.

2. Dry clean more frequently (e.g. every 24 hours).

3. Regularly check the effectiveness of the cleaning by carrying out intermediate inspections on the relevant gas ducts.

Please consult ABB Turbocharging for any individual support you may require regarding slow steaming.

Two ways to achieve a turbocharger cut out:

Cut out information reminder

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NAFS MARCH 2015

1. In the so-called “fix or permanent cut out”, the rotating and bearing parts are completely removed and stored, and the gas, air and oil ports are closed with blanking plates.

2. With the “flexible cut out”, no parts are removed from the turbocharger but controlled cut out valves are installed in the exhaust gas inlet and air outlet. The turbocharger can be engaged whenever needed. As oil is still supplied to the turbocharger, the provision of external sealing air to the turbocharger is mandatory for an oil- and gastight sealing, plus modifications to the turbocharger are required.

Article Text Apostolos Sigouras, CEO NAFSOLP

Scrubber vs. LNG: What’s the choice?

“Make me prophet to make you a profit” my grandma used to say. In Greek of course («κάνε με προφήτη να σε κάνω πλούσιο»). And she was right. Especially in cases like ours.

Lots have been said lately about which is the right age (and type and condition and ECA zone sailing time and etc.) for a ship to (partially) switch to LNG, or continue with MGO, or install a Scrubber system. Also, what about the oil prices. Are they going to continue to drop? How much? Are they going to recover? When? What about the global crisis? Is it really over? Are there any other alternative sailing routes? Or transportation routes? Are there any new regulations coming? When? What about the environment? Etc. Etc. Etc. You see, this is really a headache. Too many freedom variables. Chaos theory in its full implementation. “OK” may someone say “And what shall I do?” The answer unfortunately relies in the first phrase of this article.

To my point of view though, we must focus in the global picture. Diversification and variety of choices create a healthy market and healthy competition. It is a rule of nature; many species must survive and adjust to the new environment.

Meaning that we need all alternative solutions on the table. Some will make the wrong choices and extinct; some will make the right choices and move forward. But the choices have to be there and be many and different. After all, oligopolistic competition is one of the most successful economic models of the past.

To my point of view though, we must focus in the global picture. Diversification and variety of choices create a healthy market and healthy competition. It is a rule of nature; many species must survive and adjust to the new environment. Meaning that we need all alternative solutions on the table. Some will make the wrong choices and extinct; some will make the right choices and move forward. But the choices have to be there and be many and different. After all, oligopolistic competition is one of the most successful economic models of the past.

Being more practical and proactive, despite the issues we face here in Greece in general, we have tried to interpret the signs of the time in a more realistic way, by creating ECOMASYN. As said before, the idea is simple. Based on the IMO regulations, a lot of changes are about to happen in the shipping business, all related to a cleaner environment. Ships have to adjust in the new era requirements, that is, lower COx, SOx, NOx emissions, cleaner Ballast Water, more energy efficient transportations. Also, the oil prices fluctuation create an unstable energy/economic environment.

ECOMASYN (Hellenic Eco Marine Synergy) is a Non-Governmental Organization, aims to deal with all these issues that are going to be “hot” in the years to come. Our members, more than 20 for the time, are Design Offices, Contractors, Suppliers, Classification Societies (as supportive members), Consultants, etc. covering a wide range of activities related to the fields described above, all wellknown companies in the Marine business. We plan to expand really soon in other areas of interest, focusing always in LNG and Alternative Fuels, Energy efficiency, Scrubbers/Emission abatement and Ballast Water Treatment, from the Ship Repairing point of view.

In order to materialize this objective, the Cooperation hopes not only to the interconnection of its network members (professionals, companies and institutions), but also to provide advisory and organizational assistance, education and training for their development, improve the business value and upgrade the quality of their services.

Focus is given in the following areas: • Provide integrated solutions to Shipping Companies based in Greece • Provide integrated solutions to Shipping Companies abroad and attract them to the Greek Market • Participation in international, European Union or National Development programs and projects in partnership with other stakeholders ECOMASYN also aims not only to get together companies, suppliers, service providers, institutional organizations, universities, professional associations, etc. but also to help improve the extroversion of Greek Shiprepair and the Greek Shipbuilding Industry in general.

In Greece we have been always good in finding alternatives. That’s what we are also trying to do now. Our vision is to actively contribute in the next 3-5 years to the creation of a world known Green Marine Center in Greece, which will provide the “green” added value to its clients. The strategy to be followed is the «one stop shop» concept, where the customer will have the opportunity to find all services (research, development, advisory, education, certification, etc.) provided together in one place, selecting from a variety of service providers and products, which will meet the required quality/ cost/time criteria. And we need our future clients to see our efforts in a positive way.

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NAFS MARCH 2015

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

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Article Text Panos Yannoulis, President Oceanking

LNG or Scrubbers?

Annex VI of IMO MARPOL Convention on sulphur content (0.1%max.) in marine fuels entered into force on 1st January 2015, as far as Sulphur Emission Control Areas (SECAs) are concerned.

Furthermore, on 1st January 2020, there will be a further limit (0.5%) outside SECAs (global cap).

The latter is going to be further investigated (as far as compliant fuel availability is concerned) before 2018 but, although initially it seemed that most probably it would be postponed for 2025, recently, many important stakeholders in the shipping industry (i.e. the International Chamber of Shipping- ICS) think “the global sulphur cap is very likely to be implemented in 2020, almost regardless of the effect that any lack of availability of compliant fuel may have on the cost of moving world trade by sea”. In this connection, it is worth to be mentioned that the EU has already decided that the global sulphur cap will apply to international shipping within 2020 off the coasts of EU Member States, regardless of any decision

by IMO to postpone it eventually.

The same IMO Convention allows for alternative technologies to be adopted on board ships in order to meet the maximum allowable sulphur emissions in ships exhaust gasses.

The simple implementation itself, by using compliant (low sulphur) fuels, presents the advantage of low(er) CAPEX (capital expenses) but many important drawbacks as well, both technical: low viscosity, lubricity, instability etc. and operational: fuel change over complication/ problems (loss of power-LOP), availability in the market, cost (250÷300 US Dollars/mt. premium on residual HFO), operating cost (excessive wear on existing marine engines), need for certified quality/composition at delivery (bunker delivery notes-BDN), etc.

The most mature alternative technologies are: a. Use of desulphurizing systems (scrubbers), continuing to burn traditional residual HFO. b. Use of LNG as fuel, installing a suitable LNG fuel system on board.

Ship owners and operators face very difficult challenges but also potential opportunities for

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NAFS MARCH 2015

making the “right” choice among available options: - How much do I have to pay?

- What are the risks for long term decisions on technologies which are not 100% mature yet?

- Have I chosen the right technology?

- Can I create a competitive advantage?

- How can I compromise conflicting issues, i.e. meting environmental regulations and, at the same time, maintaining profitability of my operations?

LNG as a marine fuel made significant progress in the last few years, in both Europe and North America and next years look set to bring further acceptance by the shipping industry.

The main drivers, which represent also opportunities for the ship operators, are: - Environmental compliance - Economic benefits - Diversification of energy sourcing However, challenges remain in the form of infrastructure, supply, regulations and risk management.

Analysts say further progress in the short term is therefore likely to focus on niche markets within SECAs, including ferries and short sea trade.

The prospect of deep sea global LNG powered trade, by contrast, is some way off.

Main barriers for the adoption of LNG as marine fuel, are: - Inadequate standards and regulations, i.e.: • Fragmented EU/ global regulations • Lack of harmonized equipment standards (i.e. standard connectors) • Lack of harmonized safety and security standards, including training, simultaneous bunkering operations, etc.

- Uncertain financial framework for LNG fuel,i.e.: • Unclear pricing scheme • LNG price volatile and hardly predictable • Risk of higher than expected costs/commercial risks • Taxation not fully defined yet - Absence of a realistic business model, i.e.: • CAPEX • LNG fuel pricing-spot market-contract duration • LNG standard quality - Bunkering availability, “chicken and egg” issue, which can be solved only through point-to-point initiatives between shipping lines, gas suppliers and other stakeholders.

I believe that scrubbers and MGO (low sulphur fuel) will prevail at short term.

When it comes to the choice between scrubber and LNG fuel, the following should be considered: 1. Fuel costs • Residual HFO price until recently was in the range of 600 $/mt. (15.5 $ mBTU). Presently, it

is approximately reduced by 50%, but it will go slightly up again.

• Premium for distillate (low sulphur) fuel cost is in the range of 250÷300 $/mt (5.7÷6.8 mBTU) • LNG fuel price (landed) can vary from 4 $/ mBTU (USA-Gulf) to 10 $ /mBTU (Japan).

2. CAPEX • Cost for a scrubber system cleaning both main engine(s) and auxiliaries exhaust gasses, including installation, may vary from 2 m$ for a 4-stroke 6MW machinery and open loop scrubber to 6 m$ for a 2-stroke 20 MW hybrid scrubber system.

• Cost for an LNG fuel system is almost double than a scrubber installation of the same capacity.

3. Stability/Loss of cargo capacity Both systems have to be evaluated from the stability point of view.

Furthermore, loss of deadweight capacity should be accounted for, considering additional weights.

As far as loss of cargo volume is concerned, it is pointed out that, while scrubber technology has dramatically reduced footprint, the volume required for LNG fuel tanks, especially in volume critical ships (containerships, Ro-Ros, etc.), still represents a big challenge, Even more so, considering that LNG fuelled ships, in most of the cases, maintain their ability to burn fuel oil, hence the corresponding fuel tanks remain onboard (dual fuel capability).

4. Operating Profile As already stated, meeting 0.1%sulphur content limit in ships fuel is required while vessels are operating within SECAs. Therefore, it is of the utmost importance to take into consideration the estimated percentage of vessel’s operating time in SECAs. In general, if time in SECAs is less than 25% of the operating time of a vessel, then it does not make sense to go for technologies requiring high CAPEX (scrubbers or LNG fuel).

Therefore, a careful study has to be carried out in order to reach the right choice.

For example, from case studies conducted recently, it is estimated that, for an MR tanker operating 30-35% in SECAs, with present HFO prices (300 $/mt) and LNG fuel price at an average 8$/ mBTU, the payback period will be approximately 7 years with scrubbers (3.3 m $) and 14 years with LNG fuel system on board (5.8 m $), while with LNG average fuel price at 12$/mBTU (2nd half 2014) there will be no ROI ever!

In a few words, although LNG fuel price is expected to decrease in the near future, present HFO prices make the scrubber option even more attractive.

In conclusion, in case a vessel has a remaining operating life of at least 10 years, then scrubbers represent the solution that makes most sense.

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Article

Alfa Laval: PureNOx

Water Treatment System for cleaning scrubber water in EGR process Application

High focus on emissions from ships is driving the more stringent regulations for reducing NOx emissions beyond current Tier II levels. Vessels with a keel-laid date on or after January 1, 2016 that travel in NOx Emission Control Areas (ECA) will require IMO Tier III certified engines.

However, there are ongoing discussions to consider more stringent NOx emission rules also for existing ships.

Alfa Laval is collaborating with MAN Diesel, the world’s largest manufacturer of diesel engines for large cargo vessels, to develop a scrubber Water Treatment System (WTS) for large two-stroke diesel engines. The solution is integrated in the Exhaust Gas Recirculation (EGR), a system which has the potential to be the NOx abatement frontrunner in terms of both technology and economic viability.

PureNOx Water Treatment System (WTS)

The PureNOx water treatment system is compact with a small footprint, it is simple to install and can be operated at very low engine loads.

PureNOx reduces maintenance costs for the EGR scrubber system and results in smaller waste vol- umes for onshore disposal.

The PureNOx WTS effectively secures: • Cleaning of the EGR scrubber water to protect the engine • Cleaning of the discharge water in compliance with IMO directives (MEPC 57/21 Annex 4) • Controlling required pH level in the process • Monitoring and logging of wash water in compliance with IMO directives

Benefits

Compared to other NOx emissions reduction systems, the EGR system offers these advantages: Compact footprint and simple installation The EGR system including Alfa Laval’s PureNOx WTS is designed as an integral part of the MAN two-stroke marine diesel engine.

Easy to operate and possible to operate at very low engine loads A fully automated EGR control system ensures quick and correct response to engine load variations. Only a small amount of additives in form of NaOH is required, depending on the sulphur content in the fuel.

Lower maintenance costs of EGR scrubber system Using the EGR with its integrated Alfa Laval

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NAFS MARCH 2015

The Alfa Laval PureNOx Water Treatment System (WTS) effectively cleans the EGR scrubber water, protecting the engine and cleaning the discharge water in compliance with IMO directives (MEPC 57/21 Annex 4).

PureNOx system is a reliable technique that effectively removes soot and thereby protects the engine.

Significantly reduced waste volumes for onshore disposal PureNOx collects and discharges wash water solids as concentrated sludge into the sludge tank, while cleaning the scrubber water in compliance with IMO criteria for overboard discharge.

“The Alfa Laval PureNOx water treatment system is an important part of our EGR system to be able to meet the IMO criteria for Tier III NOx emission limits,” says Johan Kaltoft, Senior project manager for research and develop- ment at MAN Diesel & Turbo. “The close cooperation and solid development support we received from Alfa Laval contributed to optimising the design of our EGR system.”

PureNOx WTS installations

Several PureNOx installations are today in operation. A test version of the solution has been tested on a cargo vessel for two years and a more developed model has been tested on an engine at MAN test facility in Copenhagen with positive results, followed by a prototype installation installed in a Maersk Line C-class container vessel.

The 9th of October 2012 MAN Diesel & Turbo,

together with HHI-EMD, presented the Maersk Line C-class container vessel as a milestone in Tier III development – the first IMO Tier IIIcompliant diesel engine utilizing EGR equipped with Alfa Laval PureNOx WTS.

EGR – How it works

The EGR system includes a wet scrubber that is integrated into the engine, cooler and water mist catcher, blower, con- trol system and the Alfa Laval PureNOx WTS. The system re-circulates up to 40% of the exhaust gas into the charge air chamber, lowering the oxygen content in the cylinder and increasing the specific heat capacity. This reduces the com- bustion temperatures and suppresses the formation of NOx emissions. To prolong the service life of engine components, a wet scrubber circulates water to remove soot and sulphur oxides (SOx) from the re-circulated exhaust gas.

The Alfa Laval PureNOx high-speed separator system effectively cleans scrubber wash water, removing impurities that may interfere with the process yet fulfilling IMO water purity requirements to enable discharge into the sea.

Launch

PureNOx will be available on the market in due time prior the more stringent Tier III legislation comes into force.

2015 has arrived.

How will you cope with ECA legislation?

As of 1 January, MARPOL Annex VI demands that you change your operations in SOx Emission Control Areas (ECAs). But where other legislation dictates your onboard equipment, the new SOx regulations let you decide how to comply – and compete.

Whatever your choice, Alfa Laval is there to support you.

The MGO route If you’ve decided to work with distillate, you face potentially engine-stopping hazards when it comes to fuel viscosity and lubricity during fuel changeover. As your natural partner in fuel handling, we offer the Alfa Laval Automated Fuel Changeover System (ACS) – a safe and optimized changeover solution. Fully automatic and built with its own cooler, the ACS upgrades your existing booster system to provide the cooling needed when using low-viscosity MGO/MDO with diesel engines.

Contact us today for more information, or learn more at www.alfalaval.com/marine

The HFO route If you’ve decided to continue using HFO by installing a scrubber aboard your vessel, we have the proven solution in Alfa Laval PureSOx. Now in its second generation and even more flexible, PureSOx has been operating at sea for years, combining full reliability in meeting ECA limits with the competitive advantage of more economical fuel. Whether you choose an open-loop, closedloop or hybrid configuration, your fuel cost savings with PureSOx will be measurable – and substantial.

Contact us today for more information, or learn more at www.alfalaval.com/puresox

Interview Interview Stavros Hatzigrigoris , Managing Director MARAN GAS MARITIME

LNG will take the lead soon using LNG today unless they are engaged in

bunkering facilities and supply chains) could

special trades. Shipowners should consider

affect the choice of a shipowner to chose

LNG and prepare for it since most probably the

LNG as a new fuel for his vessels ?

situation will change faster than what we expect .

For ships trading worldwide, the use of liquid fuel

Yes, this has been discussed in an extensive

should always remain a possibility at least as a

way above. My firm belief is that the LNG

back up or as an emergency use fuel.

producing countries have a vested interest to develop an LNG bunkering infrastructure. This

Are there any Commercial risks involved in

could help them to enter, develop and dominate

choosing LNG as a ship fuel ?

downstream markets in which they are pretty weak today.

To build an LNG fuelled ship requires careful Should a shipowner choose LNG fuel , or is it better to keep operating using conventional fuels?

Think that if we exclude ships operating in the Baltic or trading in ECAS for more than 40% to 50 % of the time, this is a question that we will have to reply in the next five to seven years and not today. LNG is cheaper to produce, at this moment more expensive to distribute but overall has an economic advantage over the use of marine gas oil (MGO) or over the use of ultra low sulfur heavy fuel oil (ULSHFO). MGO and ULSHFO are the fuels that LNG is called to replace. A lot will

consideration. As explained above, today the

What is your aspect in the dilemma LNG vs

LNG bunkering infrastructure is not available and

Scrubber.

therefore there is no question about taking the risk to build a conventional ship using exclu-

Think that scrubbers have been a quick fix in

sively LNG as fuel. Shipowners thinking forward

order to comply with the requirement to lower

are discussing with Yards and make some

SOx emissions. They are big gas washing

preparations so that the propulsion and electric

machines, manufactured from corrosion resistant

power generation systems of their ships can be

material thirsty to consume power. They may

converted to utilize LNG as fuel in minimum time.

have an application for smaller vessels but the

However the investment required to make a

larger the size of the ship and her propulsion and

ship fully ready to use LNG as fuel is most of the

power generating system the more difficult it will

times (unless the LNG tanks are installed ) only

be to install and operate a scrubber. Scrubbers

a small fraction of the total investment required

increase the CO2 emissions. Pumping sulfur into

to do the full LNG fuel conversion.

port and coastal waters may result in problems that are difficult to predict today. As discussed

depend on what will be the marketing policy of the LNG fuel suppliers who today sell it at prices marginally lower than MGO in Scandinavia. Pricing of course depends also on the price at which they buy LNG. As we all know Europe is not one of the cheap LNG market places.

We have seen projects associated with ships trading in the USA ECA to develop very fast and offer huge advantages to the ship operators. The price of LNG in the US is pretty low and USA projects offer an investment pay back time of three to four years. Most probably we wil see more projects in the US sooner rather than later. At the end of the day, it is not all about cost as we calculate it today. The use of LNG as fuel results in 20 % less carbon emissions, zero SOX emissions, zero PM emissions; Diesel engines operating in the Otto cycle can meet the NOx Tier III limits without any modifications or additions to the exhaust system and at zero cost. The possible implementation of new ECAS or a carbon tax or a fuel levy may bring things forward a bit. The difficult question is how fast the LNG fuel supply and distribution chain will develop. To come back to the question that you have asked, conventional ships cannot operate

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NAFS MARCH 2015

above and always depending on the time that a How can a decision of a shipowner to use

vessel will spend within an ECA the most obvi-

LNG as fuel affects the commercial perfor-

ous solution will be to use MGO or ULSHFO.

mance of a ship ?

Scrubbers may be used for ships engaged in local trades involving a lot of trading within ECAS.

A more or less theoretical question for the vast

To my opinion they are not a long term solution.

majority of conventional ships trading worldwide.

LNG will take the lead soon.

As discussed above for ships trading in special areas for which full scale LNG bunkering facilities

Please illustrate in few words the experience

area available there are commercial advantages

of Maran Gas using LNG in its fleet.

in using LNG as fuel. The time for large containerships and tankers and large bulk carriers will

As you know, MGM is an LNG carriers opera-

also come. Who is telling us that the 0,5 % sulfur

tor. We have the LNG vapors onboard and if we

limit that will come into force in 2020 will not be

do not use them as fuel we will have to waste

further reduced ? Who is telling us that more

them in the gas combustion unit (GCU) or for

ECAS requiring a 0.1 % sulfur limit will not be

producing steam that is subsequently condensed

here in a few years time ? My personal view is

without producing any energy. The use of gas

that after 7-10 years and for the next 30 years or

as fuel improves the emissions of the ship, Gas

so LNG will be the dominant marine fuel. More

is also more user friendly for both boilers and

forward in the future we may see other forms of

diesel engines since the combustion is much

energy that will displace LNG. Taking into ac-

cleaner. Sometimes and depending on the com-

count that ships last for 20 to 25 years we should

position of gas that we have onboard, we face

start thinking about LNG as fuel today.

difficulties to optimize the combustion but this is a problem that we can manage. Overall we feel

Do you believe that barriers (such as lack of

that gas is a much better fuel than HFO or MGO.

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

Move Forward with Confidence

Article

Yara Marine Technologies present the Green Tech Marine SOx Scrubber Yara Marine Technologies (“YMT”), former Green

sons; most importantly, because they have the

Brian W. Swensen, Senior Vice President, Tech-

Tech Marine is a world leading marine scrub-

best scrubber technology available for cruise

nical Operations & Refurbishment at Norwegian

ber supplier based in Oslo, Norway. YMT was

vessels and pro¬vide the best ROI compared

Cruise Line

acquired by Yara International ASA in April 2014

to all other existing technologies. Other benefits

and is today part of Yara`s emission to air plat-

that are important to us …include the installa-

form together with numerous companies within

tion area needed, which does not affect existing

the clean air technology.

guest stateroom or outer deck areas and the ability for the scrubbers to be installed while

YMT was the first company to introduce and patent the in-line scrubber solution and is today the largest supplier of marine in-line exhaust gas cleaning systems. YMT has a class-approved system from both DNV and Bureau Veritas. The scrubber system leaves a very small footprint which is crucial to save passenger and/or cargo space. The scrubber also has a simple design and is easy to operate and maintain which again makes it less time consuming to run for the crew onboard. The scrubber system can run in open or closed loop. In closed loop, the system uses MGO as alkaline, which is harmless and more efficient than the hazardous NAoH used in multiinlet scrubbers. As the in-line scrubber uses one tower per engine it is programed to always use the minimum amount of energy based on the MW used on each engine at all times which makes it extremely energy efficient.

YMT is also known for its good reputation and strong references in all shipping sectors. Today YMT has sold more than 70 scrubber systems, YMT has installed scrubbers on the majority of Norwegian Cruise Lines retrofit fleet and for Royal Caribbean Cruise Lines, in addition to new builds for Norwegian Cruise Lines at Meyer Werft yard in Papenburg, Germany. YMT has through 2014 supplied North European ferries with more than 20 scrubber systems to comply with the North European ECA zone. In 2014 YMT also entered the tanker market winning a contract to supply 6 scrubber systems to Hyundai Heavy Industries for LPG carriers being delivered in 2015.

This is what Norwegian Cruise Lines Vice President of Operations Mr. Brian W. Swensen said about Yara Marine Technolgies Scrubber systems; “Norwegian Cruise Line selected Green Tech Marine scrubbers for our fleet for several rea-

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NAFS MARCH 2015

subject vessel is underway.”

Knowledge grows

A small solution to a big challenge Based on breakthrough new technology, Yara Marine Technologies’ costeffective exhaust gas cleaning solutions meets escalating emissions regulations.

It simplifies the transition to cleaner exhaust by replacing your ship’s exhaust silencer – few, if any, structural modifications required.

With the Green Tech Marine® scrubbers from Yara Marine Technologies you benefit from: • • • • • • • •

SOx removal to comply with IMO 0,1% emissions regulations Hybrid functionality – both open and closed loop operation An extremely small footprint Low weight resulting in minimal change to stability conditions Energy-efficiency – less than 1.5 % of engine power is required Plastic/ GRP pipes for extended lifetime Harmless Magnesium Oxide used as alkali in closed loop – no dangerous caustic soda Simple and low cost maintenance “The small size and low weight of the scrubber got our attention. When we saw the initial performance results, we were convinced to launch a full scale trial. Now that we’ve seen it in action, we’re convinced.”

Anders Aasen Associate Vice President, Global Marine Technical Services at Royal Caribbean Cruises Ltd.

Yara Marine Technologies Phone: +47 47 88 85 44 Email: info@yaramarine.com www.yaramarinetechnologies.com

Article

presents CROE & GALILEO

CROE: The money-saving alternative to low sulfur fuel Text: Nicholas Confuorto, President and Chief Operations, CR Ocean Engineering LLC

The constant struggle amongst legislation, compliance and rate of adoption is nowhere more real than within the international shipping community. Fluctuating global economies have, until recently, hindered the rapid development of dependable technologies while misaligning the fiscal targets of the operators and owners. Having that said, it is apparent that environmental impact is at the forefront of the struggle and emission regulations is arguably its largest front. Adaptation and change are rarely elements any operation will gladly embrace. We understand that ultimately our customers are the ones baring the costs and the ones utilizing assets in order to meet and exceed regulatory expectations.

Our job here at Kaminco is to ensure the profitable and streamlined operations of our customers. With unmatched experience in emissions abatement technologies, we are proud to be able to offer to our customers, the without question best, most dependable two options currently available on the market. We offer the industry’s leading custom designed exhaust scrubbing package as well as the world’s most advanced on-site LNG production solution, two very different means in solving one very similar problem.

Emissions abatement compliance requires a customized approach. We work with our clients’ targets and expectations, and assist in compiling a custom tailored solution which may very well encompass a combination of different technologies in order to achieve the desired environmental responsibility of a fleet. In conjunction with our trusted partners we have prepared a brief insight of our two featured technologies. I encourage the readers to go through the product overviews and contact us for any questions they may have.

George Kaminis 36

NAFS MARCH 2015

On January 1st 2015, the IMO Annex VI, ECA zone requirements came into effect. Shipowners and operators are now faced with having to decide between switching to a lower sulfur fuel or embracing alternate solutions such as LNG or exhaust gas cleaning systems (Scrubbers).

As of this writing, more than 300 scrubbing systems have been sold to shipowners and operators worldwide. The cruise and ferry industries account for the majority of the reported installations and they seem to have embraced scrubbing technology as a solution to the ECA requirement. Other shipping segments have also installed scrubbers but not to the same extent. Many seem to be taking a “wait and see” attitude. However, with each day costing millions of dollars in additional fuel costs to the industry due to differential between the low sulfur fuel and the high sulfur fuel, is waiting a wise decision? In an industry where small incremental savings could mean the difference between being competitive or not, millions of dollars in fuel savings could make a big difference.

The recent reduction in fuel costs has given the industry a financial break. Unfortunately, the net price differential between low sulfur and high sulfur fuels has not decreased. Therefore the potential percent saving gained by using the high sulfur fuel is actually even higher. This is consistent with the generally accepted feeling that the cost differential between low and high sulfur fuels will not be reduced but could actually increase once the low sulfur fuel demand increases.

Having forecasted the shipping industry need for scrubbing systems, CR Ocean Engineering LLC (also known as CROE®) converted their most successful shoreside scrubber design to a marine design. When using a CROE scrubbing systems, ship owners will be able to continue using the lower cost high sulfur fuel oil even in the Environmental Controlled Areas (ECA).

The CROE scrubbing system is designed to be light weight, relatively small in both diameter and height, highly efficient and very cost effective. It is designed to have low backpressure, has an all metal construction, requires no bypass, replaces the silencer and can run dry without concerns. Washwater treatment equipment is also provided by CROE as part of the scrubbing system package. The CROE Scrubbing System is available in Open Loop (a once trough design using seawater to neutralize the collected sulfur emissions), Closed Loop (using a freshwater solution with an alkaline solution to neutralize the collected sulfur compounds) or Hybrid configurations (deigned to be both Open Loop and Closed loop and able to switch from one configuration to the other on demand).

Presently 2 (two) CROE scrubbing systems are being installed on a bulk carrier traveling the Great Lakes in North America (confidential client). 2 (two) other scrubbers are being installed on a RoRo in Sweden (the STENA Forerunner) and 1 on a RoPax in Finland (the BORE Seagard). Additional units are in negotiation stages. With regards to the Great Lakes project, CROE is supplying 2 scrubbers plus all of the ship modification engineering. The CROE Closed Loop configuration was selected among many other technologies that had been evaluated. The CROE scrubbers will reduce the SO2 emissions from the exhaust from 2 (two) main engines burning a high sulfur fuel. The major prerequisite for this installation was that the ship’s exterior look would not be changed and that the installation would have to be performed from the inside.

The final design for this retrofit project allows the 2 scrubbers to be built from within the existing funnel in sections and replacing the existing silencers. The scrubbers will utilize the space and the structure that is presently being used by the silencer without any major modification to that structure or the funnel itself.

This became possible due to the smaller size and simplicity of the CROE scrubber. The scrubbing system is delivered to the ship in 4 sections and then lifted into place one section at the time for final assembly and welding. In parallel, 2 storage tanks are installed in the ship’s voids so that valuable space is not wasted.

All other mechanical and instrumentation components are installed by separate crews while the welding and fitting is taking place. When operating in 2015, the scrubbers will allow the client to continue using the lower cost HFO while meeting all the requirements of the 0.1% Sulfur equivalency requirements of the North American ECA. As for the two European installations, both clients have chosen to use the CROE Open Loop design with the CROE Caustic-Assist™ feature. With this design the ships can operate using seawater even when the alkalinity and salinity is low. In today’s very competitive shipping industry owners and operators need to take advantage of every avenue that is available to them. Installing the CROE scrubbers and using the lower cost fuels can make a significant difference in a company’s competitiveness.

THE

MONEY-SAVING ALTERNATIVE TO

LOW SULFUR FUEL CR ocean Engineering (CRoE ®) offers ship owners and operators a proven low-cost alternative to the conversion to distillate fuel.

Backed by nearly 100 years of experience, CRoE ® provides cost-effective systems customized to your specific needs and designed to help you save money and remain competitive.

Our systems can easily achieve the 0.1% Sulfur equivalency when burning high Sulfur fuel oil.

The CRoE ® Exhaust Gas Cleaning System (also known as Scrubbers) offers: • all metallic construction • ability to run dry • designed for full engine temperature • in-line construction for single engines or multistreaming • light weight & small dimensions • ability to replace silencers • high efficiency CRoE ® Scrubbers are very cost effective and can be delivered on a short schedule when needed.

Let us guide you to the most efficient and compliant solution.

Contact: nconfuorto@croceanx.com

Tel. +1 (973) 455-0005 www.croceanx.com

Greece – Cyprus Branch: Vouliagmenis Ave. &11, Nirvana Str. Voula 16673, Greece Tel. +30 210 4528240 - Fax. +30 210 4294887 info@kaminco.com www.kaminco.com

CR ocean Engineering, LLC, Six Campus Drive, Parsippany, NJ 07054 USA

Article

presents CROE & GALILEO

Galileo: An Insight To The World’s First Successful LNG Bunkering Solution Text: Osvaldo del Campo, CEO, GALILEO Technologies

The experience

After the liquefaction cycle and without the aid of pumps, Cryobox™ transfers

natural gas liquefaction

(-225.4 °F) into two cryogenic tanks with a total capacity of 163 tons (106

Thanks to the efficient

capabilities of the Cryobox™ (designed and manufactured by Galileo Technologies), Buquebus is the first maritime company to adopt this industry leading LNG production solution. The Cryobox™, now allows LNG production to be a viable and economically feasible solution to the clean fuel bunkering needs of the maritime industry.

Buquebus provides an example of a company that has chosen to fully utilize the financial and environmental benefits of the Cryobox™ solution. They have been able to successfully launch, maintain and improve their profitability and secure unquestionable environmental compliance for their flagship LNG bunkered vessel, the “Francisco”. The Cryobox™ has now single handedly taken down the logistical barriers of bunkering natural gas; allowing companies like Buquebus to self-supply its vessels the clean fuel needed to run the gas

the LNG at a pressure of 2.2 bar (31.9 psi) and at a temperature of -143 °C thousand gallons), which operate as the system’s buffer.

The whole liquefaction process and the LNG storage are emission-free since every Cryobox™ has an automatic boil-off recovery system. Only natural gas or processed biogas is consumed, without requiring additional fluids such as nitrogen or refrigerants. Furthermore, it is done by consuming one of the lowest power utilization rates in the market: 0.6 kWh/Kg of LNG produced.

Operations are streamlined to the point where only one person is needed to supervise the entire production through Galileo’s SCADA system, while all critical parameters are simultaneously monitored 24x7 from Galileo Technologies’ headquarters.

The facility’s reduced ecological footprint is another feature to be highlighted: the seven Cryobox™ units occupy an area of approximately 15 m. (50 ft.) by 30.5 m. (100 ft.), and the whole facility requires only 10 acres (4 hectares), including the two tanker filling station allocated for the two trucks that transport the liquefied fuel.

These two tanker trucks cover 70 km. (43.5 miles) from the liquefaction plant

turbines of its high-speed Ro-Ro, “Francisco”.

to Buquebus’ terminal in the Port of Buenos Aires twice a day. On each 60

The use of LNG instead of distillate allows this 1,000-passenger vessel to

thousand gallons) of LNG required by “Francisco” on each of its two daily

reduce emitted air pollutants by 98%. These operating stats are reached and maintained throughout the vessel’s crossing of the River Plate at cruising speeds of around 53 knots.

Extensive research and due diligence went into Buquebus’ decision to move forward with Galileo’s Cryobox™. When compared to a small LNG production plant Cryobox™ offers savings of 50% CAPEX and 40% OPEX. These figures alone provided incentive enough for a company like Buquebus to follow

minutes refueling operation, they supply the approximately 40 tons (25.8 roundtrips from Buenos Aires to Montevideo.

The distance between these two capital cities separated by the River Plate is about 110 nautical miles, and it is impressively done by the vessel Francisco in just over two hours.

In recognition of these achievements by the shipping and energy industries, on February 2014, Buquebus was awarded the annual Black Diamond Award,

through with their own liquefaction plant.

which is granted to the top LNG fuel project allowing technological advances,

The plant was built by Buquebus in San Vicente, a town in the outskirts of

degree of difficulty.

opening new markets and achieving the smoothest execution considering the

Buenos Aires, it has seven Cryobox-500-11™ stations, six in operation and one back-up station. Each LNG nanostation is designed to produce 12.48 ton/ day (7,683 gal/day) of LNG and has a cold start-up capacity, allowing peak production within 10 minutes (within a period of 24 hours) without energy loss and inefficiencies. This enables the management of unusual demand conditions, as Cryobox™ can be started and stopped an unlimited number of times per day and it is a noteworthy advantage, since mid- or large-scale plants need 12 to 18 hours to initialize production.

The natural gas is sourced from the grid; it has a 1-1.9% mol concentration of

At your wharf

After the launch of Cryobox™, more than one year ago, its concept constantly developed. Cryobox-600-15™ is the maximum standard unit, which is capable of producing 15 ton/day (10 thousand gal/day).

As all Cryobox™ versions are conceived as modules, the production capacity is extremely flexible allowing the plant owner to easily expand in the event that LNG demand increases by simply adding more Cryobox™units.

CO2 and 0.8-1.5% mol of N2. The plant is equipped with a ZPTS™ gas condi-

Cryobox™units can also be equipped with nozzles to transfer LNG directly to

to the Cryobox™ at an inlet pressure of 12 bar (174 psi). This process allows

In the event of building restrictions and codes, as it is in the Port of Buenos

tioning unit to remove the pollutants and water contents before transferring it widening the range of gas sources available for liquefaction: from sources

with high CO2 content, such as biogas, to even simpler gas compositions that require very low dehydration.

38

NAFS MARCH 2015

ships or vehicles immediate refueling.

Aires, they can be deployed at any wharf or on Cryobarges™, the new floating bunkering facilities developed by Galileo Technologies, which can carry up to ten of these LNG nanostations.

For more information please do not hesitate to contact us.

LNG at your wharf The Cryobox速 Nano LNG Station is a fuel producing unit that can be installed at your wharf to offer 10k gallons of LNG per day. Its plug-and-play configuration ensures you a bunkering solution from any source of natural gas or biogas.

Get your cleanest marine fuel. Call Kaminco.

Greece 11, Nirvana Str., Vouliagmenis Ave. PO Box 70897, Voula 166 73 Tel: +30 210 4528240 Fax: +30 210 4294887 www.kaminco.com

USA 4000 Ponce De Leon Blvd. - Suite 470 Coral Gables, FL 331 46 Tel: +1 305 777 0327 Fax: +1 305 394 6214

Propulsion

Fueling with natural gas

When will the Great Lakes have LNG bunkering?

Text Danielle Holden, Associate Consultant, DNV GL-Oil & Gas, Aaron Brown, Senior Consultant, Environmental and Navigational Risk, DNV GL, Cheryl Stahl, Principal Consultant, Risk Advisory Services, DNV GL The concept of LNG-fuelled ships in the Great Lakes region has support from local stake-

While the advantages to LNG conversion are compelling, there are obstacles such as finding supply to support upcoming demand.

When will the Great Lakes have a mature LNG bunkering infrastructure? Three key areas of uncertainty need to be considered to support the buildout: technical and siting issues, regulatory requirements and approvals, and financial feasibility.

Private industry players have identified three bunkering locations that could support Great Lakes traffic: Detroit, Michigan, South Lake Michigan and Duluth, Minnesota.

Finding an LNG supplier will be most critical. Once a supplier is found, it may take three to five years to permit and construct an LNG bunkering operation.

40

NAFS MARCH 2015

holders, U.S. and Canadian government officials, port/terminal operators and the public. It has many advantages, including the opportunity to cost-effectively comply with upcoming strict air emissions standards because of its “cleaner� ship engines.

While the advantages to LNG conversion are compelling, there are obstacles such as finding supply to support upcoming demand. The most likely supplier in the area, Shell, announced on March 24 that it is putting on hold its planned modular liquefaction system unit in Sarnia, Ontario. Meanwhile, Interlake Steamship Co., which intended to buy LNG bunkers from the Shell site, continues to explore ways to use LNG as a fuel for its fleet, according to company President Mark Barker.

When will the Great Lakes have a mature LNG bunkering infrastructure? Three key areas of uncertainty need to be considered to support the buildout: technical and siting issues, regulatory requirements and approvals, and financial feasibility. The first two areas are inextricably linked to the third.

Technical and siting issues. Concerning technical and siting issues, there is insufficient planned

LNG bunkering infrastructure in the Great Lakes to support a fleet, even though LNG supply is present, according to a Great Lakes Maritime Research (GLMRI) study prepared by Randy Helland in 2012.

A number of companies have expressed interest in developing LNG infrastructure. BLU LNG announced that it has two bunkering permits under review for Duluth and South Lake Michigan, accordingto a study prepared for the American’s Natural Gas Alliance (ANGA) by Gladstein, Neandross & Associates in 2014.

Identifying appropriate bunkering solutions depends on operational requirements for infrastructure, land availability in regional ports, location restrictions and barriers to co-locating. Once supply is established, operators in the Great Lakes can look at applicable bunkering solutions transferring large volumes of LNG (i.e. shore-to- ship and ship-to-ship). Private industry players have identified three bunkering locations that could support Great Lakes traffic: Detroit, Michigan, South Lake Michigan and Duluth, Minnesota. These ports support fueling via barges and from the dock and have familiarity with simultaneous operations while bunkering, such as cargo handling, according to the ANGA study.

Determining the appropriate application and development of LNG bunkering infrastructure is needed to establish reliable and permanent LNG-fuelled fleets in the Great Lakes. To do this, there must be criteria established to evaluate the safety of LNG bunkering infrastructure to workers, staff and the public. A probabilistic risk approach that includes the likelihood of all events is better suited to manage risks and address concerns regarding facility siting in congested areas. Therefore, DNV GL encourages the use of a probabilistic risk-based approach in decision-making.

A probabilistic approach, effectively applied, would demonstrate to regulators and the public how the entire operation will be operated in a safe manner that protects workers and the public. The result of the risk assessment will also identify safeguards that can be implemented to reduce risk to an acceptable level. The risk assessment can be used at all stages in the project to identify potential bunkering operations or locations and in the design of specific operations (and safeguards applied to a specific operation).

Regulatory requirements. Concerning regulatory requirements, local and state regulations should address LNG transfers not on or adjacent to navigable U.S. waters and lightering from an inspected vessel on navigable U.S. waters. (Currently, these issues are not addressed on a local/state levels in Great Lake states).

Other regulatory requirements are on a national level and can be addressed once recommendations in U.S. Coast Guard Policy Letters 01-12, 01-14 and 02-04 are put in place. (The Coast Guard anticipates implementing its recommendations later in 2014). These recommendations address how to regulate LNG tanks (i.e. tanks that stand alone, tanks connected to intrastate-only pipelines and tanks on or adjacent to navigable U.S. water) and bunkering from an inspected vessel on a navigable water of the U.S. By addressing these regulatory requirements, LNG bunkering owners, operators and customers will clearly understand the regulatory landscape for a potential operation. In the absence of regulatory certainty, potential early movers will delay development of bunkering infrastructure. As regulatory requirements are implemented on national, state and local scales, bunkering crews, LNG-fuelled vessel crews and local first responders, are expected to be trained. Recommended training practices for LNG-fuelled ships should describe: site-specific details, knowledge of hazards, facility and maritime

Propulsion emergency response procedures, a contingency plan and understanding of mechanical integrity of LNG equipment.

Financial feasibility. Financial feasibility ultimately depends on the type of operations (fixed onshore, floating or mobile truck operations), price of LNG supplied for bunkering and competitiveness of the LNG price for shipowners compared to other methods that would meet the Emission Control Area requirements. A risk-based approach to siting and operations would improve the financial feasibility case by quantitatively demonstrating the operation can be managed safely. It can also show how the operation could be modified to be safer. This can be achieved through modification of the location of the bunkering operation, which can change the operational conditions, bunkering type or installation of additional safeguards to prevent and mitigate an incident.

A complete regulatory framework will create additional certainty in the project requirements and costs. An effective regulatory framework would allow flexibility in operation design. Incorporating risk-based criteria for site selection and safety to workers and the public would help control risks and promote a safe Great Lakes bunkering infrastructure.

LNG bunkering infrastructure. A mature LNG bunkering infrastructure will depend on how and when regulations are developed, bunkering

needs from vessels, technical feasibility and financial feasibility. If the right incentives are not in place and/or project risks are not minimized, the first movers will not reap all the benefits of constructing and using LNG infrastructure.

A recent study forecasts that a total of four LNG-fuelled vessel newbuilds and 10 conversions will be completed by 2029, with an annual LNG demand of 74,140 m3, according to the ANGA report. There are an additional 37 high-potential U.S.-flag lakers that would demand 663 m3 per day to operate. However, an LNG ship fleet would be difficult to expand without addressing regulatory gaps and lack of bunkering infrastructure and LNG supply.

Regulatory gaps could be addressed in the next one to five years, but depend on efficiency of federal, state and local governments who have jurisdiction over the Great Lakes. Ideally, coordination would address potential conflicts between regulations in the various jurisdictions.

Finding an LNG supplier will be most critical. Once a supplier is found, it may take three to five years to permit and construct an LNG bunkering operation.

John Kristian Norheim Lindøe and Jan Hagen Andersen also contributed to this story.

Pacific Basin adopts DNV GL’s ShipManager Pacific Basin, one of the world’s largest owners and operators of Handysize bulk carriers, will implement the DNV GL’s ShipManager fleet management system on its owned fleet within the next two years.

Shipping companies often have various IT systems that cover different aspects and improve operational efficiency,” says Torsten Kappel, Director of Operations of their operations, and therefore have challenges in aligning data input and for Maritime and Class solutions at DNV GL. output for efficient decision-making, reporting and ship-shore communication.

Pacific Basin will be using six integrated ShipManager modules: Technical, The implementation of the ShipManager system in Pacific Basin will simplify and Procurement, Project, Crewing, QHSE and Analyzer. The modules will support optimize their ship management, allowing extensive fleet-wide data collection, Pacific Basin in generating dynamic OPEX (operational expenditure) reports integration and analyand in monitoring KPIs. ShipManager sis, thereby improving Analyzer provides performance. exceptional decision“With this strategic making support, as it partnership, we are extracts data from all strengthening our of the ShipManager technical and customer modules for data services capacity in mining and analysis. the Asia-Pacific “This is expected to region. DNV GL’s value reduce a lot of manual proposition is unique work and give our and we are positioned fleet managers all as a leading provider information in one of fleet management place for management software and services of data and trends. worldwide,” says Are The system also Føllesdal Tjønn, Manallows the integration aging Director, DNV GL of data from previ- Software. “ “DNV GL has instilled ous solutions,” says confidence during Raghvendra Lavania, Caption: Pacific Basin will implement the DNV GL’s ShipManager fleet management system on its our selection process project manager of owned fleet within the next two years. (Credit: Pacific Basin) and we look forward Pacific Basin. to developing a long term partnership and friendship during the implementation process,” adds Captain Jay K. Pillai, Fleet Director of Pacific Basin.

“Through in-depth discussions and workshops we demonstrated our domain expertise and how our software and best practice approaches can increase safety

At Pacific Basin there is a constant focus on the crew, and ShipManager will be a central part of the communication between ship and shore. “The system is easy to learn, user-friendly and technically innovative,” says Mr Lavania. “ShipManager will integrate to our new accounting system and provide customized reports to manage our fleet efficiently,” he says.

MARCH 2015 NAFS

41

Market News

DNV GL Gas ready notation Prepared for tomorrow’s fuel today

With the IGF Code practically finalised the introduction of sulphur limits and burgeoning infrastructure and production capability, LNG as a ship fuel is spreading rapidly through the maritime world. DNV GL’s new GAS READY notation gives owners, who at the new building stage want to prepare their vessel for a potential conversion to LNG operation after delivery, a useful framework for contracting. It provides a clear picture of the level of LNG-fuelled preparedness of their vessel, as well as guidance on the scope of the contemplated work to all involved parties.

The new GAS READY notation has been developed based on the experience gained from the LNG Ready Service as well as the 50 LNG fuelled vessels already have in class with DNV GL’s GAS FUELLED notation.

The notation enables owners to en- sure that a future LNG-fuelled version of the vessel complies with the relevant safety and operational requirements, while also being very useful in helping owners specify and quantify the level of investment they are making at the newbuilding stage.

The basic notation with nominators D and MEc – GAS READY (D, MEc) – verifies that the vessel is in compliance with the gas fuelled rules in terms

sion.

In 2014 the industry hit a significant milestone with over 120 LNG-fuelled ships in operation or on order worldwide (excluding LNG carriers). The vast majority of these ships already operate or will be built to DNV GL class, a result of the trust the industry places in DNV GL due to our long involvement in this technology and our continually evolving technical expertise. DNV GL’s unique LNG Ready Service has been in place for over two years and has proven its value in assisting many shipowners, operators, yards and designers in identifying the most attractive compliance option for their ships.

Through a detailed technical and financial feasibility study, the LNG Ready Service investigates all the potential options for compliance and fuel cost reduction, uncovers any technical showstoppers, as well as calculating the financial attractiveness of each option. And the GAS READY notation provides a formalised framework for documenting the compliance option and preparation level chosen - a natural extension of the LNG Ready Service.

of its overall design for future LNG fuel operations and that the main engine can be converted or operate on gas fuel. The owner can also choose to add extra optional levels to the newbuilding under the notation.

These cover selections such as structural reinforcements and the choice of correct materials to support future LNG tanks (S), preparations for future gas fuel systems (P), certification and installation of LNG fuel tanks (T), and the installation of ma- chinery, which can be converted gas fuel, or which is already capable of burning gas fuel - putting the vessel further along the LNG track and thereby speeding and simplifying a later conver-

Over the past decades DNV GL has undertaken extensive research and has implemented many projects world-wide with industry partners covering the regulatory framework, infra- structure and bunkering for LNG-fuelled vessels. At DNV GL we have been helping companies and authorities to utilise LNG safely as a source of clean, reliable energy in the maritime industry through a complete set of services for nearly 20 years. With our breadth of services and global outreach delivered through our regional gas and LNG ready teams we have the capability to serve our customers wherever they might be.

Gas Ready – basic notation and extended options (as at 2.12.2014):

GAS READY

D

The design for the ship with LNG as fuel is found to be in compliance with the GAS FUELLED notation rules applica- ble for the new-building, ref. Pt.1 Ch.1 Sec.2 A300.

S

Structural reinforcements to support the fuel containment system (LNG fuel tank(s)) are installed, and materials to support the relevant temperatures are used

T

Fuel containment system (LNG fuel tank(s)) is installed

P

The ship is prepared for future gas fuel system installations: Pipe routing, structural arrangements for bunkering station, gas valve unit space, fuel preparation space if relevant (optional)

MEc

Main engine(s) installed can be converted to dual fuel

MEi

Main engine(s) installed can be operated on gas fuel

AEc

Auxiliary engines installed can be converted to dual fuel

AEi

Auxiliary engines installed can be operated on gas fuel

B

Boilers installed are capable of burning gas fuel

Misc

Additional systems and equipment are installed on board from new building stage

Table 1: DNV GL’s new GAS READY notation provides a clear picture of the level of LNG-fuelled preparedness of a vessel.

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NAFS MARCH 2015

Interview Interview Panos Zachariadis, Technical Director of Atlantic Bulk Carriers Management Ltd

LNG vs. SCRUBBERS: the Battle for the future of Marine Fuels Should a shipowner

ship, compared to a conventional one, is several million dollars. With the

chose LNG fuel, or

recent drop in fuel prices the payoff periods for such investment require

is he better to keep

recalculation. Secondly, the worldwide bunkering facilities are not there

operating using con-

yet. So one would take a big risk to build an LNG only fueled ship now

ventional fuels?

without conventional fuel capability.

I don’t think it’s a mat-

On the other hand, considering a dual fuel engine and an “LNG – ready”

ter of choice yet. For

design may be smart. Finally, for some ships, such as small and medium

the typical commercial

size bulk carriers, you can’t even build a “LNG – ready” ship yet. There is

vessel conventional

simply no space to put the LNG tanks on a bulk carrier, unless the whole

fuel is the current

ship is redesigned resulting in some cargo space loss.

option dictated by reality. LNG is still

Do you believe that barriers (such as lack of bunkering facilities and

the “fuel of the future”

supply chains) could affect the choice of a shipowner to chose LNG

however a lot needs to

as a new fuel for his vessels?

be achieved before it becomes the preferred

Yes, I already mentioned that lack of bunkering facilities is a major barrier.

choice. Infrastructure

Although this may sound like a chicken-egg paradox (bunkering stations

and bunkering avail-

waiting for vessels to be built and vice versa) many major ports have an-

ability are major con-

nounced plans for LNG bunkering facilities. Nevertheless, a tramp owner

siderations, as is the cost of retrofit. For a tanker newbuilding however, a

requires much more extensive LNG fuel availability worldwide.

good current option is to design the vessel as “LNG- ready” namely, to fit dual fuel main engines and incorporate in the design the major elements

What is your aspect in the dilemma LNG vs Scrubbers?

for an easier future LNG retrofit, such as strengthening of the deck in the area of planned LNG tank installation, have piping ducts ready for the

The dilemma is not two-fold; it is three-fold. LNG, scrubbers or MGO?

future LNG piping, etc.

And so far, MGO wins as being easier and cheaper, unless one operates extensively, or exclusively, within ECAs. In this case a scrubber is less

Has a particular LNG-fuelled ship design been optimised for a given

costly as a retrofit to an existing ship, although it too takes the ship out

trade pattern and will it meet all safety standards?

of commission for months and needs a post installation period to iron-out problems. For newbuildings intended to operate in ECA, depending

As far as I know some small ferries in North Europe have been built for,

on LNG fuel availability in the envisaged ports, LNG fuel may be the

and are running on, LNG. But the determining factor is the availability of

preferred option. However, as the LNG option requires the availability

LNG in the specific ports that they call. As more LNG bunkering stations

of LNG fuel, the scrubber investment also requires the availability of the

are established worldwide, more ships will be built accordingly. As far as

cheaper high sulphur fuel in order to pay off. Will such heavy fuel con-

safety standards, I am not particularly worried. More caution and training

tinue to be available in ECA ports?

is necessary of course, but as long as safety standards are not compromised , we shouldn’t worry. Most classification societies are currently

Please illustrate in few words the experience of your company using

working on such LNG bunkering and operation standards.

LNG in its fleet.

Are there any explanations for the hesitation of many shipowners

Our present LNG efforts consisted of a serious attempt, in cooperation

and charterers to move toward LNG-fuelled propulsion for new

with our newbuilding shipyard, to design and build “LNG-ready” bulk carri-

builds?

ers. After much effort, it was realized that you cannot prepare bulk carrier “LNG-ready” designs without major redesign of the current typical ship,

Yes there are several reasons. First, the extra cost of an LNG – fueled

44

NAFS MARCH 2015

and this would result in cargo loss. So it is an issue to revisit in the future.

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Cover Story

MAN Diesel & Turbo Hellas ahead with latest technology

By Dionissis Christodoulopoulos

Managing Director MAN Diesel & Turbo Hellas Ltd.

A

s fuel-oil prices have high volatility and with the impending advent of the strictest emission standards the marine industry has ever seen, shipowners are looking for alternatives to HFO. Gas offers a cleaner alternative that is also competitive price-wise with oil, but MAN Diesel & Turbo has already developed the dual-fuel technology that will enable shipowners to choose between gas or oil operation depending on fuel prices and emission standards.

The ME-GI uses highpressure gas injection that allows it to maintain the numerous positive attributes of MAN Diesel & Turbo’s ME-B and ME-C low-speed engines that are the default choice of the maritime community.

The ME-GI dispenses with the need for power derating and eliminates the significant problem of methane slip (and resulting CO2 emissions).

Unveiled at a major event at MAN Diesel & Turbo’s Copenhagen Diesel Research Centre in May 2011, the ME-GI engine represents the culmination of many years’ work that began in the 1990s with the company’s prototype MC-GI dual-fuel engine that entered service at a power plant in Chiba, near Tokyo, Japan in 1994.

The ME-GI uses high-pressure gas injection that allows it to maintain the numerous positive attributes of MAN Diesel & Turbo’s ME-B and ME-C low-speed engines that are the default choice of the maritime community. The ME-GI dispenses with the need for power derating and eliminates the significant problem of methane slip (and resulting CO2 emissions).

Depending on relative price and availability, as well as environmental considerations, the ME-GI engine gives shipowners and operators the option of dual-fuel, using either HFO or gas – predominantly natural gas but also LPG and methane.

MAN Diesel & Turbo sees significant opportunities arising for gas-fuelled tonnage as fuel prices rise and modern exhaust-emission limits tighten. Indeed, research indicates that the ME-GI engine delivers significant reductions in CO2, NOx and SOx emissions. Furthermore, the ME-GI engine has negligible methane slip and is therefore the most environmentally friendly technology available. As such, the ME-GI engine represents a highly efficient, flexible, propulsion-plant solution.

An ME-LGI counterpart that uses LPG, methanol and other liquid gasses is also available, and has already been ordered.

Diesel vs. Otto

The ME-GI is a Diesel engine in contrast to the other dual- or triple-fuel engines on the market, which are Otto engines. Simply put, engines that operate according to the Diesel principle have a higher efficiency and power concentration than those following the Otto principle.

MAN Diesel & Turbo reports that its ME-GI technology uses the Diesel cycle to maintain high efficiency and robust combustion with no need for any derating. The company also states that the engine – by virtue of its Diesel operating principle – will have negligible methane/fuel slip, one of many low-emission characteristics, and dispenses with the need for restrictive load ramps or other knock-preventing measures.

A notable year

Since its introduction, the marine market has taken to the ME-GI engine with gusto and MAN Diesel & Turbo reports a full order book. 2014 was an interesting year for the ME-GI in that the steady stream of orders has continued – with some interesting, new applications – while the very first ME-GI engine was also delivered.

World’s First ME-GI Engine

In June 2014, Doosan Engine confirmed delivery of the world’s first ME-GI engine to the American Nation-

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Cover Story

Caption: The MAN B&W 8L70ME-GI engine pictured at Doosan’s Changwon works in Korea (courtesy Doosan Engine) al Steel and Shipbuilding Company (NASSCO) shipyard in San Diego, USA. The new engine is capable of operation on LNG and/or bunker C oil and will power the first of two American 3,100-teu container ships – the most environmentally friendly such vessels in the world.

Doosan Engine also tested the ME-GI’s Fuel Gas Supply System (FGSS), which has 300 bar of operating pressure, at its Changwon plant.

At the culmination of two months of extensive testing, the gas system passed all regulations and restrictions as regulated by the American Bureau of Shipping (ABS) and United States Coast Guard (USCG).

Man Diesel &Turbo is moving forward of developing further all the types and designs of our product portfolio ( 2S Stroke ,4 Stroke engines and Turbochargers ) , focusing on the reliability , usability as well as complying with the new demanding environmental regulations . MAN Diesel & Turbo’s global organization is ready to support all the latest innovations that are launched in the field , being a reliable partner of the shipping companies For more information please contact with MAN Diesel & Turbo Hellas ltd.

Cover Story

We are already here and prepared for the emerging market requirements

By Giorgos Plevrakis

Sales Manager MAN Diesel & Turbo Hellas Ltd

O

ver the last two decades the marine industry has been sailing all the more in challenging waters. Growing environmental awareness, as well as the perpetual need for business process optimization and the need for efficient value chains, have been instrumental in creating the necessary political pressure to facilitate changes in the way a vessel is designed and ultimately in the way it is operated.

From an engine point of view, the conditions described above manifest through the introduction of the

MAN ME-GI engines

IMO Tier regulations (I, II and III) as well as the EEDI (Energy Efficiency Design Index). In effect these regulations are pushing towards the introduction of high efficiency power systems with low emissions. The

capitalize on the high

equation is somewhat complicated. Fuel is a big factor.

efficiency of the 2 stroke

through. Fluctuating fuel prices and availability also raise the level of uncertainty for operators and the

engine running on the

the collapse of oil prices recorded during the last six months.

But complexity posed by the governing regulations is not the only straights a vessel has to maneuver industry. In fact, the industry still tries to find its pace, having to adapt from the years of slow steaming to

Diesel cycle. In a nutshell

It is evident therefore that fuel flexibility for a vessel could be a tremendous benefit for the operator and

the high pressure ME-GI

ered as the prime mover of the future, not only for LNG Carriers, which is either way their daily business,

combines the benefits of

MAN Diesel & Turbo being the leader in the Marine Power Engineering market, is already there and pre-

the valuation of the vessel itself. LNG is first in the list of these alternative solutions and is being considbut for various other types of vessels as well (e.g. Container ships, Bulkers etc.).

the high efficient Diesel

pared for these emerging market requirements. With the ME-GI engine series, MAN sets the benchmark

cycle and the heritage of

MAN ME-GI engines capitalize on the high efficiency of the 2 stroke engine running on the Diesel cycle.

the MAN 2 stroke

heritage of the MAN 2 stroke technology with the benefits of the clean LNG combustion.

in fuel flexibility with high efficiency.

In a nutshell the high pressure ME-GI combines the benefits of the high efficient Diesel cycle and the

technology with the benefits of the clean LNG combustion.

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How could you handle unforeseen technical issues for pioneers as far as LNG technology is concerned which often result in significant delays, requiring additional capital?

The ME-GI Engine is working according to the Diesel Principle. This actually means that the engine delivers the same output it would deliver at full load if it had been a liquid fuel burner (e.g. HFO) and the response to high fluctuating loads is immediate. In a few words, with the ME-GI there is no power loss nor speed ramps.

One challenging requirement an operator faces when using LNG as fuel, is the abrupt and high fluctuating load a vessel has to respond to during heavy weather or maneuvering.

Increasing the load on a low pressure system may result in knocking. A phenomenon which will definitely result in power loss and will, in the long run, put at risk the structural integrity of the engine itself. In order to prevent knocking from taking place, these type of engines adhere to specific load ramps effectively elongating the response time of the engine to these load requirements.

Methane slip is a serious consideration for the operators of low pressure. Compared to other DF engines

Cover Story

“MAN Diesel & Turbo being the leader in the Marine Power Engineering market, is already there and prepared for these emerging market requirements.

With the ME-GI engine series, MAN sets the benchmark in fuel flexibility with high efficiency

”.

working after the Otto Cycle principle, the ME-GI engine has close to

timely manner and it can only do so if there are people there to support it

ZERO Methane slip.

continuously both during operation and in emergency cases.

Adopting new technologies is likely to be an uncomfortable position for ship-owners. What are the measures to ensure confidence that technologies will work as intended?

The ME-GI engines are fundamentally an MC/ME engine. The MC/ME count 20.000 engines in service and the design has been proven through almost 30 years of operation. MAN has introduced the ME-GI by keeping the same basic design and working principle which has been endorsed with immense success by the marine industry all those years.

MAN Diesel & Turbo has established an immense network of hubs around the globe, in order to be close to the customer wherever any given vessel might be. The network is constantly expanding, with the Colombian hub being the latest in the list of hubs to be inaugurated. In addition to that, our Greek customers who have been supported by the local service team, will be receiving an

establishing a technical

support team with

a focal point on

the specific The GI (Gas Injection) solution was developed in parallel and was finished for testing in the early 1990s. In 1994, all major classification societies approved the GI concept for stationary and marine applications.

Technically, there is only little difference between fuel and gas burning engines, but the GI engine provides an optimal fuel flexibility.

The GI control and safety system is designed to fail to safe condition. All failures detected during gas fuel running, including failures of the control system itself, will result in a gas fuel stop and a change-over to HFO fuel operation. Blow-out and gas-freeing purging of the high-pressure gas pipes and of the complete gas supply system follows.

The change-over to fuel oil mode is always done without any power loss on the engine.

What explains the hesitation of many ship-owners and charterers to move toward LNG-fuelled propulsion for new builds?

The industry is currently facing a “chicken or the egg dilemma”. The scarcity of LNG bunkering stations impedes the further investments of the marine industry into LNG DF power packages. Other than the LNG Carriers, whose daily business is LNG, all other segments of the market are apprehensive towards extensive investments on these technologies until the supportive onshore and offshore infrastructure is there.

On the other hand the bunkering industry is in anticipation of the right market conditions and the necessary demand which would justify investments in such terminals and infrastructure.

Could you talk us about the importance of technical support after the sale?

MAN Diesel engines would have never become a success story had it not been for the extensive and customer oriented after sales network to support the marine industry on a 24/7 basis. MAN Diesel & Turbo designs equipment and processes with a mindset on embracing the needs and the demands of the people who are leaving off the sea.

A vessel has to go from A to B safely and in a

enhanced technical support service

as we are currently

market.

Cover Story MAN Diesel & Turbo at a glance:Facts and figures Business figures (2013) Revenue: € 3.4 billion Operating result: € -27 million ROS: -0,8 % Order intake: € 3.4 billion

Headcount (including subcontracted employees): 14 413

Products and services of MAN Diesel & Turbo

Engines & Marine Systems • Diesel engines for marine applications in all performance classes from 450 kW to 87,000 kW • Diesel GenSets from 450 kW to 11,200 kW • Complete marine propulsion systems • Dual-fuel engines

Members of the Executive Board of MAN Diesel & Turbo SE

Turbomachinery • Axial/radial compressors, gear-type, isothermal and screw compressors • Up to 1,000 bar outlet pressure and volume flows of up to 1.5 million m3/hour • Gas turbines up to 50 MW, steam turbines up to 150 MW output • Complete turbomachinery trains including drive/auxiliary equipment, e.g. for the oil and gas industry, process industry and for power generation

Wilfried von Rath, Chief Human Resources Officer

Power Plants • Two- and four-stroke engines from 450 kW to 80 MW for power generation • Excellent fuel flexibility: heavy fuel oil, diesel, bio-fuel and gas • Combined heat and power plants • Complete power plant solutions • Scalable, modular concepts • Operation and maintenance

Dr. Uwe Lauber, Chief Executive Officer, Executive Board Member Global Sales and Aftersales Frank Burnautzki, Chief Procurement Officer Dr. Hans-O. Jeske, Chief Technology Officer Arnd Löttgen, Chief Manufacturing Officer, Engines Dr. Peter Park, Chief Financial Officer

Chairman of the Supervisory Board Dr. Georg Pachta-Reyhofen

Spokesman of the Executive Board of MAN SE, Munich

MAN PrimeServ • Global spare parts provision and repair with own crew • Online diagnosis of machinery and engines • Conversions, status analysis, performance adjustments, machinery relocation • Training for customers and operators in MAN’s own academies

Company locations:

• Augsburg: Company headquarters, development and production of four-stroke large-bore diesel engines and turbochargers; around 4,000 employees • Oberhausen: development, production and servicing of compressors, gas and steam turbines, around 1,800 employees • Berlin: development, production and servicing of compressors, around 500 employees • Hamburg: development, production and servicing of steam turbines, around 280 employees, services for diesel engines, around 300 employees • Deggendorf: development, production and servicing of chemical reactors and large equipment, around 300 employees • Copenhagen (Denmark): development of two-stroke, large-bore diesel engines, production of spare parts and after-sales services for two-stroke engines, around 1,200 employees • Frederikshavn (Denmark): production of entire drive systems, CP propellers, after-sales service, around 490 employees • Holeby (Denmark): development and sales of GenSets, support of licensees, around 200 employees • Saint-Nazaire (France): production of four-stroke engines and after-sales services for diesel engines, around 600 employees • Zurich (Switzerland): development, production and servicing of compressors, around 850 employees • Velká Bíteš (Czech Republic): development, production and servicing of turbochargers, around 170 employees • Changzhou (China): production and servicing of compressors, turbochargers and gear components (RENK), around 200 employees • Aurangabad (India): production, development and servicing of four-stroke engines, around 230 employees

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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 complete power plant solutions. Customers receive worldwide after-sales services marketed under the MAN PrimeServ brand. The company employs around 14,500 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 of the Power Engineering business area of MAN SE”.

Cover Story

PrimeServ Academy Piraeus

“PrimeServ Academy Piraeus is located in the largest Greek port and has been operating since June 2013.

Professional qualification offered and conducted by the PrimeServ Academies is a strategic target of MAN Diesel & Turbo. It is strongly believed from MAN Diesel & Turbo that the best satisfaction of their products can be achieved only if the technical personnel of customers are well trained.

MAN PrimeServ Academy Piraeus offers courses in ME-C engine’s control system standard operation, as well as MC/MC-C engine’s standard theoretical operation and further ME engine related courses. At the same time, the Academy has the capacity to meet customer demands and prepare specific short tailor made courses according to particular requirements either in-house at customers premises or onboard vessels.

At PrimeServ Academy Piraeus customers receive up to date training and know how that only an Original Engine Manufacturer (OEM) can provide.

Through training in the PrimeServ Academies you sustain a competitive advantage by ensuring maximum capacity and availability of your machinery. The aim of MAN Diesel& Turbo is to consistently meet and exceed customer expectations with innovative solutions tailored to customer needs. In addition, the MAN PrimeServ network promotes a constant and direct transfer of knowledge among customers, suppliers, and through their research and development functions. This helps to continuously increase market orientation and customers’ satisfaction with MAN Diesel & Turbo performance. The PrimeServ Academy is a part of the After-Sales business unit MAN PrimeServ.

MAN PrimeServ Academy’s training service is a valuable investment for your business. It improves the skills, productivity, and safety of your employees and enhances the performance of your engines by making them run longer, more efficiently, and more reliable.

The trainings are designed for engineers, superintendents and managers and are held as practical training using available simulators combined with theoretical classroom training.

The Academy is dedicated to the task of meeting the training requirements of customers and represents the quality standard of PrimeServ Academies. All courses are carried out by experienced and qualified instructors and the classrooms are equipped with state of the art presentation equipment. This makes PrimeServ Academy Piraeus the best place for efficient learning.

Training Abilities

Low speed 2-stroke • ME control system standard operation course with own instructors • MC/C engine courses with visiting instructors • ME Electrician course with visiting instructors • Alpha lubricator basic course with visit-ing instructors • 4 Stroke Diesel Generator Courses • ME-B engine standard operation – under planning More courses are going to be added in very short time. Please follow our site for more updates http://primeserv.man.eu/academies/locations/piraeus Or contact MAN Diesel & Turbo Hellas through PrimeServAcademy-PIR@ mandieselturbo.com to get more detailed information and to begin your learning experience.”.

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Cover Story Corporate profile of MAN Diesel & Turbo SE Company, products and services MAN Diesel & Turbo SE, based in Augsburg, Germany, is a provider of large-bore diesel engines and turbomachinery for marine and stationary applications. The company 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 pressure levels of up to 1,000 bar. The product range is rounded off by turbochargers, controllable pitch propellers, gas engines and chemical reactors.

MAN Diesel & Turbo’s range of goods and services also includes complete marine propulsion systems, turbo machine units for the oil and gas industry and the process industry, and complete power plant solutions. The MAN PrimeServ brand gives customers access to after-sales services across the world. At more than 100 locations around the world, the company employs around 14,500 people, particularly in Germany, Denmark, France, Switzerland, the Czech Republic, India and China.

MAN Diesel & Turbo is a company of MAN SE’s Power Engineering division. MAN Diesel & Turbo SE came into being in March 2010 as the result of a merger between the two former sister companies, MAN Diesel SE and MAN Turbo AG. The company recorded a revenue of around €3.4 billion and an EBIT of € -27 million in 2013.

Business Areas Marine Engines

Some 48,000 ships are powered by MAN Diesel & Turbo engines, which means that the company is the driving force for over half of all global trade. MAN Diesel & Turbo offers medium-speed, four-stroke engines that cover a performance range from 450 to 21,600 kW (approx. 240–29,400 hp) and can be operated using liquid or gaseous fuel. Medium-speed engines are deployed to propel all types of merchant vessels, but are also used in passenger ships thanks to their compact nature and their amenability to flexible mounting. As well as cruise liners, other areas of use for mediumspeed engines include specialist vessels such as tugs, dredgers or cable-laying ships. Smaller medium-speed four-stroke engines are also used in high-speed ferries and naval vessels.

The engines are produced at the Augsburg (Germany), Saint-Nazaire (France) and Aurangabad (India) sites and by licence holders.

The company also offers complete propulsion systems, comprising the main engine, gears, shaft and adjustable propeller.

The other side of MAN Diesel & Turbo’s marine engine business is the development of twostroke large-bore diesel engines with a range of outputs between 2 and 87 MW (approx.

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2,000–115,000 hp) at the company’s base in Copenhagen (Denmark). In view of their size, the engines are manufactured by international licensees in the immediate vicinity of dockyards, and propel large container vessels, freighters and oil tankers. Two-stroke diesel engines, also known as low-speed diesel engines, do not require a transmission system because they are directly connected to the propellers by drive shafts.

Turbochargers

MAN Diesel & Turbo builds exhaust gas turbochargers for high charging pressures with single-stage radial and axial turbines. The performance spectrum of these chargers, which are used both in two-stroke and four-stroke marine engines as well as in stationary systems, ranges from around 300 kW to 30,000 kW of engine power. MAN turbochargers for large-bore diesel engines are produced at the company’s bases in Augsburg and Shanghai.

Power Plants

In the stationary sector, MAN Diesel engines are primarily used for power plants and emergency power supplies. The products range from smaller power generators, known as GenSets, to turnkey power plants with outputs of up to 400 MW. The range of stationary systems comprises four-stroke engines with an unit output of 450 kW to 18,900 kW and two-stroke engines for unit outputs of up to 80,000 kW. The power plants are operated using heavy fuel oil, diesel, gas or renewable fuels such as Jatropha oil, animal fat or recycled vegetable oils. MAN Diesel & Turbo also operates and maintains power plants for its customers.

Turbomachinery

For the process and base materials industry, fertiliser manufacture, iron and steel production or petrochemical applications, MAN Diesel & Turbo develops and produces compressors as well as gas and steam turbines for power generation. The company also offers compressor solutions for the oil and gas industry (upstream, midstream, downstream). These include hermetically encapsulated compressors with magnetic bearing technology and high-pressure compressors with final pressures of 300 to 1,000 bar. MAN Diesel & Turbo also builds isothermal compressors for processing industrial gases.

MAN gear compressors are used for industrial gas applications and for processing and transporting CO2.

Chemical reactors and equipment

MAN Diesel & Turbo manufactures tube reactors for the chemical and petrochemical industry and special equipment for research institutes (for example, components for CERN) at its Deggen-

dorf site.

Sites

The company’s headquarters are at Augsburg (Germany). Other significant sites in Europe for development, production, sales and service are Oberhausen, Berlin, Hamburg, Deggendorf (Germany), Copenhagen, Frederikshavn, Holeby (Denmark), Zurich (Switzerland), Saint Nazaire (France) and Velká Bíteš (Czech Republic). Other production sites outside Europe are Changzhou (China) and Aurangabad (India).

These sites are complemented by a global network of service workshops and sales representatives on all five continents.

A total of 40 companies, based mainly in China, Croatia, India, Japan, Korea, Poland, Spain, the USA and Vietnam, also manufacture MAN diesel engines as licence holders.

Research and development

In order to write the next chapters in the company’s successful history as a high-tech firm spanning more than 250 years, over the last few years MAN Diesel & Turbo has continuously increased expenditure on research and development. Its work in this area focuses primarily on developing new and improving existing products with regard to reducing resource consumption and emissions and continuously optimising quality and reliability. Alongside efficient operation, the company strives for maximum availability of the engines and machinery supplied over their entire service lives.

At MAN Diesel & Turbo, hundreds of engineers are working on the technologies of tomorrow.

Their primary goal is the ongoing improvement of the efficiency and environmental compatibility of the entire product range. As the world’s leading provider of large-bore diesel engines and turbomachinery, MAN Diesel & Turbo with its highly qualified workforce and their expertise has the ideal foundations for ensuring that it numbers among the industry’s technology leaders in the future, too. Since the development of the first diesel engine by Rudolf Diesel and MAN engineers at its premises in Augsburg, the company has continued to set technological milestone after technological milestone.

MAN Diesel & Turbo invests above-average sums in research and development, making it one of Europe’s leading high-tech companies.

The machine constructor contributes this wealth of expertise to numerous national and international research projects. As well as undertaking engineering at its development sites, the company also collaborates with well-known universities and other national and international research institutes. For example, MAN Diesel & Turbo is heavily involved in the development of new technologies for using gas as fuel, for recovering industrial waste heat, producing high-purity synthetic fuels and generating environmentally friendly energy from biomass and solar heat.

Cover Story Products and services

MAN Diesel & Turbo

engine performance.

MAN Diesel & Turbo also provides complete GenSets comprising diesel engine and electric generator for maritime use. These satisfy the ever-increasing need for on-board power, e.g. using diesel-electric drives.

Depending on the customer’s requirements, engines can be designed for use with gaseous or liquid fuels such as oil derivatives or natural gas – controlled by electronic control systems, also supplied by the company.

Turbomachinery As an engineering company, MAN Diesel & Turbo develops, produces and markets an extensive range of engines and machines and provides a comprehensive after-sales service.

As well as offering individual products, the company supplies complete sets of engines and machines, e.g. marine propulsion systems comprising diesel engine, gearbox, shaft and drive propeller, or turbomachinery trains, comprising compressor and drive turbine. Power plant customers can also purchase complete diesel power plants as turnkey solutions, including maintenance and operation.

The company has five strategic business units: • Engines • Marine Systems • Turbomachinery • Power Plants • MAN PrimeServ (after-sales service)

Engines & Marine Systems

• Diesel engines for marine applications in all performance classes from 450 kW to 87 MW • Diesel GenSets from 450 kW to 11,200 kW • Complete marine propulsion systems • Dual-fuel engines With a market share of over 80%, MAN Diesel & Turbo is the world market leader for large-bore two-stroke diesel engines. Covering a performance range of 2 to 87 MW, these low-speed engines are developed at the company’s facility in Copenhagen, Denmark, for use as propulsion engines. Due to their size, these engines are manufactured by licensees in the immediate vicinity of dockyards. Most licence holders can be found in traditional shipbuilding nations such as Korea, Japan and increasingly China.

MAN Diesel & Turbo also offers a range of medium-speed, four-stroke engines that cover a performance range of 450 to 21,600 kW and can be operated with a number of liquid and/or gaseous fuels, e.g. dual-fuel engines. Mediumspeed engines are mainly used to propel virtually any type of merchant vessel, but are also used in passenger ships and ferries, naval and special vessels, such as offshore vessels.

The company also provides exhaust gas turbochargers for these engines which recover energy from the exhaust gas, thereby boosting

• Axial/radial compressors, gear-type compressors, isothermal and screw compressors • Up to final pressure levels of 1000 bar and v lume flows of up to 1.5 mill. m³/hour • Gas turbines up to 50 MW, steam turbines up to 150 MW • Complete compressor trains including drive/ auxiliary assemblies, e.g. for the oil and gas industry, process industry and for power generation.

MAN Diesel & Turbo has one of the most comprehensive ranges of turbomachinery (compressors, steam and gas turbines) anywhere in the world for use in various sectors and (large-scale) industrial applications. Customers in the oil and gas industry usually use compressors to generate pressure, e.g. for pipelines transporting natural gas or to increase the yield of oil wells. Base products such as ammonia, methanol and terephthalic acid are produced in the base material and process industry, where compressor trains are primarily used to generate the process pressure required. Other central areas of use are refinery processes and the production of synthetic fuels and industrial gases, where compressors perform the task of air separation.

The company’s gas and steam turbines are either used to propel compressors or to drive a generator to produce electric power, for example in solar thermal, biomass and combined heat and power plants.

plant’s efficiency levels.

The MAN Diesel & Turbo range for stationary power generation covers two- and four-stroke engines with an individual output of up to 80,000 kW. As well as supplying individual components, MAN Diesel & Turbo also offers power plants as complete solutions. If necessary, the company can also maintain or operate the plant.

MAN PrimeServ (after-sales service)

• Global spare parts provision and repair with own crew, maintenance and diagnosis of machines and engines • Conversions, status assessment, performance adjustments, machinery relocation • Training for customers and operators in MAN’s own academies Under the MAN PrimeServ brand name, the company offers a comprehensive OEM service for machines and engines. Alongside the global supply of spare parts, this also includes online product monitoring and maintenance, training

Power Plants

• Two- and four-stroke engines from 450 kW to 80 MW • Excellent fuel flexibility: heavy fuel oil, diesel, bio-fuel and gas • Combined heat and power plants In the stationary sector, the company’s engines are used for power generation in large diesel power plants and for emergency power supplies.

Products for this sector range from emergency power generators to complete diesel power plant solutions with a total output of up to 400 MW. Thanks to their high thermal efficiency, compared with other engines, diesel engines ensure the optimum conversion of primary energy into electrical energy. The waste heat produced by the engines can also be put to optimum use by steam turbines, further enhancing the power

for customers and operating staff in PrimeServ’s own academies, a multitude of consultancy services and individually tailored maintenance and servicing agreements.

After the sale and once the products have been supplied, MAN PrimeServ offers a wide range of services to ensure optimum machine and engine availability for the customer and helps to deliver efficient, environmentally sound and low-resource operation throughout the entire service life. The use of trained service staff and a global network of service workshops allow the MAN Diesel & Turbo service to deliver a high speed of response and to guarantee high quality standards.

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Article

Owners still ready for LNG as Fuel Text: Patrick Janssens, Vice-President, Global Gas Solutions, ABS The recent fall in the oil price and its knock on effect to fuel oil has prompted some industry observers to remark that the prospects for growth in the use of LNG as fuel might also be in decline.

The oil price fall might bring some temporary relief to owners who are simultaneously suffering from pressure on freight rates and high operating costs but it is not a signal that alternative fuels are about to fall out of fashion.

The belief that a lower oil price might dampen interest in LNG as fuel overlooks the main reason for shipowner interest: the need to comply with environmental regulations.

Owners preferring to stay with conventional fuel must still source traditionally more expensive distillate fuel for SECA compliance. They may also specify a scrubber for SOx compliance but they will need to find a way to comply with Tier III NOx limits, which sulphur scrubbers by themselves cannot deliver.

Whether the oil price stays low for months or years is hard to predict but it should also be remembered that a fall in the oil price also means a corresponding fall in natural gas prices. This may have positive impact in markets such as Asia where gas prices have been higher than in Europe

ABS has an existing set of rules in its Gas Fuelled Ships Guide and has recently published an LNG Fuel Ready Vessel Guide which defines much more specifically the different levels that can make ships LNG ready. is a topic that has been the subject of a great deal of discussion but owners who want to say ‘I am LNG Ready’ still need a clear definition in terms of class approvals.

ABS has been conducting ad hoc Approvals in Principal for LNG Ready ships for some years. In these cases, the shipowner will define the level of preparedness to be achieved, but each project is different and there has been no consistency between the resulting definitions of LNG Ready and the requirements the owner must satisfy for different degrees of readiness.

ABS has an existing set of rules in its Gas Fuelled Ships Guide and has recently published an LNG Fuel Ready Vessel Guide which defines much

ABS is already providing classification services for newbuildings that will use LNG as fuel and the level of interest around LNG Ready vessels can only continue to grow as the number of ships affected by regulation increases. more specifically the different levels that can make ships LNG ready.

The basic level is the conceptual review which looks at overall arrangement and includes defined layouts for equipment, fuel tank and bunkering and includes a safety risk assessment.

The second level is a general design review, the main aim of which is to

or the US, spurring rather than stalling adoption.

make sure that when an owner takes delivery they will have a conversion

LNG as fuel remains an opportunity to be embraced. Indeed, there can hardly be a shipowner considering newbuilding orders who has not at least considered LNG as fuel in their deliberations.

This means that should they decide to convert in future they are able to

LNG as fuel remains an opportunity to be embraced. Indeed, there can hardly be a shipowner considering newbuilding orders who has not at least considered LNG as fuel in their deliberations.

Some may decide to do nothing – that is a decision in itself and some are evaluating at what stage in the future they might adopt LNG and for them it is more a question of when than if.

ABS is already providing classification services to newbuilding projects using LNG as fuel and is increasingly helping owners understand what ‘LNG Ready’ means for them as environmental regulations continue to evolve.

At this point it is worth considering what LNG Ready actually means. This

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design package that is approved by their class society. approach a conversion yard with an approved package. This also reduces the potential headache for the owner since their technical staff and superintendents are unlikely to be gas experts, but can use the class approval as a basis for the conversion.

The third level applies when an owner decides to install some of the equipment and includes a class notation for those elements – typically fuel tank foundations, the fuel tank itself or piping systems. Approval in this case includes a detailed design review so that when an owner decides to convert the ship will require an additional survey rather than fresh approval.

ABS is already providing classification services for newbuildings that will use LNG as fuel and the level of interest around LNG Ready vessels can only continue to grow as the number of ships affected by regulation increases. Shipowners are increasingly recognising that classification societies have the specialist knowledge to support them as they evaluate what LNG Ready means and how to prepare for that future.

Interview

ECOMARINESYNERGY: Συνεταιρισμός παροχής υπηρεσιών στην Πράσινη Ναυτιλία

Στο πλαίσιο των εξελίξεων που αναμένονται λόγω των επερχόμενων περιβαλλοντικών κανονισμών οι ακόλουθες εταιρείες, με την υποστήριξη τεσσάρων νηογνωμόνων συμφώνησε την σύσταση του Αστικού Συνεταιρισμού Περιορισμένης Ευθύνης με την επωνυμία «Hellenic Eco Marine Synergy, Coop Ltd» (Συν.Π.Ε.), διακριτικό τίτλο ECOMARINESYNERGY και σήμα ECOMASYN. Αρχικά μέλη του Συνεταιρισμού αποτελούν αλφαβητικά οι εταιρείες ALPHA MARINE, ARCO, COMMONLΑWGIC, DL AUTOMATION, ΗΛΕΚΤΡΟΠΝΕΥΜΑΤΙΚΗ, FARAD, ΣΤ. ΚΑΣΙΔΙΑΡΗΣ ΑΕ, KEK ΑΠΟΨΗ, Π. ΚΟΚΚΙΝΗΣ ΕΠΕ, ΑΘ. ΚΟΠΟΥΚΗΣ - Σ.Τ.Ε.Π. ΑΕ, ΛΑΖΑΡΗΣ Ι. & ΣΙΑ ΕΠΕ, MARTECHNIC NAVIGATION LTD, MAΡΙΤΑ ΕΛΛΑΣ, ΝΑΥΣΟΛΠ, ΝΕΑ ΕΛΛΗΝΙΚΑ ΝΑΥΠΗΓΕΙΑ, OCEANKING, SGL ENGINEERING, SQE MARINE (HELLAS), TEΧΝΑΒΑ και XΑΛΑΡΗΣ Γ. ΕΠΕ. Υποστηρικτές κι αρωγοί της πρωτοβουλίας εμφανίστηκαν οι BUREAU VERITAS, ΔΙΕΘΝΕΣ ΓΡΑΦΕΙΟ ΕΠΙΘΕΩΡΗΣΕΩΝ ΠΛΟΙΩΝ (INSB), ΕΛΛΗΝΙΚΟΣ ΝΗΟΓΝΩΜΩΝ, και RINA HELLAS. Η αρχική εξωστρεφής στόχευση του συνεταιρισμού εστιάζει στους εξής τομείς: i. Παροχή ολοκληρωμένων λύσεων σε Διαχειρίστριες Ναυτιλιακές Εταιρείες που εδρεύουν στην Ελλάδα ii. Παροχή ολοκληρωμένων λύσεων σε Διαχειρίστριες Ναυτιλιακές Εταιρείες που εδρεύουν εκτός Ελλάδας και η προσέλκυσή τους στην Ελληνική Αγορά iii. Συμμετοχή σε διεθνή, Ευρωπαϊκά ή εθνικά αναπτυξιακά προγράμματα σε συνεργασία με τους άμεσα ενδιαφερόμενους για την εγκατάσταση τέτοιων συστημάτων. Ο συνεταιρισμός έχει επίσης σκοπό όχι μόνο να συνδέσει επιχειρήσεις, προμηθευτές, παρόχους υπηρεσιών, θεσμικούς φορείς, πανεπιστήμια, επαγγελματικές ενώσεις κ.λπ. αλλά και να συνδράμει στη βελτίωση της εξωστρέφειας της Ελληνικής ναυπηγοεπισκευής αλλά και της Ελληνικής Ναυπηγικής Βιομηχανίας γενικότερα.

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Interview with Spyridon

Zolotas* We see LNG the solution for the future Please describe the importance of the infrastructure (bunkering), which will enable the growing wave of LNG new builds and conversions to operate properly.

It is well recognized that Shipowners have been reluctant to commit to LNG fuel with no supply infrastructure in place and bunker supply firms, ports and terminals are reluctant to invest in infrastructure until they see proven demand. No one wants to make the first investment not knowing whether others will follow. It’s difficult to decide to invest many millions in a bunkering tanker when the first question is, what is my market. The market will be developed, but when? And when will LNG be convenient from a technical and economical point of view? At this moment, with the fuel price dropping down, the importance of the financial issue both for the investment in LNG infrastructure and for LNG new building or LNG retrofitting of existing vessels is an additional problem to be carefully considered.

What might the risks be of not considering LNG especially for sensitive ecosystems?

On the other end LNG is an answer to reduce the impact of pollutant such as NOx and SOx in the environment, pollutant that have been recognized at international level as responsible of eutrophication, acid rains and health problems. In additon the particulate resulting from the combustion of marine fuel oil may damage especially sensitive ecosystems: Black Carbon • not healthy for human being • directly absorb energy when suspended in the atmosphere • cause ice and snow melting when deposited Research studies show that black carbon plays a role second only to carbon dioxide in climate change. LNG minimize the emission of black carbon too.

How a decision to build an LNG vessel affects the second hand values of the ship in the future?

Being the infrastructure not fully available all over the world, this problem is to be considered for long term analysis, in the near future LNG vessels will be dedicated to routes where LNG bunkering facilities will be available.

The crucial role of a classification society in LNG projects.

Every time a new rule is developed by the legislator, the R.O. role becomes crucial to ensure a safe, correct and in line with the rule / law philosophy application of the relevant principles and requirements. Such principles and requirements are to be declined in the details of the various technique the industry propose to be compliant, ensuring uniform interpretation and application too.

Is there any hesitation of many shipowners and charterers to move toward LNG-fuelled propulsion for new builds?

As already pointed out in 1, we feel that the financial issues and the logistic issues are causing hesitation of many shipowners and charterers to move toward LNG-fuelled propulsion for new builds A comparison between Lng and Scrubbers.

We see LNG the solution for the future, while the scrubber could be the solution for the next years: many owners are going to retrofit their vessels installing scrubbers; very few have made the choice to retrofit an existing ship to LNG. An important parameter for the decision to proceed to such retrofits would be mainly the amount of time that a vessel is operating in ECA areas and of course such an investment depends on the residual life and value of the vessel under concern. An extension of ECA areas will change more dramatically the scene while Europe and the Mediterranean could be crucial areas where retrofits will be considered and all involved stakeholders need to be prepared on time.

*Spyridon Zolotas is RINA area manager Greece & Cyprus

Article

More to scrubber pumps than meets the eye Text: Ove Mårtensson, Managing Director, DESMI Norge AS Operating an onboard

The scrubber pump’s key task – to move liquid from one place to another

chemical processing

– is the same as for other pumps on board a vessel. But removing sulphur

plant – a scrubber – isn’t

from exhaust gas involves high temperatures and varying PH levels. Faced

exactly business as usual

with such properties, an ordinary seawater or freshwater pump wouldn’t

for most shipowners. One

make it to the first scheduled servicing date. Instead, its surfaces are likely to

component, in particular,

be eaten away in a matter of weeks.

needs to be carefully se-

“For many marine pump manufacturers, making the transition to supply

lected to ensure safe and

pumps for a chemical processing system in a marine environment will pres-

efficient sulphur removal.

ent significant difficulties and steep learning curves,” says Ove Mårtensson.

The time is now Shipowners are having to move fast to change fuel type to distillate fuel

“And shipowners should be careful not to join their suppliers on the learning journey.”

Scrubber-grade pumps

His company has launched a new range of pumps designed to handle every-

or LNG, or to install the

thing a chemical process of this nature can throw at them. Called the DESMI

exhaust gas cleaning

NSL Super Duplex, the pumps are the result of some three years of intensive

systems (EGC systems)

research and development – yet they are based on a platform highly familiar

known as scrubbers.

to DESMI’s turnkey supplier customers.

They’re reacting to new sulphur emission legislation set to come into force

DESMI’s scrubber pump range uses “super duplex” steel – a duplex stain-

in designated sea areas generally known as Emission Control Areas (ECAs)

less steel with a Pitting Resistance Equivalent Number (PREN) greater than

on 1 January 2015. And later, in 2020 or 2025 (pending an IMO decision), a

40. Super duplex grades typically contain 25 percent or more chromium,

global 0.5 percent cap on such emissions may be introduced.

which makes them highly resistant to harsh chemical treatment. Given the

Scrubbers, it seems, are likely to pay back on their upfront investments

high temperatures, high pressure (7-8 bars) and acidity of scrubbing, using

within two to three years. So, while the capital costs are still an important

a cheaper, less capable material could have major consequences. At worst,

issue for shipowners, more and more focus is being directed toward a crucial

shipowners could be faced with a leaking system that endangers the health

difference between exhaust gas scrubbing and other onboard systems.

of engine room crew.

Namely, that it’s a chemical process. And that’s a difference that demands

Why does DESMI think its scrubber pump solutions may be able to handle

far more of one particular component used in a variety of ordinary marine

the demands of scrubbing better than most? It turns out that the company

contexts: the humble pump. In fact, a growing number of industry voices are

knows a lot about chemical processes both as a marine supplier and as a

predicting surprises in store for those who think that, well, a pump’s just a

long-term supplier to process industries. During the past thirty years, for

pump, isn’t it?

example, DESMI has developed and supplied pump solutions for chemical,

Mind shift

petrochemical and other land-based process industries.

“Marine pump suppliers that haven’t built up sufficient experience in other

Scrubber systems are chemical processes implemented in engine rooms to

chemical-processing applications have a lot of catching up to do,” says Ove

clean out excess gas, reducing sulphur content in emissions. With recent

Mårtensson. “We’re talking about pumps produced using exotic materials

industry estimates putting the number of vessels that will be fitted with this

and operating with aggressive liquids. While for processing system suppliers

machinery at around 15,000 by 2020, marine pump manufacturers all around

it’s all proven technology, there are a lot more factors to consider and cal-

the world are scrambling to have their equipment included in the scrubber

culate than with ordinary marine pumps. And, because of the overall impact

solutions specified by shipyards and turnkey suppliers.

on ship operation, arriving at the right solution requires a close partnership

One of the experts concerned about marine pump manufacturers planning

between the pump manufacturer and the turnkey process supplier.”

to adapt their products for use in scrubbers is Ove Mårtensson, managing director of leading pump manufacturer DESMI’s Norwegian subsidiary. In his estimation, most people don’t realize how new and different it is to have a chemical process running on board.

“This is something entirely new for the vast majority of shipowners,” he says.

“Removing sulphur from exhaust gas is a chemical process that demands a lot more than just installing the usual type of pump and forgetting all about it. It takes knowhow, experience and the right component quality to design scrubber pumps that will go the distance.”

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Focus on energy efficiency

In the scrubbing game, it’s not all about durability, safety or compliancy.

There’s another, just as vital purchasing parameter: pump efficiency – which is directly linked to the vessel’s fuel consumption. Basically, the idea is to use as little power as possible for the scrubbing process, because every kilowatt of power used contributes to greater consumption. Depending on the size of vessel, a scrubber may use between 600 and 1500 kilowatts of power per hour. So specifying a high- performance pump that can reduce energy

Article

consumption by as much as ten percent is well worth the small extra investment.

Due to the integration of the scrubber in the funnel, the scrubber pump is often operated at a relatively high pressure, and, on top of that, with a large capacity.

Undaunted by these challenges, and unwilling to compromise on energy consumption, DESMI’s new scrubber pumps have been engineered to match the operating points, delivering pump efficiencies as high as 85 percent!

First-mover advantage

DESMI’s scrubber-class products are already finding favour in the industry

Full speed ahead as ClassNK grants type approval to Niigata’s dual-fuel engine

among leading global turnkey EGCS suppliers, with the first pumps proving their worth in cruise line trials as early as 2012. Such companies are the suppliers of choice for scrubber systems that incorporate all the elements of a successful solution. Their products typically incorporate years of experience in the processing industry and deep knowhow about, for example, operational aspects. DESMI’s products figure widely in these solutions, optimizing efficiency and minimising risk and maintenance costs both for shipowners and the turnkey suppliers that serve them.

“Shipowners are contacting turnkey suppliers and asking for systems that are highly energy-efficient,” says Ove Mårtensson. “So when we’re working with these suppliers, we are continually challenged to achieve the highest efficiency – and our ability to do this is one of the reasons we are most often selected for turnkey solutions.”

No surprises

DESMI’s scrubber pumps have other advantages, too. The Super Duplex series is based on the same design platform as the rest of the company’s DESMI NSL pumps, ensuring the same mechanical performance and compact space requirements as this well-reputed family of products, and living up to the same mechanical warranties. Maintenance is every bit as easy as with the NSL pumps, too.

DESMI’s turnkey supplier customers, therefore, don’t need to incorporate many changes into their designs, or invest in extensive retooling and training. As an added benefit, the new series of pumps is lighter, thanks to the use of premium materials.

Leading classification society ClassNK (Chairman and President: Noboru Ueda) granted type approval in near record time to the new 28AHX-DF dual-fuel engine built by Niigata Power Systems Co., Ltd. Whilst the adoption of emerging maritime technologies can prove challenging due in part to the time required to gain approval, ClassNK’s streamlined approval process has allowed it to complete the design approval, trial operational testing, and the overhaul inspection of the 28AHX-DF in just a couple of months before granting type approval on 24 December. General Manager of ClassNK’s Machinery Department Mr. Yukihisa Shibata said: “At ClassNK we aim to promote the use of innovative technologies for the benefit of the greater maritime industry. Our highly efficient approval process minimizes the time necessary for new products to gain approval, making it easier for ship manufacturers to implement new technologies into ship designs as soon as they emerge.” Operating on both diesel fuel and LNG, the engine will not only help mitigate environmental loads but will also assist shipowners and operators in meeting the stringent IMO Tier III NOx regulations in Emissions Control Areas (ECA), which are set to go into effect on or after 1 January 2016, by reducing NOx emissions by more than 75% from the current Tier II regulations. The engine has a maximum rated power per cylinder of 320kW with a maximum rated speed of 800 min-1, a cylinder bore of 280mm and a 390mm stroke.

“Our customers know the NSL flagship series well, so for scrubber systems we have taken our best marine pumps and upgraded them to become chemical process pumps,” says Ove Mårtensson. “This is key to being able to deliver the same warranties and other benefits our customers are used to.”

Green ship strategy

DESMI was one of the first companies to work with Denmark’s Green Ship of the Future initiative, whose vision is to reduce emissions by developing environmentally friendly and energy-efficient technologies. The company’s move into scrubber pumps is, therefore, a natural step in an overall strategy that also includes, for example, ballast water treatment systems (BTWS) and Energy Saving Systems (ESS) such as DESMI OptiSave. It is also a contributor to regulatory discussions around energy and environmental topic areas.

Underlying DESMI’s scrubber pump offering is a concept the company calls “One Global Service & Logistics”, comprising a global service team and worldwide infrastructure covering everything from on-site or online/phone support to customised service programmes.

“With thousands of DESMI pumps at work on the seven seas, we are always able to access our global parts database, sending spare parts or complete pumps 24/7/365,” says Ove Mårtensson.

With its strategic focus, worldwide service organisation, and the knowhow and technologies built by the company over the years, shipowners can rest assured that turnkey scrubber solutions incorporating DESMI pumps put their vessels, crews and operational efficiency in safe hands.

MARCH 2015 NAFS

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Market News

Sovcomflot’s new LNG carrier is named SCF Melampus Russia’s largest shipping company is continuing to develop its potential in the LNG transportation segment, by entering into a new long-term agreement with Royal Dutch Shell.

On 16 December a naming ceremony was held for the LNG carrier SCF Melampus, the third tanker in a series of state-of-the-art vessels to be built under a partnership agreement between Sovcomflot and the shipyard STX Offshore & Shipbuilding.

The first two tankers of the series, Velikiy Novgorod and Pskov, have already been put into operation on long-term contracts with Gazprom, with the design of SCF Melampus a continuation of this project.

These ships have been constructed to adhere to all requirements of the charterer on ecological safety and energy effectiveness. Atlanticmax LNG carriers have a load capacity of 170,200 cubic metres and are equipped with triple-fuel diesel electric power generation systems.

The ships have the enforced ice class ‘Ice2’ and are designed to operate at low temperatures and in harsh climatic conditions. LNG carriers of this type are able to transport gas from the majority of existing export terminals. Sovcomflot will receive the fourth LNG carrier in the series, SCF Mitre, in the second quarter of 2015.

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USMRC, ClassNK to team together on LNG, Offshore, Cybersecurity and other R&D projects The United States Maritime Resource Center (USMRC) in Middletown, Rhode Island and ClassNK, a leading ship classification society based in Tokyo, Japan, are pleased to announce the signing of a Memorandum of Understanding (MOU) laying out a framework for future technical cooperation to carry out joint research and development activities for the maritime industry.

This will mark the first time a major ship classification society has teamed with a prominent marine operations simulation center engaged in specialized training and research in North America.

“Our goal is to support the safety of ships from not only from the technological point of view, but also the human factor perspective. The need for qualified seafarers who are familiar with the latest maritime technology is essential for the sustainable development of the shipping industry,” said ClassNK Executive Vice President Koichi Fujiwara. “USMRC not only has the specialized knowledge to address these issues, but also has rich experience in maritime training. I am sure that this collaboration will greatly contribute to the future maritime education and training in the world.”

Added USMRC President Brian Holden: “We are truly honored and enthusiastic about working alongside such an innovative and highly respected ship classification society. ClassNK shares our goal of engaging in activities that focus on the safety of mariners; ships and their cargoes; and protection of the marine environment.”

The initial joint project will focus on the development of practical LNG bunkering simulation tools to further enhance USMRC’s existing niche portfolio of LNG bunkering training programs. This type of training, augmented with high fidelity simulations, better prepares mariners and shore-based personnel to safely handle LNG as a marine fuel.

“We were the first to offer LNG bunkering safety training in the United States,” said Holden. “The signing of this MOU will allow us to take another leap forward in this area by developing practical, hands-on LNG bunkering simulation tools to make this training even better.”

As a recognized expert and industry leader in developing national and international training standards for LNG bunkering operations and employing simulation to improve the development of maritime human capital, USMRC’s role will be to oversee the execution of the project.

The MOU also calls for USMRC and ClassNK to work together to offer Dynamic Positioning and other critical training capabilities to meet the needs of the offshore energy sector. ClassNK also has agreed to support USMRC’s technical research and other activities related to maritime cybersecurity – an emerging and significant risk to maritime safety.

The image shows.ClassNK Executive Vice President Mr. Koichi Fujiwara on the left and Mr. Brian T. Holden, president of USMRC on the right.

Safe a n Efficie d n Sulph t u Remo r val

Scrubber Pumps Vertical In-line Centrifugal Pumps in Stainless Steel The DESMI NSL Stainless Steel pump meets the special marine and industrial market requirements for:

Aggressive fluids Rigid design High efficiency Low NPSH values Easy installation/service

Contact our local representative in Greece for more information:

PROVEN TECHNOLOGY www.desmi.com

Intra Mare Hellas 4, Skouze Str. 185 36 Piraeus Greece Phone: +30 210 429 3843 Fax: +30 210 429 3845 E-mail: project@intramare.gr

www.desmi.com

Market News

Four new LNG carriers to feature Wärtsilä’s LNG reliquefaction and gas handling systems Caption: The Wärtsilä reliquefaction plant will reliquefy 70% of the boil-off gas from the ships’ LNG cargo and return it to the cargo tanks, while the balance is fed by the gas handling system to the engines for propulsion purposes.

A series of four LNG carriers being built by the Hudong-Zhongua Shipbuilding yard in China will feature Wärtsilä LNG reliquefaction plants and gas handling systems. The ships are owned by Bermuda based Teekay Corporation, China LNG Shipping (CLNG), CNOOC Energy Technology Co of China, and BW Gas of Norway. The contracts with Wärtsilä were issued by Hudong-Zhonghua Shipbuilding and were signed during the fourth quarter.

The award of these contracts is a significant breakthrough into the Chinese market for Wärtsilä LNG reliquefaction plants and gas handling systems for LNG carriers, while at the same time emphasising the company’s position as the market leader in supplying these solutions.

The Wärtsilä solutions will provide the owners with both economic and technical benefits. The reliquefaction plant will reliquefy 70% of the boil-off gas from the ships’ LNG cargo and return it to the cargo tanks, while the balance is

fed by the gas handling system to the engines for propulsion purposes. The system is prefabricated in skid modules for easy onboard installation and hook-up.

It can be stopped when the cargo pumps are in operation, thereby reducing the need for extra generator capacity. No extra personnel are required for operation and maintenance.

Wärtsilä is the market leader in

cargo handling technology for LNG carriers and has an extensive reference base with 35 systems already in operation, and a total of eight new systems to be delivered to customers in China, South Korea and Japan. Wärtsilä is also the only company able to offer solutions throughout the entire gas handling chain and to cater for all types of carriers, from the smallest size LPG carriers for coastal

transport to the largest LNG carriers. The company’s solutions cover everything from loading the gas at the terminal to keeping it safe during freight and unloading it at the final destination. Wärtsilä’s products all comply with the IMO’s recommendations and regulations.

For both the LNG reliquefaction plant and gas handling system, Wärtsilä will provide engineering support, system responsibility and associated process guarantees.

“Wärtsilä was selected because we were able to offer the best technical solution with the lowest capital and operational expenditures. Our in-house know-how and experience is unmatched in the industry, which is why the leading gas carrying operators consistently opt for Wärtsilä’s state-of-the-art solutions,” says Mr Timo Koponen, Vice President, Flow and Gas Solutions, Wärtsilä Ship Power.

The first of the 174,000 m3 LNG carriers is scheduled for delivery in September 2017, with two to follow in 2018 and the last ship in January 2019.

Wärtsilä to supply integrated propulsion solution for 3 new gas fuelled tugs

Three large new escort tugs contracted by Norwegian operator Østensjø Rederi, will feature Wärtsilä dual-fuel (DF) engines

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integrated with a customized gas storage and supply system also supplied by Wärtsilä. The tugs will operate primarily on LNG (Lique-

fied Natural Gas) but the Wärtsilä DF engines provide the flexibility to select the most suitable fuel according to availability, price and local environmental restrictions. The contract for the Wärtsilä solution was signed in December 2014. The design of the tugs has been carried out by the designer Robert Allan Ltd in Canada, in close cooperation with Østensjø Rederi.

The overall LNG system, which incorporates Wärtsilä’s unique LNGPac fuel system, a fully integrated gas handling system, and the

Wärtsilä Gas Valve Unit (GVU), has been specially designed by Wärtsilä to accommodate the need for a compact solution. The tugs will be powered by 6-cylinder Wärtsilä 34DF dual-fuel engines.

The Wärtsilä equipment will be delivered during the first half of 2016.

Caption: The new escort tugs contracted by Østensjø Rederi will feature a Wärtsilä solution including dual-fuel engines integrated with a customized gas storage and supply system. Image Robert Allan Ltd.ls.

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Market News

World First 172,000cbm LNG Carrier Built by CSSC Named

Class approvals and continued demand for the

In January 8th, the naming ceremony of world first 172,000cbm LNG carrier of membrane type built by Hudong-Zhonghua Shipbuilding (Group) Co., Ltd. under CSSC was held in Shanghai Changxing Island.

Alfa Laval saw steady growth in exhaust gas cleaning in 2014. As the start of enforcement in Emission Control Areas (ECAs) now begins, the company has shown its ability to deliver class-approved systems and is prepared for an even higher order intake in 2015.

Alfa Laval PureSOx is a front-runner among marine SOx scrubber systems, which allow the continued use of HFO while meeting the emission limits for operation in ECAs. Now in its second generation, the system has accumulated an order portfolio comprising over 1100 connected megawatts on roughly 65 vessels, including two full-scale pilot installations and the first orders in the US and Asia.

The ship is the first vessel of the four 172,000cbm LNG carriers of membrane type taking the twinengine and twin-screw design and equipped with reliquefaction system and built by CSSC for the joint ship-owner company established by MOL, China Shipping, SINOPEC and other related investors and will be leased to Exxon Mobil.

Spanish Maritime Cluster recognizes DNV GL’s Maritime Academy DNV GL’s Maritime Academy has been recognised for its training programme by the Spanish Maritime Cluster. DNV GL received the “Impulso a la Formación” award, in recognition of the Maritime Academy’s efforts in the Maritime Training Sector in Spain. The award is under the patronage of King Felipe VI and honours initiatives that improve training programmes and promote the development of new opportunities for professionals in the Spanish maritime sector. It also rewards projects that enable professionals to more easily move careers to a new maritime subsector.

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Alfa Laval PureSOx scrubber

“We are both pleased and proud to have received orders for 70 PureSOx systems,” says René Diks, Manager Marketing & Sales, Exhaust Gas Cleaning at Alfa Laval. “PureSOx 2.0 is building on that success. Shortly after its launch at SMM 2014 in Hamburg, we received orders for the second-generation system from Atlantic Container Line, Royal Caribbean Cruises Ltd. and Horizon Lines.”

Class approval for DFDS Petunia and Primula Seaways

Reinforcing the sales of PureSOx is the news that the system’s first class approvals have been granted. Having already won the Environmental Award at the Lloyd’s List Global Awards for its work with PureSOx, DFDS has now received approval from Lloyd’s Register for the DFDS Petunia and Primula Seaways. “By proving our ability as a scrubber supplier, approval confirms that customers can count on PureSOx for savings and compliance,” says Diks. “It shows that Alfa Laval has not only the technology, but also the knowledge in place to complete the class approval process.”

This competence is a vital factor, given that the scrubber approval process is anything but smooth. “Unfortunately there are various interpretations from class societies, and there will continue to be some uncertainty regarding pH limits for scrubber water discharge,” says Kate Schrøder Jensen, Development Engineer, Exhaust Gas Cleaning at Alfa Laval and a specialist in the legal issues. “IMO’s Pollution Prevention and Response subcommittee recently drafted an amendment to paragraph 10.1.2 (ii) in the scrubber guidelines, which would allow the use of calculation-based methodologies alongside measurements. Measurements have so far been the only practical method of getting open-loop seawater scrubbers approved, but they are not without problems. They need to be taken at full scrubber load based on maximum fuel-sulphur content, as well as while the vessel is ‘at rest in harbour’, which excludes ships that are directly shaft-driven. Our hope is that the MEPC will approve the text in May, as it will simplify the approvals of open-loop scrubbers.”

Development continues at new facilities

With class approvals in hand and a steady PureSOx order flow, Alfa Laval is confident in the future for scrubbers and continues to invest in the technology. Last year saw the inauguration of the Alfa Laval Test & Training Centre in Aalborg, Denmark, which has added considerable muscle to the company’s development abilities.

“We are continuously developing and enhancing PureSOx,” says Diks. “The Alfa Laval Test & Training Centre is a full-size engine room on land that gives us unique possibilities, not only to refine PureSOx, but also to explore its interaction with other technologies on board. We are currently preparing for the launch of an inline version of PureSOx during the course of 2015.”

Urgency for owners and operators

As work progresses at the Alfa Laval Test & Training Centre, the discussion of scrubber solutions on the market continues. “The arrival of 2015 marks a crucial moment for the marine industry,” says Diks. “Until now, the introduction of sulphur limits has been theoretical for most owners and operators. But with ECA enforcement in place, those who have installed scrubbers are now going to start seeing a real difference in their fuel bills.”

When that happens, Diks suspects, the growing demand for scrubbers will place even greater focus on supplier reliability. Latecomers may have difficulty securing shipyard slots, and they will need to be even more careful to choose a supplier whose deliveries are certain. “The countdown is at an end,” Diks says. “For those who want to retain the economy of heavy fuel oil, there is no doubt that the time to invest is now.”

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

The visionaries behind GMFT2030 can see the future of fuel demand, and share their vision with the rest of us.

Lloyd’s Register and University College London are proud to share our findings on the future marine fuel mix to 2030, so that today we can all negotiate a rapidly changing future.

Find out what we’ve discovered so far:

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

www.lr.org/gmft2030

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

Market News

ABB wins milestone contract with China’s leading LNG shipyard ABB will provide advanced electrical propulsion systems for four LNG carriers built by Hudong-Zhonghua Shipbuilding Group.

Clarkson Research Services Limited in the UK, an authoritative consultancy in the global shipbuilding industry, more than 80 LNG carriers will be needed annually in the world by 2022.

ABB, the leading power and automation technology group, announced that it will deliver advanced electrical propulsion systems for four LNG carriers under construction by HudongZhonghua Shipbuilding (Group) Co., Ltd. The LNG vessels are a joint venture between China National Offshore Oil Corporation (CNOOC), China LNG Shipping (Holdings) Limited (CLNG) and Teekay, and will operate under 20-year time-charter contracts with Methane Services Limited, a wholly-owned subsidiary of BG. LNG carriers are highly sophisticated in terms of technology and are specially designed to transport LNG at a low temperature of minus 162 degrees Celsius. They are regarded as the “super freezer cars of the sea” and “the pearl on the crown” in the world shipbuilding industry.

According to a research report released by

of China’s shipbuilding industry,” says Heikki Soljama, Managing Director for ABB’s Marine and Ports business.

Under the contract, ABB will provide the vessels with medium voltage generators, medium voltage switchboards, propulsion drives, propulsion transformers, propulsion motors and propulsion control systems, together with the installation and commissioning of the equipment and training. The state-of-the-art electrical propulsion system offered by ABB delivers both environmental and cost benefits from lower fuel consumption. It also reduces emissions while it improves the maneuverability of the vessels.

For the marine industry, ABB’s extensive product portfolio also includes electrical control systems for the LNG liquefaction process, waste heat recovery systems for container ships, turbochargers for marine diesel and gas engines and services to optimize asset performance, such as remote diagnostics to ensure highest possible level of uptime. With a complete value chain of R&D, manufacturing, sales and engineering services, ABB is contributing to the development of the modern shipbuilding industry in China.

“China has developed into one of the leading shipbuilders in the world through a high level of competence in the design and building of LNG vessels. As a leading supplier of electrical systems for the marine industry, ABB continues to deepen cooperation with customers like Hudong-Zhonghua Shipbuilder and utilize our rich industrial experience and technical expertise to support the further development

ABB has extensive experience across the LNG supply chain, providing complete power and automation solutions to ensure safe, environmentally friendly and profitable LNG operations. The company delivers projects to the entire LNG value chain, from gas production to regasification and distribution. It also provides services that extend the lifetime of assets in the LNG value chain.

Largest LNG-powered ferry will feature flexible MacGregor RoRo cargo access package

MacGregor, part of Cargotec, has received a contract from German shipbuilder FlensburgerSchiffbau-Gesellschaft (FSG) for a comprehensive RoRo cargo access equipment package.

It is destined for an LNG-powered RoRo ferry that will be constructed at the yard for the Australian owner, SeaRoad; an option remains for

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one more vessel package.

At 181m, it will be the largest RoRo ferry with LNG propulsion and the first vessel of this type built by FSG. Delivery is scheduled for the third quarter of 2016. The ferry will serve SeaRoad’s planned new regular liner service across the Bass Strait between Melbourne on the Australian mainland and Devonport on the Australian island of Tasmania.

“Conditions are notoriously rough on the Bass Strait, which puts equipment reliability high on the agenda,” says Göran Hugon, Sales Manager, RoRo Equipment at MacGregor. “Over the years, MacGregor has enjoyed a long and successful relationship with FSG and we won

the contract because the yard is pleased with the reliability and performance of previous MacGregor deliveries.”

FSG says that the vessel will boast a particularly flexible cargo carrying capability and is able to accommodate containers, including reefer units, trailers, cars and hazardous cargo as well as livestock.

MacGregor’s scope of supply of tailor-made RoRo equipment includes two stern ramps/ doors, one ramp cover, one access ramp and two pilot/bunker doors, along with installation services. Equipment delivery is scheduled for the fourth quarter of 2015.

Photo: Courtesy of Flensburger SchiffbauGesellschaft

Market News

Total Lubmarine:

ECAs and lubes

Whilst much of the focus has been on the challenges of choosing and switching fuels to meet stricter ECA requirements, marine lube supplier Total Lubmarine looks at the impact so far of low sulphur fuels on engines and argues that the more flexible lubricants of the future are not far off.

45 days into Europe’s new 0.1% sulphur cap regime and it seems that for the majority of ship operators the transition has been relatively smooth. It is of course far too early to have a true global picture, but the right fuels have generally been available where needed and fuel changeover procedures have been followed correctly by crews. Loss of power incidents due to fuel problems have not spiked and distillate has been available in major hubs. However, whilst most of the debate has focused on whether or not to invest in scrubbers, move to LNG, run on distillate or indeed other alternative fuels, the implications for the health of the engines themselves has perhaps featured less prominently in industry discussions.

According to Nikolas Kotakis, Total Lubmarine’s Technical Manager responsible for Greece, Italy, Turkey, Bulgaria and Romania, explaining the implications of regulatory change to owners has been an important part of his team’s remit.

“Over the past 12 months we’ve had a busy time explaining not only the implications of ECAs, but also the USA’s VGPs and the OEMs’ recommendations for new vessel types.”

He notes that most owners have found it hard to keep up with all the changes and that Total Lubmarine has “needed to step up to explain the changes.”

To date the majority of vessel operators have chosen to meet the stricter ECA requirements by purchasing low sulphur distillate. However, the drop from 1% to 0.1% sulphur is extremely challenging from an engine lubrication point of view. Engines powered by fuel with a 3.5% sulphur content that switched to 1% sulphur content fuel were able to manage on the same lubricant without causing immediate engine damage. However, the drop to a 0.1% sulphur content fuel necessitates an immediate change of lubricant to ensure no long term damage.

To date the majority of vessel operators have chosen to meet the stricter ECA requirements by purchasing low sulphur distillate. However, the drop from 1% to 0.1% sulphur is extremely challenging from an engine lubrication point of view. Engines powered by fuel with a 3.5% sulphur content that switched to 1% sulphur content fuel were able to manage on the same lubricant without causing immediate engine damage. However, the drop to a 0.1% sulphur content fuel necessitates an immediate change of lubricant to ensure no long term damage.

Cylinder lubricants in two stroke engines are designed to not only achieve good lubrication and internal cleanliness but also to neutralise a build-up of corrosive sulphuric acid. High spec, low-speed eco engines are particularly susceptible to cold corrosion issues and therefore need careful management. The newest engine designs create a higher pressure in

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the combustion chamber. This pressure increase, together with a longer operating time at low load, leads to increased water and acid condensation on the cylinder walls, which in turn leads to cold corrosion. The costly phenomenon causes excessive wear and tear on vessel cylinder liners, which can cost up to $150,000 to replace.

However, the biggest headache for marine engineers is the business of dealing with three grades of lubricants on vessels that generally only have two lube tanks. This is where Total Lubmarine with a network of expert engineers both in Greece and worldwide has been able to advise on practical solutions.

In fact it is when a vessel leaves an ECA and switches over from a low to high sulphur fuel that the potential for the worst engine damage occurs.

The low base number lubricants designed for 0.1% sulphur fuel simply do not have the alkalinity to protect an engine from the high levels of acidity in the higher sulphur fuels. A change of lubricant when switching from high to low sulphur fuel is also important to prevent calcium carbonate build-up and deposits on piston sections.

In September 2014 Lubmarine introduced TALUSIA LS 25, a low alkaline lubricant specifically designed for slow speed two stroke engines running distillate fuels with 0.1% sulphur content. TALUSIA LS 25 is an innovative solution for ship operators looking for a reliable lubricant specifically designed to meet the challenging requirements of running engines, including the latest generation of crosshead two stroke engines, on distillate fuel.

TALUSIA LS 25 is able to protect engines by offering excellent cleanliness thanks to its low-ash chemistry.

This low alkaline lubricant was the latest addition to the Lubmarine family of lubes suitable for low sulphur residual fuels. TALUSIA LS 40 is a higher alkaline solution, whilst the single oil concept TALUSIA Universal is suitable for residual fuels with sulphur contents ranging between 0.5 and 3.5%. For modern engines affected by cold corrosion, TALUSIA Universal 100 provides exceptional neutralisation efficiency thus reducing the risk of severe wear.

The biggest challenge has been in ensuring that the new grades have been available in time to meet the surge in demand. Lubmarine, which has a huge network and presence in over 1000 ports, has been able to ensure that the right grades have been available in the right places: not just the top dozen hubs, but now already in 40 plus ports.

These new grades of lubes have been launched against a backdrop of a lower oil price leaving some to ask why there has not been a corresponding drop in lubricant price. However, the link between base oil price and lube price is more complicated, even a low BN product which is not simply a down treated version of an existing range, but a rebalanced product with added detergency to ensure cleanliness. Lubricants are not just a by-product of crude, but a sophisticated product developed and blended in hi-tech facilities around the world.

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The actual mechanics of changing a lube are relatively simply and not time-consuming, but they are another point of stress for crew at a critical point in a voyage. ECAs are busy areas, full of vessels in packed shipping lanes. Any loss of propulsion, even if only briefly, could have fatal consequences.

However, the biggest headache for marine engineers is the business of dealing with three grades of lubricants on vessels that generally only have two lube tanks. This is where Total Lubmarine with a network of expert engineers both in Greece and worldwide has been able to advise on practical solutions.

Nikolas Kotakis says: “Our Greek customers have been able to benefit from our local presence. We have a team of eight here in Athens and are just around the corner from our customers and can offer a 24/7 service.”

To help reduce the complexity faced by customers, not to mention the expense of maintaining stocks of several kinds of lubricants, Total Lubmarine is helping its customers understand the best compromises to be made in terms of products and feed rates. Greek customers are liaising with Total’s local and global team and taking their advice on the optimum product combinations and feed rates for particular vessels. A global logistics and personnel support network is maintained, putting Total and its Lubmarine partners exactly where its clients are and enabling it to turn a problem into viable operational solutions.

Carrying several lubricants on board adds real complexity to everyday shipping company activity, but is currently an operational necessity.

Today there is simply not a unique solution that can cope with all the demands put on it by the latest generation engines. However Total Lubmarine is working on products which are able to cope with a wider range of operating conditions.

Total Lubmarine has been best known in recent years for its single oil solution. Launched in 2007, Lubmarine’s Talusia Universal product was an overnight success and widely adopted by ship operators looking for a simple, single oil solution. Since its introduction, 80 million engine hours have been accumulated by ships using the single cylinder oil lubricant. However, the product is not suitable for long runs with 0.1% sulphur fuels.

Total Lubmarine’s Global Marketing Manager Serge Dal Farra says: “We know that the fewer lube changes required, the better for ships’ crews. The need for various grades of lubricant has only arisen because of variable fuels used to enter and exit ECAs. This year’s introduction of a 0.1% sulphur cap in Europe and North America is only the beginning. He adds: “We strongly believe that a single oil solution is still the best solution for the shipping industry. We understand the day to day stresses of life in the engine room and believe in making life as simple as possible.”

Behind Total Lubmarine’s day to day activities lies a vast research and development operation that is looking far into the future, working to bring relevant innovations to customers. Its facilities include a huge marine lubricant research centre, which over the years has been the source of many of today’s industrial lubricants.

Innovative chemistry lies at the heart of Total’s research and heavy investment is directed towards chemists and the facilities they use.

These chemists are working to create new product formulas and are in constant contact with the commercial team to turn discoveries made in the laboratory into industrial schemes that will yield viable market solutions. These teams are currently working on more flexible products able to work under a wider range of operating conditions which Total Lubmarine hopes to bring to market in the not too distant future.

ABS Releases Guide for LNG Fuel Ready Vessels Notation reflects increased demand for review and approval of machinery elements on vessels designed for conversion to LNG fuel.

ABS, a leading provider of classification and technical services to the global marine industry, has published the ABS Guide for LNG Fuel Ready Vessels to support members and clients in preparing newbuildings for future conversion to gas propulsion.

The Guide formalizes the process for clients who wish to plan for conversion to LNG fuel at a future date by providing a detailed review and approval and an associated class notation.

“ABS is a leader in LNG as fuel, with a number of newbuilding and conversion projects in progress, and there is strong interest in preparing for a future in which LNG takes a bigger role,” says ABS Chairman and CEO Christopher J. Wiernicki. “The Guide for LNG Fuel Ready Vessels draws on our practical experience by providing a detailed approval process and a notation that clarifies the extent to which a vessel is LNG Fuel Ready.”

The Guide includes a basic level of Concept Design Approval, with a design review for approval in principle (AIP), and two optional levels for general design approval and installed equipment, which constitute a complete review and survey of the system to be installed on the ship.

The first optional level is a General Design Review that allows an owner to approach a shipyard with a reviewed design package for the gas-fueled system at the time of conversion.

The second optional level is Detail Design Approval and Installation which constitutes a complete design review and survey of a system that will be installed on the LNG ready ship in accordance with the ABS Guide for Propulsion and Auxiliary Systems for Gas Fueled Ships.

The first level provides an AIP and a descriptive note in the ABS Record, the second level a Statement of Compliance with a descriptive note listing the parts of the system that have been reviewed. The third level results in an LNG Fuel Ready class notation for the parts of the system that have been installed, confirming that the fuel system is in full compliance with the ABS Guide to Gas Fueled Ships at the time of the newbuilding contract.

“The projects ABS has already worked on demonstrate the variability from the designer’s and owner’s perspective of the requirements associated with the term LNG Ready,” says ABS Vice President of Global Gas Solutions Patrick Janssens. “Rather than rely solely on current notations and descriptive notes to express to what extent a ship is LNG ready, the ABS Guide and notation are powerful tools that go beyond the basics to help clients specify work to be done in the construction phase and when they are ready to convert.”

ABS has a long history in supporting the evaluation of the use of LNG as fuel, undertaking AIP, completing LNG-ready evaluations and providing classification services for LNG conversions as well as newbuilding projects in the United States and Europe.

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Market News

DNV GL certification helps Hapag-Lloyd prepare for MRV Caption: DNV GL carried out a pilot project for the VGP verification service with Wilh. Wilhelmsen on their ro-ro vessel, the MV Tarago.

Hapag-Lloyd is preparing to become the world’s first MRV-Ready certified shipowner, working with classification society DNV GL on a verification programme that will prove their readiness with incoming EU emission monitoring regulations for their entire own-managed fleet. MRV (monitoring, reporting and verification) are the incoming European Union (EU) regulations designed to progressively integrate maritime emissions into the EU’s policy for reducing domestic greenhouse gas emissions that are currently being finalised.

Initiated as a joint project between Hapag-Lloyd and DNV GL, the first stage of the verification shows Hapag-Lloyd is well on the way to compliance with MRV. The scope of the verification covers the complete process of emission data monitoring and reporting. This also includes a validation of the monitoring-reporting software,

which will be used on board Hapag-Lloyd’s containership fleet.

“We are carrying out the examination work in line with the requirements of the DNV GL Environmental Passport-Operation – a programme aimed at providing a complete certified operational emission inventory, which addresses all of the emissions covered in MARPOL”, explains Dr Jörg Lampe, Senior Project Engineer for Risk & Safety and Systems Engineering at DNV GL. “We are very pleased to be working with Hapag-Lloyd to develop a solution that will allow shipping companies to more easily meet the challenges of complying with the upcoming MRV regulations. Being willing to get out in front of the MRV regulations through early certification shows their leadership in this area and could be a valuable commercial advantage”, he adds.

“Tracking and improving our emissions is important, not only for us as a firm but for our customers. Therefore we are always trying to take proactive steps to anticipate upcoming regulations and be prepared with a compliance solution”, said Richard von Berlepsch, Senior Director Ship Management, Hapag-Lloyd. “However, HapagLloyd concurs with various shipping associations

that reporting of cargo and publication of such sensitive data should not be pursued”, he noted.

The MRV-Ready certification can help shipping companies ensure their preparedness for the upcoming verification challenge of the MRV emission regulations. Possible gaps are revealed and steps to remedy them can be taken. Demonstrating readiness for the MRV regulations in advance also demonstrates a responsible attitude towards a sustainable future to customers and stakeholders, a factor that is increasingly playing into commercial decisions.

The MRV regulation (No 525/2013) is a proposal that would create a EU-wide legal framework for collecting and publishing verified annual data on CO2 emissions from all large ships (over 5,000 gross tons) that use EU ports, irrespective of where the ships are registered. Shipowners would have to monitor and report the verified amount of CO2 emitted by their large ships on voyages to, from and between EU ports. Owners would also be required to provide certain other information, such as data to determine the ships’ energy efficiency. The regulation is expected to be finalised in 2015 and could enter into force in 2018.

Secure VGP compliance with new DNV GL verification service Caption: DNV GL carried out a pilot project for the VGP verification service with Wilh. Wilhelmsen on their ro-ro vessel, the MV Tarago. documentation is consistent with the on board documentation required and that the vessel is operating within its environmental procedures and VGP requirements.

Recent updates to the US Vessel General Permit (VGP) have brought new technical and reporting requirements for vessels operating in US waters, including the need for the preparation of a detailed annual report. DNV GL’s newly introduced VGP verification service helps to ensure compliance by providing a comprehensive review of both VGP procedures and documentation.

The VGP verification service consists of a review of company-wide VGP procedures, if they exist, which are usually based on VGP or environmental best practice documentation. On-board visits confirm that the vessel’s

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“The VGP verification service gives our customers a second set of unbiased expert eyes on their documentation procedures. It can be tailored to exactly what the customer needs, from a desktop review or workshop outlining VGP changes, to a full on-board and shore review and plan for corrective action, even help and advice on developing a VGP plan from scratch”, says Terje Sverud, Head of Section Environment Advisory at DNV GL – Maritime.

Once the review and any necessary corrective actions have been undertaken, DNV GL provides a verification statement indicating that as observed the vessel’s operations and recordkeeping are consistent with VGP requirements.

This verification statement also contains a list of the VGP requirements and outlines how the vessel fulfils the requirements – a useful reference list for a vessel’s crew when they are demonstrating compliance during a VGP inspection.

Gaining an overview of the VGP requirements and how they apply to each vessel saves owners and operators time and energy, and minimises the chance of errors, which can result in a costly violation. While customers with no plan, or who need to take action, now have the chance to develop a plan in a fast and efficient manner or correct any deficiencies in an existing plan. The verification statement of DNV GL also provides an easy way for vessel operators to demonstrate that they have taken all aspects of the VGP into consideration, in the event the vessel is inspected by US authorities.

Shaping the Future of Tank Cleaning

Scanjet is the world’s leading producer of tank cleaning equipment and solutions for any marine, offshore or industrial application.

For any marine and offshore application, Scanjet designs and produces a full range of fixed and portable tank cleaning equipment, marine protection systems (anti-pirate water cannons), high level alarm, vapour emission control systems and tank level gauging equipment. Scanjet also produces and sells the well-recognized Scanvent P/V Valve for venting of tanks in accordance with the latest rules and regulations.

Phone: +46 31 338 7530 E-mail: sales@scanjet.se Web: www.scanjet.se

Market News

Strategically located, welcomes all types of vessels without any draft restrictions Chantier Naval de Marseille is Exclusively Represented in Greece by Euploia Drydocks and Services Ltd, tel.: +30 210 9400660, email: info@euploia.eu , www.euploialtd.eu

Chantier Naval de Marseille Chantier Naval de Marseille (CNdM) is a ship repair, refitting and conversion yard for all types of merchant vessels. The shipyard was founded in 2010 by the Italian shipyard San Giorgio del Porto to operate drydock n°8 (320x50m) and n°9 (250x37m) in the port of Marseille. CNdM has modern and well equipped facilities, a highly skilled workforce, a wide network of specialists and strong teamwork ethic.

Strategically located, Chantier naval de Marseille is close to majors Mediterranean’s terminals and benefits from the proximity of competitive maritime and industrial hinterland and from the availability of a huge range of different services. Directly connected to highway A55, the yard is close to the city center (6 km from Marseille central train station) and to the airport of Marseille Provence (20 km).

The shipyard can welcome all types of vessels without any draft restrictions and takes advantage of a favorable climate for ship repairs activities.

The shipyard is certified ISO 9001:2008.

Chantier naval de Marseille is also a member of “Genova Industrie Navali” group composed of 3 shipyards and several companies operating in several segments of the maritime market.

A new challenge for San Giorgio del Porto and Chantier naval de Marseille will be in September 2015 the reopening of dry dock n°10. San Giorgio del Porto and Chantier Naval de Marseille, having signed a long term concession with the Port of Marseille, will be the exclusive operator of this dry dock. With its 465 m long, 85 m wide and 11.5 m draft, dry dock n°10 will become one of the very few facilities in the Western Mediterranean that can accommodate the new giants of the seas.

The graving dock n°10 of Marseille Port has been opened in 1975 to accommodate the new generation of ULCC and lived a successful decade as the largest of its type in the Mediterranean and third in the world. The oil crisis, causing the end of giant oil tankers, and the emerging competition of Asian ship repair caused the activity to gradually slow down in the 1980’s. Since the beginning of the XXI century, the dock has only been used as a floating berth.

The increasing development of cruise business in the Mediterranean, as

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well as the always larger size of ships, are giving new perspectives to this giant dry dock. The Port of Marseille has therefore decided to overhaul the installations and nominate an operator for this exceptional industrial tool.

The works to put back the giant dock in service have started in mid 2013 with the construction of a new floating door made of concrete (the opening being 85m width), the overhaul of the pumping system and the repairs of the lifting means (amongst which, a 150T capacity crane on rails). All networks (seawater, power, sewage, cutting gas…) are being carefully redesigned in order to provide the best possible service to the new type of vessels to be accommodated.

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Article

Nine Years of Operating an Ecochlor® Ballast Water Treatment System

by

Kathie Clark,

Communications Consultant for the Maritime Industry

“The Ecochlor® Ballast Water Treatment System installed in 2005 onboard the bulk carrier Moku Pahu/HSTC-1 remains in operation and has been used at every opportunity. It works just as effectively today as it did when installed. Seeking out treatment makers with long-term industry experience should be an important consideration for vessel managers and owners.” – comments by Tom McKenzie, Chief Engineer 2006 - 2012, Moku Pahu/HSTC-1.

Matson Navigation Company, a leader in Pacific shipping, believes it has a responsibility to protect the environment of the communities it serves. Taking a pro-active approach to protect ecosystems, it has partnered with regulatory agencies and engineering firms to test innovative environmental technologies aboard its vessels.

In particular, Matson’s industry-leading “zero discharge” policy led it to be one of the first shipping companies to actively research and install a ballast water treatment system (BWTS) on its vessels. Tom McKenzie served as a Chief Engineer for Matson during this period and was closely involved in the installation and day-to-day operation of an Ecochlor® BWTS onboard the Matson operated vessel, Moku Pahu/HSTC-1 from 2003 to 2012. Tom subsequently joined Ecochlor and now serves as its Director of Global Service.

Selecting a BWTS

In 2002, Matson initially outfitted a BWTS on its container ship, R.J. Pfeiffer. This was a joint agency demonstration project with the California State Lands Commission (CSLC), the U.S Fish and Wildlife Service, the Port of Oakland and the State Water Resources Control Board. The objective of the project was to acquire and distribute information regarding applied alternatives for ballast water management. The first system selected utilized a 2-step treatment process, beginning with cyclonic separation followed by ultraviolet irradiation (UV). However, after making several unsuccessful adjustments and testing new designs, the project was discontinued. The system failed primarily because vessel vibrations caused the quartz tubes to break inside the UV chamber and because the cyclone continuously clogged.

After examining alternative technologies and reviewing test data from an Ecochlor® BWTS that had been installed on an Atlantic Container Line vessel, Atlantic Compass, in 2004, Matson formed another partnership with CSLC to use Ecochlor’s chlorine dioxide technology aboard the

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bulk carrier, Moku Pahu/HSTC-1. Chlorine dioxide (ClO2) has been used safely and economically for over 60 years in land- based applications and is unique in its effectiveness against all organisms regardless of water temperature, salinity or organics. Unlike elemental chlorine, ClO2 does not form unwanted chlorinated by- products, even in highly contaminated water and can be safely and economically generated in a dilute solution on commercial vessels.

“The world of ballast water is complex and frustrating. No system is perfect,” said McKenzie.

“But if you look at land-based water purification and treatment applications, all large scale operations are chemical- based. After looking into the different methods that had been proposed to treat ballast water, it was clear to me that a chemical-based solution was the only real, longterm answer for treating ballast water. And among chemical-based technologies, the Ecochlor® BWTS stood out due to its unique chemistry and efficacy.”

McKenzie went on to explain that due to stability concerns, the Moku Pahu/HSTC-1 could not use the pump out/refill method of ballast water exchange but needed to use the flow-through method instead. “This method was extremely hard

on the coatings of the main deck,” said McKenzie, “ increasing substantial wear on the ballast pumps. The Ecochlor® BWTS eliminated the need for ballast water exchange and reduced the issues of corrosion on the main deck and wear on the ballast pumps.”

BWTS Installation

The installation of an Ecochlor system aboard the Moku Pahu/HSTC-1 was performed safely, on schedule and without interruption to the vessel’s operational performance. “During the installation,” said McKenzie, “I represented the shipowner aboard the vessel. The Ecochlor system was installed in San Francisco Bay by a local shipyard at a lay berth. We cut a hole in the side shell and slid the entire system in. The vessel was idle between deployments, so there was no commercial impact to it.”

McKenzie went on to discuss some of the cultural issues surrounding the introduction of a BWTS. “The maritime world is very resistant to change and our crew was no exception. This new equipment changed long-standing procedures on how to ballast the vessel, and at first, it was met with much resistance. But because Ecochlor’s technicians were involved in the early operation of the

system and trained the crew, a number of issues were minimized during the transition period. Once senior officers became well-versed in operating the BWTS, the cultural issues of operating a new system largely went away.”

Chemical Resupply and Scheduling One issue that did not cause significant operating or cultural problems was resupply. “Chemical resupply of the Ecochlor® BWTS,” said McKenzie, “made sense to the Moku Pahu/HSTC-1 crew because of its resemblance to a bunkering operation. Crews are familiar with bunkering a vessel with fuel or lube oil and the Ecochlor resupply process is similar to how bulk liquids are supplied to a vessel.

Additionally, Ecochlor simplified the process by providing trained personnel who can safely complete the resupply with no additional crew involvement or any need to evacuate the vessel.”

McKenzie emphasized that the entire process is

closed, using specially selected equipment with no direct human contact to chemicals. Concern for the safety of the crew was paramount in the Matson team’s decision-making process.

“Scheduling resupply was easy to manage with the help of our vessel management and the Ecochlor resupply team,” said McKenzie. “Resupply could take place at either a load port or discharge port, and the internal storage tanks did not have to be near-empty to resupply. If the Moku Pahu/ HSTC-1 was transiting in a particular port or region, and if it was economically beneficial for us to resupply the Ecochlor® BWTS there, our owners were encouraged take the opportunity.”

Conclusion

Captain Christian Johnsen, Master of the Moku Pahu, continues to operate the Ecochlor BWTS. “The Ecochlor system,” says Captain Johnsen, “has worked well for us in that its relatively small footprint easily fits into our existing ballast system.

It also uses an almost negligible amount of electrical power and works effectively in all water conditions, including the sediment-filled, biologicallysaturated waters off Chittagong, Bangladesh.

Ecochlor has shown their continuing commitment to Matson by reliably providing support, scheduled service and chemical resupply, as needed.”

Tom McKenzie Background

“He works closely with local entities, attending factory acceptance trials to ensure QA/QC, commissioning of systems and ensures that Ecochlor service is operating efficiently and seamlessly.”

Ecochlor hired Tom McKenzie in October of 2012

as the Global Service Director. As Director, he is responsible for all after sales service and support of the Ecochlor® BWTS globally.

This includes resupply, routine and unplanned maintenance. He works closely with local entities, attending factory acceptance trials to ensure QA/QC, commissioning of systems and that the Ecochlor service is operating efficiently and seamlessly. In addition, he provides training on the Ecochlor® BWTS to vessel crews, and answers operational questions 24/7 via email, telephone or onboard ship.

Greek Shipping Hall of Fame welcomes new sponsors for event ABS, Clarksons and Liberian Registry lead support for Induction Ceremony & Dinner The Greek Shipping Hall of Fame is pleased to announce that two more prestigious maritime organisations have agreed to sponsor the Greek Shipping Hall of Fame Induction Ceremony & Dinner 2015.

The event, that will take place in Athens during the evening of Monday 27 April 2015 at the Athens Hilton, will celebrate Greek shipping and pay tribute to historic personalities who have helped to shape the industry, including the latest Inductees to the Hall of Fame who will be unveiled during the evening. A portion of the proceeds from the event will be donated to a Greek children’s charity.

The Liberian International Ship & Corporate Registry has now confirmed it will be a Co-Lead Sponsor of the occasion.

Scott Bergeron, Chief Executive Officer of the Liberian Registry comments: “The shipping ties between Greece and Liberia have existed from the very origin of the Liberian Registry when the Stavros Niarchos-owned oil tanker World Peace

became the first ship to be registered under the Liberian flag in 1949. Onassis followed the next day.

“The strong relations of Greek shipping and the Liberian flag become even stronger and are generally considered as synonymous. With over 800 Greek-owned ships on the Register, Liberia is the most popular flag amongst Greek shipowners.

Therefore, it is only fitting that the Liberian Registry pays tribute to the leaders of the Greek shipping community through its partnership with The Greek Shipping Hall of Fame.”

The Liberian Registry joins ABS and Clarksons as Lead Sponsors of the Induction Ceremony & Dinner on 27 April.

In addition a second freshly-confirmed sponsor, Lloyd’s Register, has added its support for the upcoming event.

Previously-announced sponsors include Aegean Marine Petroleum, The Baltic Exchange, Bureau Veritas, Moore Stephens and Thomas Miller as Premium Sponsors.

Sponsors to date also include ClassNK, Hellenic War Risks, UK Defence Club, UK P&I Club and Vilmar International.

“We are delighted to have ABS, Clarksons and the Liberian Registry as Co-Lead Sponsors of this event,”commented Caroline Lowry, director of Phoebe Media & Events, appointed by the Greek Shipping Hall of Fame as official event manager for the Induction Ceremony & Dinner 2015. “We are grateful to have the support of such prestigious organisations,” she added. “Moreover it is especially pleasing that so many of the event-sponsors to date have such a long history of partnership with the Greek shipping industry.”

The Greek Shipping Hall of Fame resides at www.greekshippinghalloffame.org Sponsorship enquiries: caroline@phoebeevents.com Table booking and press enquiries: administration@phoebe-events.com

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Market News

East Med Cruise Sector Strong in 2015 3rd Posidonia Sea Tourism Forum Attracts Global Industry Interest Posidonia Forum to host CLIA Europe Executive Committee Meeting The East Mediterranean is gearing to increase

will be holding its biannual Executive Com-

image and how this can change. Especially

its share of the cruise sector’s €40 billion

mittee Meeting in Athens, thereby showing

important will be the session on the regulatory

annual contribution to Europe’s economy.

the importance the region has for the cruise

environment of Mediterranean yachting, where

According to industry representatives who will

industry.

the potential for a common strategic opera-

participate in the upcoming Posidonia Sea

According to Theodore Vokos, Executive

tional framework will be explored.

Tourism Forum, scheduled to be held on May

Director of Posidonia Exhibitions, the event’s

26-27 in Athens, 2015 brings the first positive

organiser, Greece continues to enjoy a sig-

“We are delighted by the response we have

news following the industry’s post Arab Spring

nificant cruise presence with passenger calls

received so far from the global and regional

deployment correction and a capacity increase

reaching a total of 5 million in 2014. “Several

cruise and yacht sectors in terms of speak-

with the introduction of new and larger vessels.

Greek cruise ports are among the top ranking

ers, delegates and exhibitors for our Confex

Senior executives from the world’s biggest and

in Europe in absolute passenger visits and

event. Delegates of the third edition of the

most prestigious cruise lines will be there to

this, in combination with the emergence of

Posidonia Sea Tourism Forum are in for two

table the challenges the sector is facing in the

new cruise ports in the region, will continue to

days of insightful, forward-looking deliberations

Eastern Mediterranean, tackle long standing

provide cruise lines with a significant choice of

that will hopefully lead to mutually benefi-

issues and try to turn trends to opportunities

exciting and lucrative destination options.”

cial networking opportunities, new business

for the industry’s key players and the region’s

The development of new potential homeports

development, synergies and best practice and

port destinations.

and ports of call in the region facilitates the

ideas exchange to help unlock the full potential

additional European capacity coming online in

of sea tourism for the Eastern Mediterranean

Speakers include senior officials from Azamara

2015 with the delivery of vessels for TUI, Cos-

region,” added Vokos.

Club Cruises, Celestyal Cruises (former Louis

ta and P&O Cruises as well as the deployment

The 3rd Posidonia Sea Tourism Forum is

Cruises), Crystal Cruises, MSC Cruises, Royal

of mega ships such as Anthem of the Seas,

organised under the auspices of the Greek

Caribbean Cruises and more, who will gather

Allure of the Seas and Norwegian Epic. The

Ministry of Tourism, the Greek Ministry of

in the Greek capital for this two-day event to

positive news continues for 2016 and 2017

Shipping, Maritime Affairs and the Aegean, the

meet industry officials from the region’s private

with new capacity from AIDA and MSC Cruises

Hellenic Chamber of Shipping, the Greek Tour-

sector, government bodies and regulatory

scheduled to join the Europe-based fleet.

ism Confederation (SETE), the Association of

authorities.

More vessels trading in the region also means

Mediterranean Cruise Ports (MEDCRUISE),

more business for suppliers to the sector,

the Hellenic Ports’ Association (ELIME), the

As Royal Caribbean Cruises’ representative

including food and beverage producers. With

Greek Marinas’ Association, the Association

Andreas Stylianopoulos, President & CEO,

that in mind, some of the region’s local export-

of Passenger Shipping Companies, the Union

Navigator Travel said: “I am confident that the

ers of quality F&B products, processing manu-

of Greek Ship Owners & Associated Members

East Mediterranean will continue to recover as

facturers, wineries and gastronomic product

and the Hellenic Association of Travel & Tour-

a cruising sub-region in spite of the fact that

specialists will participate in the European

ism Agencies (HATTA).

some of its strong destinations are still out of

F&B Cruise Ship Supply Industry Workshop

play. One important factor in the renewal of

together with delegates and exhibitors, to net-

Gold Sponsor is the Piraeus Port Authority, Sil-

demand for East Mediterranean cruises is that

work with key representatives from the Cruise

ver Sponsor is Air France – KLM and Bronze

Greece, as a tourist destination, has recently

Procurement and Supply sector.

Sponsor is Celestyal Cruises.

tainability in tourism requires a clear vision with

The Posidonia Sea Tourism Forum’s exhibition

farseeing strategies, constant nurturing with

is also the ideal platform for port destinations,

great attention to detail and of course, political

port and regional authorities, chambers of

stability coupled with consistent policy.”

commerce, airlines, tourist services provid-

His optimism is shared by Marco Digioia,

ers and marinas to showcase their offering to

Government Affairs Director of CLIA Europe.

influential international cruise industry decision

“We plan meetings with senior Greek govern-

makers.

Speakers include senior officials from Azamara Club Cruises, Celestyal Cruises (former Louis Cruises), Crystal Cruises, MSC Cruises, Royal Caribbean Cruises and more, who will gather in the Greek capital for this two-day event to meet industry officials from the region’s private sector, government bodies and regulatory authorities.

become very much in fashion worldwide. Sus-

ment officials to discuss the potential for cruise growth in Greece and the East Med, the pro-

The future of yachting in Greece and its po-

jected increase of deployment in the East Med

tential contribution will also be debated at the

for 2016, and to address current barriers to the

Forum, together with issues relating to marina

growth of both cruise calls and home-porting in

development and utilization. This year’s Forum

Greece,” said Digioia. On the occasion of the

will tackle the obstacles to further development

Posidonia Sea Tourism Forum, CLIA Europe

of the industry in Greece, and its negative

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NAFS MARCH 2015

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Market News

Turbo Belgium & Euploia Drydocks go together A new exclusive representation was recently awarded to Euploia Drydocks & Services Ltd. This new exclusive cooperation has to do with Turbo Belgium, a company which was originally established in 2008 by Mr. Paul Hagens, a man with years of extensive experience in the turbocharger business.

A new exclusive representation was recently awarded to Euploia Drydocks & Services Ltd. This new exclusive cooperation has to do with Turbo Belgium, a company which was originally established in 2008 by Mr. Paul Hagens, a man with years of extensive experience in the turbocharger business. Turbo Belgium tries to innovate continuously and therefore will move to a larger workshop in the beginning of 2015, where the company will install a state-of-theart Schenck balancing equipment. The company will also provide this base service station with all the mandatory machines and tools in order to service all types of turbochargers. All company’s engineers and technicians have the experience and knowhow necessary in order to provide the service which its clients need. This is the real strength of Turbo Belgium. As the company often works with repeated orders from various shipping companies, as well with shore based power plants, this is an approach for Turbo Belgium of measuring and monitoring the quality of its spare parts and provided services.

Field Service

Company’s clients expect to get the highest quality of service, 24/7.

Together with its team of service managers and managing assistants, its well skilled and experienced field service engineers can provide with the reliable service the client need, for all types of turbochargers.

Due to company’s global network of partners, Turbo Belgium has the possibility of sending out its engineers anywhere in the world, at short notice.

Its engineers will not only take care of the problem, but they will also inform how to get a better performance if necessary.

Company’s mission is to provide its customers with service and technical support that meet their needs effectively.

Workshop

Blade repair Poor quality fuel can cause immense damage to a turbocharger. Incompletely combusted particles from the diesel engine can chip pieces from the blade and often bend them. The ‘blasting’ effect of these dirt particles causes erosion while the high sulphur or water content of the fuel causes corrosion. Foreign objects passing through the nozzle ring also cause damage (pieces of broken valve, piston ring etc.).

Dynamic balancing Damaged rotor blades can cause imbalance. When the imbalance exceeds the permissible tolerance, vibrations which wear the bearing cause damage to the entire turbocharger. Extensive repairs and downtime are then unavoidable. The result is an unstable blade with an unbalanced rotor.

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NAFS MARCH 2015

After reconditioning the shaft and the turbine blades, the rotor will be balanced on company’s state of the art Schenck test bench. Once the rotor is placed on the balancing bench, every step is carefully handled according to the instruction book values.

After analysing the visual computerized system, the imbalances on the rotor are corrected by grinding down on the correction planes. The company’s experienced team of technicians adds clear and professional balancing reports to the client’s service report.

When requested, the dynamic balancing can be executed together with a surveyor of Lloyd’s Register, followed by a certificate.

Shaft end repair Damage to the shaft end is a direct consequence of bearing damage.

Shafts are still frequently repaired using the ‘cold’ technique in which a new layer of metal is applied at a temperature below 300°C. The disadvantage of this method is that machined surfaces such as keyways and threads cannot be treated. The applied layer would be detached at the slightest impact during balancing.

Spare parts

Turbo’s Belgium warehouse situated in the Port of Antwerp, contains a wide range of turbocharger parts, new and reconditioned, both original parts and European made parts with 1 year of warranty. Furthermore Turbo Belgium has a varied stock with a net worth of over 1.000.000 USD. SNR Bearings and oil pumps can be purchased on direct sale base or on exchange base. The company is committed to provide high quality products at competitive prices.

For the sale of several spare parts, such as rotors and casings, Turbo Belgium can also provide with a Lloyd’s Register Certificate.

Turbo Belgium can quote for all type of turbocharger spares, such as ABB, MAN, Mitsubishi, Holset, Napier, KKK, Garrett, KBB, etc.

• • • • •

Market News

STATE OF THE CRUISE INDUSTRY: 2015 TO SEE ROBUST GROWTH Cruise Lines International Association (CLIA) Unveils Seven Cruise Industry Outlooks for 2015 Cruise Lines International Association (CLIA) released its annual State of the Cruise Industry Report and is once again projecting strong growth for the cruise industry in 2015.

A record 23 million passengers are expected to sail this year, with 61 percent of North American CLIAcertified travel agents reporting an increase in 2015 travel bookings over this time last year. Cruise lines are enticing travelers with nearly 1,000 ports of call in new, exotic locations, especially in the fast-growing Asian market. CLIA also revealed that member cruise lines are scheduled to debut 22 new ocean, river and specialty ships in 2015 for a total investment of more than $4 billion.

The cruise industry this year will have major economic impact globally. In 2013, the global economic output of the cruise industry was more than $117 billion; the industry supported nearly 900,000 jobs and contributed to $38 billion in wages.

“From new ports around the globe to the investment by CLIA’s member cruise lines in new, innovative ships, it’s an exciting time for the cruise industry and cruise passengers,” said Adam M. Goldstein, CLIA Chairman and President/COO of Royal Caribbean Cruises Ltd. “This year will prove to be another step forward for the entire industry as our members continue to strive to make cruising the best overall vacation experience.”

Using several research studies, CLIA identified seven 2015 cruise industry outlooks: 1. Travelers Will Continue to Set Sail – Cruise travelers intend to continue to set sail and are highly satisfied with prior cruise experiences. In fact, 62 percent are return cruisers and 69 percent ranked cruising as a better value than a land-based vacation. Overall, CLIA member ocean passenger volume is projected to increase to 23 million in 2015, a 4-percent increase over 2014 estimates of 22.1 million.

2. Size Doesn’t Matter – Five years ago, the largest cruise ship in the world was introduced with a 6,300-passenger capacity. With 22 new ocean, river and specialty cruise ships scheduled for debut this year, the focus is less on size and more on unique design and amenities.

3. Specialty Cruises Continue to Thrive – CLIA’s specialty segments, which includes sophisticated ships, luxury yachts, elegant ocean liners and the newest river cruises, continue to experience double digit passenger growth. In fact, specialty cruises grew by 21 percent annually from 2009 to 2014 estimates.

4. Caribbean Continues to Be Queen – The Caribbean remains queen for the cruise industry with more than a third of the global deployment capacity market share in 2015. At the same time, cruise travelers are expanding horizons. The Mediterranean continues to grow as a destination, as well as other regions including Asia and Australia. In 2015, 52 ships will provide 1,065 Asian cruises with capacity for 2.17 million passengers.

5. Oh, the New Places We Will Go – The cruise industry is seeing an increase in passengers looking for global experiences. As a result, cruising

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NAFS MARCH 2015

has made the world more accessible than ever. CLIA’s member cruise lines offer nearly 1,000 ports around the globe, including many areas that fall within a UNESCO World Heritage Site.

6. Travel Agents Are Key to Cruise Travel – While the Internet and mobile devices have overtaken how consumers make purchases, travel agents continue to be the most popular and best way to book a cruise. In fact, seven out of ten cruise travelers (70 percent) use a travel agent to plan and book cruise vacations.

7. Passengers Are at the Helm – When it comes to travel, consumers are in control more than ever before. The cruise industry is excited, motivated and responding with key innovations that are meeting the needs of today’s passengers, such as bow-to-stern Wi-Fi and phone connectivity, multigenerational appeal, themed cruises and “foodcations”.

About the Research The Travel Agent Pulse Survey was conducted among 482 North American CLIA-certified travel agents via an online survey between November 7-23, 2014. The 2014 North American Cruise Market Profile Survey was conducted in partnership with market research firm TNS and cruise industry consultancy Bob Sharak & Associates. Drawn from a panel of more than 1 million households, an online survey was conducted between August 1226, 2014, which collected cruise and travel opinion data among 1,600 U.S. and Canadian residents. This report presents data on travelers who are 25 or older with an annual household income of more than $40,000.

Other sources include: • CLIA Passenger, Capacity and Deployment Surveys • Global Economic Contribution of Cruise Tourism 2013 for CLIA by Business Research & Economic Advisors, September 2014 • Asia Cruise Trends, 2014 Analysis, Assessment, Appreciation Summary of Capacity & Deployment, CHART Management Consultant, CLIA Southeast Asia

Market News

SIGMAGLIDE 1290: breakthrough silicone binder technology from PPG Protective and Marine Coatings eliminates slime problems and boosts fuel savings.

Contributor: Sijmen Visser, Global Marketing Manager Marine, PPG Protective and Marine Coatings

Launched in 2014, SIGMAGLIDE 1290 is a 100% silicone binder fouling release system that utilizes a breakthrough dynamic surface regeneration technology to eliminate slime problems and dramatically increase fuel savings compared to existing fouling release products.

SIGMAGLIDE’s 100% pure silicone binder system results in an increased silicone density at the surface to such a degree that slime organisms do not recognize it as a surface substrate and

have no chance to settle on it, thus significantly extending the effectiveness of the coating.

Dynamic surface regeneration One of the well-known drawbacks of fouling release technologies is that their effectiveness reduces over time. This is often seen at the waterline where the impact of sunlight, dirt and UV radiation has a negative effect and leads to the aggregation of slime.

PPG’s R&D team has been able to overcome this problem by engineering SIGMAGLIDE 1290 to include dynamic surface regeneration properties. These allow water to act as a catalyst to lower the surface energy of the coating back to its original state and thus restart its beneficial surface configuration properties. As a result, customers will experience no loss in performance and improved stability of the product throughout its lifetime.

The product is suitable for all vessel types and also when long stationary periods are to be considered such as FPSOs. It also brings significant benefits for cruise and ferry operators as well as owners of tankers, bulkers, gas carriers, dredgers and containerships Proven Fuel Saving Benefits Over the past decade, the cruise industry has also benefitted considerably from the SIG-

MAGLIDE system thanks to a combination of its proven fuel saving, aesthetic benefits and ability to deliver a fast return on investment.

SIGMAGLIDE 1290 builds on the already proven successes of the SIGMAGLIDE fouling release range, which has been utilized on over 400 vessels worldwide including many cruise ships.

PPG Protective & Marine Coatings Greece holds second highly-anticipated customer event PPG Greece has followed up its first customer training seminar with a second event held at the end of 2014 at its facility in Acharnai, Athens.

The follow-up event enabled customers from local shipping companies to learn first-hand about a number of new technologies and products as well as gaining an insight into essential aspects of the marine coatings business.

The sessions were lead by George Petkovski, Technical Training Manager PPG EMEA who made presentations on the use of marine coatings in modern shipbuilding, focusing on corrosion paint technology, essential painting and spray application procedures, antifouling and fouling release coatings and maintenance and repairs.

Discussion forums were also held across the

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NAFS MARCH 2015

two day event on the importance of shipboard maintenance, ballast tanks, newbuildings, cargo holds and chemical tanks.

Speaking during day two, Tassos Kaklamanis, Market Manager Marine said:

“Following the success of our first event in 2013, we wanted to build on our relationships with our customers and local businesses, to give them a wider understanding of what we do, and how we can work with them to increase their Fleets’ operational efficiency and profitability. We have been extremely pleased with feedback from those attending and we hope to continue these ‘up close’ customer

events in the future.”

PPG is a world leader in protective and marine coatings, developing products that protect customers’ assets in some of the world’s most demanding conditions and environments.

CRUISE CONTROL

SIGMAGLIDE® 1290 Fouling release coating Marine customers stay ahead of regulations with PPG’s fouling release solution that improves the vessels’ functionality while reducing the environmental impact. SIGMAGLIDE 1290 has a biocide-free formulation that produces a smooth finish from the start and high activity fouling release for ongoing fuel savings.

Based on a breakthrough technology SIGMAGLIDE 1290 has a 100% pure silicone binder system that: • Eliminates slime • Regenerates the surface • Delivers immediate fuel savings consistently throughout service Follow the leader. Visit ppgpmc.com to learn more about PPG’s marine coatings.

Scan to learn more

The PPG logo is a registered trademark and Bringing innovation to the surface. is a trademark of PPG Industries Ohio, Inc. SIGMAGLIDE is a registered trademark of PPG Coatings Nederland B.V.

Market News

RINA certifies Technomar to ISO environmental and energy standards Greece’s Technomar Shipping has been certified to ISO 14001 Environmental Management and ISO 50001 Energy Management standards by RINA Services.

George Youroukos, Chairman, Technomar Shipping says, “Technomar is committed to minimising our impact on the environment and reducing energy consumption. Going through the rigorous process to reach these standards underlines how important this is to us. We hope that the certification will underline the quality of service we provide to our charterers and the care we give to the global community.”

Michele Francioni, CEO, RINA Services, says, “Managing environmental impact and energy consumption gives companies a competitive edge. We are very proud to help Technomar to achieve these high standards.”

Theo Baltatzis, General Manager, Technomar Shipping, says, “RINA helps us take a disciplined approach to energy and the environment, and that helps us to perform better.”

Technomar is the second Greek shipmanagement company to achieve ISO 50001 certification by RINA, following IASON Hellenic Shipping last year.

RINA Services is currently working with other leading Greek companies to help them improve their environmental performance.

Technomar operates a fleet of thirty-seven container vessels and bulkers and is based in Athens.

ΙSO 14001 sets out the criteria for an environmental management system and maps out a framework that a company can follow to set up an effective environmental management system. It provides assurance to company management and employees as well as external stakeholders that environmental impact is being measured and improved. The benefits of using ISO 14001:2004 can include: reduced cost of waste management, savings in consumption of energy and materials, lower distribution costs and improved corporate image among regulators, customers and the public.

ISO 50001 specifies requirements for establishing, implementing, maintaining and improving an energy management system, whose purpose is to enable an organization to follow a systematic approach in achieving continual improvement of energy performance, including energy efficiency, energy use and consumption.

Ceremony Confirms Licensee for 10 More Years At a ceremony in Beijing on 3 February 2015, MAN Diesel & Turbo renewed its contract with Chinese two-stroke licensee, China Shipbuilding Industry Corp.

(CSIC). The agreement runs for the next 10 years and covers the production of low-speed engines at CSIC affiliates: Dalian Marine Diesel Co., Ltd (DMD), Yichang Marine Diesel Engine Co., Ltd (YMD), Qingdao Haixi Marine Diesel Co., Ltd (QMD).

Dr. Uwe Lauber – CEO, MAN Diesel & Turbo, said: “We are very pleased to prolong this deep-rooted partnership in the world’s most important ship- building country today. I am confident that our leading, two-stroke technology will continue to make a key contribution to CSIC’s attractive offering to its customers.”

Klaus Engberg, Senior Vice President and Head of MAN Diesel & Turbo Two- Stroke

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NAFS MARCH 2015

Licensing said: “CSIC is a very important partner for us in China. We have had a license agreement with them since 1980,

a collaboration that was furthered just last year with the addition of QMD, which has already successfully landed orders for MAN Diesel & Turbo engines and whose state-

of-the-art facility positions them well for future success. We are delighted to have won CSIC’s signature for a further 10 years, and look forward to making further inroads on the northern China market.”

Besides Dr. Lauber, several other, senior MAN Diesel & Turbo staff were also present in the Chinese capital for the signing ceremony, including Thomas Knudsen, Head of Low Speed, Ole Grøne – Senior Vice President, Low- Speed Sales and Promotions, Klaus Engberg – Senior Vice President and Head of TwoStroke Licensing, Götz Kassing – Managing Director, Shanghai, as well as other representatives from MAN Diesel & Turbo’s Shanghai office.

The CSIC delegation was headed by Dong Qiang, Vice President, and the respective Presidents from its engine-building affiliates.

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Market News

ABB Turbocharging reduces overhaul time to one day with new Tromsø Service Point Launching its most northerly Service Point in Tromsø, Norway, ABB Turbocharging reduces customer overhaul turn-around time from as much as one week down to a day.

The launch of this Service Point on December 11, 2014 has allowed ABB Turbocharging to further meet customer requirements as it significantly decreases the turn-around time for Original ABB Turbocharging Service in this area, saving time for customers by as much as four days.

ABB turbochargers increase power four-fold in gas and diesel engines and substantially reduce emissions. They are critical components in all sea-going vessels with combustion engines. This means that ‘time is money’ when it comes to servicing for operators of merchant ships, offshore vessels and fishing boats.

“With the launch of the Service Point located at Skattøya Harbour in Tromsø, we can fulfil most common service jobs for our customers within just 24 hours. It offers overhauls and repairs performed by experienced and certified ABB Turbocharging service engineers with Original ABB parts. It also features equipment for dynamic balancing, hardness testing, ultrasonic washing, sandblasting and

high pressure cleaning equipment,” explains Mr. Joachim Bremer, Manager for ABB Turbocharging in Scandinavia.

“This Service Point in Tromsø is well positioned to cover the service needs throughout the greater Northern Region, including the northern part of the Gulf of Bothnia. With the large and well-connected airport and the major harbor with frequent marine traffic we can serve our customers in that area with increased speed and flexibility.”

As with other ABB Turbocharging service stations around the globe, via this new Arctic station ABB can upgrade turbochargers to new specifications, which helps customers manage their costs and is also good news for the environment.

“ABB offers upgrades and retrofits for turbochargers to optimize performance and costs. Examples are reductions in fuel consumption, NOx and exhaust temperatures, which in turn reduce wear and tear”, says Mr. Bremer, who points out that such improvements can cut emissions and operational

expenditures.

ABB Turbocharging (www.abb.com/turbocharging) is at the helm of the global industry in the manufacture and maintenance of turbochargers for 500 kW to 80+ MW diesel and gas engines. Our leading-edge technology and innovation enables our customers to perform better and produce fewer emissions, even in the toughest terrains. Approximately 200,000 ABB turbochargers are in operation across the globe on ships, power stations, gen-sets, diesel locomotives and large, off-highway vehicles.

We have over 100 Service Stations in more than 50 countries globally and a wide service portfolio that guarantees Original Parts and Original Service anytime, anywhere.

ABB (www.abb.com) is a leader in power and automation technologies that enable utility and industry customers to improve their performance while lowering environmental impact. The ABB Group of companies operates in around 100 countries and employs about 150,000 people.

DongBang and OHT select OCTOPUS advisory solution Amarcon, an ABB Group company, announced that the company will deliver OCTOPUS-Onboard vessel advisory solutions to a total of three vessels owned by Norwegian oil service company OHT AS and Korean heavy cargo transporter DongBang. The information and control system will support the vessels route planning, optimization of speed and insight in critical motions.

The repeat order with OHT encompasses OCTOPUS motion monitoring and forecasting for vessel M/V Albatross. Amarcon has previously delivered advisory suites to OHT’s heavy lift cargo vessels Eagle, Falcon,

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Osprey and Hawk.

“We have deployed the OCTOPUS technology across our fleet to improve the safety and efficiency of critical heavy lift transportation operations. All the other vessels of OHT use the OCTOPUS technology in order to execute critical heavy lift transportation projects in a safe and efficient way. For us it was therefore a logical step to also equip the newest edition in our fleet, the M/V Albatross, with this system”, says Bertil Rognes, Project Engineer at OHT. Under the contract with DongBang, Amarcon will deliver

OCTOPUS-onboard systems and motion monitor systems (TMS-3) to two heavy freight cargo vessels, the DongBang Giant No 2 and Giant No 3. The motion monitor system is based on three accelerometers that continuously provide the crew with information for decision-making support.

Both OHT and DongBang will have access to OCTOPUS-Online, which is an online reporting service.

By using this tool, the vessel owner can download and display all measured motions and accelerations that are collected from the vessel.

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Market News

New efficiencies for single-vessel oil spill recovery DESMI has introduced a new oil spill recovery product, RO-Vane, combining it with a DESMI SpeedSweep boom and RO-Skim skimmer to make cleaning up spills with just one vessel far easier, faster and more cost-effective.

One system does it all Every now and

then, something comes along that makes a real difference to the way an industry works. The latest addition to the portfolio of oil spill recovery solutions from market leader DESMI is one such product. Christened “DESMI RO-Vane”, the new acquatic device, which is designed to replace the functions of a second vessel, has been eagerly anticipated by DESMI’s customers. In fact, RO-Vane can turn single-vessel oil spill recovery from a last-resort, difficult-tohandle alternative into the first choice for a wide range of spill situations. And, together with other products in DESMI’s oil spill recovery portfolio, it boasts a long list of advantages to back such a claim.

Single-vessel blues It doesn’t take a ge-

nius to work out that deploying and coordinating two vessels to operate an oil spill recovery boom between them is more expensive and logistically challenging than one. However, although singlevessel solutions have been in existence for some years, their use has been severely limited by a number of problems – mostly associated with the size, weight and rigidity of the equipment, as well as the comparatively slow speed at which it can be operated. DESMI’s new solution is different. By combining RO-Vane with two other, well-proven products, DESMI SpeedSweep boom and DESMI RO-Skim, the compa-

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ny has managed to create a system that makes cleaning up oil spills using a single vessel far easier, faster and more cost-effective. “In decades of working in this field, we’ve seen a variety of ways to operate with a single vessel system,” says Henrik Jensen, Sales and Project Manager for DESMI Ro-Clean A/S. “Many have used a jib and a float attached to the stern and aft to keep the sweep in shape. But that’s too complicated. Today, the best approach is to use an aquatic device. The few devices already on the market, however, have presented their own set of difficulties.” DESMI’s RO-Vane promises to change things for the better – and it is a key component of the company’s single-vessel system. Deployed behind the recovery boom, RO-Vane helps to keep the shape of the sweep, while the RO-Skim skimmer located at the apex removes the contained oil from the apex. At the same time, the heavy-duty, rubber SpeedSweep boom with its multiple permeable barriers boosts the speed at which oil can be recovered from the industry standard of 0.7 knots to as much as 3 knots. That’s a lift of more than 350 percent – and it’s clear evidence that, properly equipped, one vessel can easily perform the work of two.

Cost and handling benefits Of course,

experienced recovery vessel operators know that operating at higher speeds is just one side of the equation. Ease of equipment handling is every bit as important. The new combined system provides significant cost-savings for oil spill response contractors. Unlike other systems, which include a number of loosely connected devices in the apex, the DESMI solution guarantees easier maintenance, as well as fewer possible problems. And thanks to the light weight of the RO-Vane, the entire system can be launched without the need for a deck crane. It’s clear that a lot of thought has gone into the handling of DESMI’s single-vessel solution. For example, where conventional booms incorporate a rigid, usually foam-filled flotation device, the RO-Vane is buoyed by air. To inflate the RO-Vane, crew can use the same air pump as used to deploy the SpeedSweep’s boom, further easing handling, transport and storage. The list of advantages stacks up to a far safer solution, too, which is sure to please the Health and Safety departments of both contractors and their oil company clients. With fewer devices on deck, the potential for accidents is reduced – and the absence of a crane is perhaps the most compel-

ling of these benefits. But it’s not just the crew that can operate under safer conditions. With rubber replacing rigid components as much as possible throughout the solution, there are fewer parts that could damage the hull of the vessel during operation. And that alone delivers new cost savings.

Single supplier interface “We’ve man-

aged to create a complete, single-vessel oil spill recovery system using DESMI products alone,” says Henrik Jensen. “The skimmer is made from our material, we use a DESMI pump, even the self-floating umbilical hose from the skimmer to the vessel is a DESMI product.” The combination is proving to be a powerful argument for equipment buyers, partly because most oil spill recovery contractors prefer not to deal with multiple suppliers for components or technical support when disaster strikes and fast problemsolving becomes crucial.

Self-floating hose sleeve The hose

Henrik Jensen mentions is itself a noteworthy innovation. Called the ZUH (Zipper Umbilical Hose), it resembles a large, sleek anaconda – albeit one that can easily be opened or closed with a bright yellow zipper! Snugly housed within this self-floating sleeve are the individual hoses required for transporting oil from the skimmer to the vessel’s holding tank. Its key advantage, then, is that it collects multiple hoses cleanly and simply, while removing the need to attach multiple flotation devices to each hose. Moreover, the oil skimmer fitted at the end of the ZUH can be operated both during winding off and while on the reel.

Worth the investment According to Henrik Jensen, the oil spill recovery market can expect to quickly gain advantages from the combined DESMI products: “The DESMI RO-Vane and our single-vessel system really stand out. By turning single-vessel systems into a smart choice instead of a poor alternative, we can make an extremely worthwhile difference to how much oil can be recovered – in a shorter timeframe, with fewer resources and greater safety.” At first, DESMI is offering its single-vessel system – and comprehensive hands-on training – for small to medium-sized vessels operating in open coastal waters. And an offshore model that can be used by larger vessels is currently in development.

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DESMI’s RayClean BWTS earns US Coast Guard AMS acceptance DESMI Ocean Guard are pleased to announce that the RayCleanTM BWTS was granted AMS acceptance by the USCG on January 30’th 2015. The AMS acceptance covers all salinities ranging from freshwater to marine water, something that only 8 out of 52 issued AMS acceptances have achieved to date. the most challenging unclear water conditions. Furthermore, the challenges above should be met by use of the lowest possible power consumption.

DESMI Ocean Guard are pleased to announce that the RayCleanTM BWTS was granted AMS acceptance by the USCG on January 30’th 2015. The AMS acceptance covers all salinities ranging from freshwater to marine water, something that only 8 out of 52 issued AMS acceptances have achieved to date.

of dealing with. This means the RayCleanTM system can treat extremely dirty and unclear water that no other UV system on the market today is approved for. In short, the accepted capability of the RayCleanTM system to deal with any kind of water you can expect to encounter in global trade is outstanding and un-matched in the Industry.

RayCleanTM Ballast Water Treatment System is the leading system in the marine industry with unrivalled treatment performance and lowest energy consumption in class. RayCleanTM is IMO and DNV-GL type approved and tested to meet the latest requirements and guidelines adopted by the International Maritime Organisation (IMO) and the US Coast Guard, from which the system now also has earned the Alternate Management System (AMS) acceptance.

The development of the RayCleanTM BWTS was based upon experience from the development and testing of DESMI’s OxyCleanTM BWTS, which was the first system in the world to receive the IMO and AMS Approvals in all water salinities. During the development of the RayCleanTM BWTS focus has been on developing a system that is simple, will work in all salinities and temperatures, and in

In addition, the RayCleanTM BWTS AMS acceptance contains no limitation with regard to temperature of the water to be treated. The acceptance also covers the record setting wide UV-Transmission range, which the RayCleanTM system has been proven capable

The proven and certified performance of the RayCleanTM system is a testimony that all ambitions have been fulfilled. Something that DESMI Ocean Guard experiences is requested by an increasing number of Shipowners: “The general awareness about limitations of type approved ballast water treatment systems is growing amongst shipowners.

They have realized that the risk associated with having a BWTS on a vessel, which is not approved for treatment of water with low salinity or low temperature, is not acceptable. It can lead to fines, detainments in port and ultimately require installation of a new system”, explains Rasmus Folsø, CEO of DESMI Ocean Guard A/S. The USCG AMS acceptance is an interim acceptance that is valid 5 years after the date where a given vessel must be equipped with a USCG type approved ballast water treatment system. These dates are defined in the USCG Final Rule regarding discharge of ballast water, which entered into force in June 2012. DESMI Ocean Guard is already working on obtaining a full USCG type approval for the RayCleanTM BWTS system.

All the required testing has been completed according to both IMO guidelines and USCG requirements, and under the supervision of DNV, which is a USCG recognized Independent Lab. This means we are in pole position for obtaining USCG type approval for the RayCleanTM system.

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Spanish Maritime Cluster recognizes DNV GL’s Maritime Academy

DNV GL’s Maritime Academy has been recognised for its training programme by the Spanish Maritime Cluster. DNV GL received the “Impulso a la Formación” award, in recognition of the Maritime Academy’s efforts in the Maritime Training Sector in Spain. The award is under the patronage of King Felipe VI and honours initiatives that improve training programmes and promote the development of new opportunities for professionals in the Spanish maritime sector. It also rewards projects that enable professionals to more easily move careers to a new maritime subsector.

“We feel very honoured to receive this award. It acknowledges our commitment to share the knowledge and expertise available in DNV GL with our customers and encourages us to find new ways to help customers keep up to date and make more informed business decisions”, says Maria Teresa Pisabarro Castanedo, Manager of the Maritime Academy Spain.

The demand for training courses is steadily growing in Spain. “We are still a maritime nation and the task of reindustrializing the country needs to be taken seriously”, Alejandro Aznar, President of the Spanish Maritime Cluster, stressed at the award ceremony in Madrid.

The DNV GL Maritime Academy Spain has trained more than 400 professionals over the past two years. The courses focus on preparing clients for the challenges posed by changes in the market or current and upcoming regulatory requirements. DNV GL’s work in Spain was also recognised by the Spanish Naval Architects Association (AINE). It recently presented DNV GL with an award for the “Best Company linked to the Maritime Sector”.

Caption: Maria Teresa Pisabarro Castanedo, Manager DNV GL Academy Spain (3rd from the right) accepted the “Impulso a la Formacion” award on behalf of DNV GL.

DNV GL opens new Central China office in Nanjing The world’s largest ship and offshore classification society DNV GL has opened up a new office in Nanjing. It will support business growth in the area and be the centre for operations in Central China. Headed by Area Manager Chen Keng, DNV GL Central China covers most of the Jiangsu Province and follows the Yangtze River upstream to Chongqing and Sichuan.

“Central China is home to dozens of shipyards, many industry manufacturers and is therefore one of the most important areas for DNV GL to focus on in China. The launch of our expanded new office demonstrates our commitment”, says Torgeir Sterri, Vice President and Regional Manager for Greater China at DNV GL. “More expertise and competence in all ship types and offshore units as well as a strong focus on research, technology and innovation enables DNV GL to support the transformation and development of Central China’s maritime industry more effectively. Together with our customers, we will contribute to a safer, smarter and greener future”, Sterri adds.

The expanded office accommodates all staff from both legacy DNV and legacy GL. “Our customers now have easier access to our services. This puts us in a much better position to support them, strengthen our existing cooperations and generate more business in the area”, says Area Manager Chen Keng.

DNV GL has been involved in many advanced newbuilding projects in China, such as 10,000 TEU container ships, 25,000 DWT Duplex chemical tankers, high-end OSVs and multi-purpose dry cargo vessels.

“We are proud and grateful for the trust and good cooperation built and main-

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tained with our customers and partners in the area. With the support from our regional and global resources, I am very confident that we will be able to meet the even higher expectations from our customers on quality, technology and innovation development”, concludes Chen Keng.

Caption: DNV GL celebrated the opening of its new office in Nanjing.

nafs March 2014

51

Market News Ομιλία κ. Θεόδωρου Βενιάμη, Προέδρου ΕΕΕ στη Γενική Συνέλευση της 4.2.2015

Θεόδωρος Βενιάμης: Εφοπλισμός και κυβέρνηση

μπορούν να συνεργαστούν προς το κοινό όφελος της πατρίδας μας.

Κυρίες και Κύριοι, Αγαπητοί μου Φίλοι και Συνάδελφοι, Θα ήθελα να ευχηθώ ολόψυχα σε όλους μας να έχουμε μια καλή χρονιά, γεμάτη υγεία, ευημερία, δημιουργικότητα, γαλήνιες θάλασσες και καλά ταξίδια στα καράβια μας, και να σας καλωσορίσω στην φετινή Γενική Συνέλευση της Ενώσεώς μας στο οικείο σε όλους μας Ευγενίδειο Ίδρυμα. Με την ευκαιρία, θερμές ευχαριστίες στον φίλο και συνάδελφο Λεωνίδα Δημητριάδη – Ευγενίδη για την διαχρονική φιλοξενία του. Το 2014 ήταν, και για την ναυτιλία μας, έτος που δεν επέτρεψε εφησυχασμό και χαλαρότητα. Οι εξελίξεις πολλές σε εθνικό και διεθνές επίπεδο. Διεθνώς, η ναυλαγορά συνέχισε να μας ταλαιπωρεί με την αστάθεια που συνέχισε να εκδηλώνει. Παρόλα αυτά, οι Έλληνες πλοιοκτήτες ενίσχυσαν την παρουσία τους και επανατοποθετήθηκαν στη διεθνή ναυτιλιακή αγορά, αποδεικνύοντας ότι έχουν ισχυρές αντοχές στις πιεστικές συνθήκες που βιώνει ο τομέας τα τελευταία χρόνια. Η νέα χρονιά βρίσκει την ελληνόκτητη ναυτιλία στις επάλξεις, με σταθερή την πρωτοκαθεδρία της στην διεθνή κατάταξη, εκπροσωπώντας το 16% της διεθνούς χωρητικότητας και με υψηλά ποσοστά σημαντικών κατηγοριών πλοίων όπως στα δεξαμενόπλοια, με ποσοστό 23%, και στα πλοία χύδην μεταφορών, με ποσοστό 18,5%, να παραμένουν στα χέρια της ελληνικής πλοιοκτησίας. Οι προοπτικές για το 2015 δημιουργούν ανάμεικτα συναισθήματα. Υπάρχουν ανησυχίες για τους συσχετισμούς προσφοράς και ζήτησης χωρητικότητας με δεδομένη τη σταδιακή είσοδο στην αγορά πλεονάζουσας νέας χωρητικότητας και την αβεβαιότητα ως προς τα ποσοστά αύξησης της ζήτησης. Είναι σαφές όμως από

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τις εκτιμήσεις διεθνών οίκων αξιολόγησης ότι οι αποδόσεις των ναύλων θα διαφέρουν μεταξύ των διαφόρων κατηγοριών πλοίων. Για παράδειγμα, τα πλοία μεταφοράς φυσικού αερίου LNG διαφαίνεται να διατηρούν υψηλές αποδόσεις, τα πλοία μεταφοράς εμπορευματοκιβωτίων να βρίσκονται υπό πίεση, ενώ τα δεξαμενόπλοια ευνοούνται μάλλον λόγω της πτώσης των τιμών του πετρελαίου. Ένα λοιπόν είναι σίγουρο, ότι δεν θα πλήξουμε ούτε το 2015, αφού η ναυτιλία μας θα συνεχίζει να κατέχει δικαιολογημένα τον προνομιακό χαρακτηρισμό της επιχειρηματικής δραστηριότητας με τις μεγάλες προκλήσεις, τις συνεχείς ανατροπές αλλά και εφικτές προσδοκίες. Το 2014, ενώ σε εθνικό επίπεδο η χώρα μας διένυε μια κρίσιμη χρονιά για την οικονομική της πορεία και ανάπτυξη, η ναυτιλία των Ελλήνων συγκέντρωσε για άλλη μια φορά τα βλέμματα της παγκόσμιας οικονομίας στην Αθήνα λόγω της διεξαγωγής της 29ης Διεθνούς Ναυτιλιακής Εκθέσεως των Ποσειδωνίων. Η Ελλάδα εκτός από το προνόμιο να φιλοξενεί την διεθνούς φήμης έκθεση, είχε και το προνόμιο να επιδείξει πρωτεύοντα ρόλο στην παρουσίαση του παγκόσμιου ναυτιλιακού γίγνεσθαι, συνακόλουθο του πρωταγωνιστικού ρόλου της ελληνόκτητης ναυτιλίας. Παράλληλα, το πρώτο εξάμηνο του 2014, η Ελλάδα είχε την Προεδρία της Ευρωπαϊκής Ένωσης. Πράγματι, η Προεδρία της στον τομέα της ναυτιλίας απέσπασε θετικότατες κριτικές από τους εταίρους της στην Ευρωπαϊκή Ένωση, αφήνοντας καθοριστικό στίγμα σε αρκετά θέματα που χειρίστηκε, και υιοθετώντας την Διακήρυξη των Αθηνών όπου περιγράφεται και καθορίζεται η Ευρωπαϊκή Στρατηγική για τις θαλάσσιες μεταφορές και οι προτεραιότητές της για την επόμενη πενταετία. Όμως θεωρώ επιβεβλημένο να αποδώσω ιδιαίτερη έμφαση στην παρουσία της ναυτιλίας μας εντός της Ελλάδας, και στις σχέσεις της με την Πολιτεία και την ελληνική οικονομία. Η διαχρονική οικονομική συνεισφορά του κλάδου μας στην ελληνική οικονομία είναι ιστορικά αποδεδειγμένη. Τα οφέλη της πατρίδας μας από την ναυτιλία περιγράφονται σε τρεις λέξεις: εισροή συναλλάγματος, θέσεις εργασίας και κύρος στη διεθνή πολιτική και οικονομική σκηνή. Δεν είναι τυχαίο ότι ειδικά τα τελευταία χρόνια γινόμαστε καθημερινά στόχος δελεαστικών προτάσεων από τρίτες χώρες, κοινοτικές και μη, για να μετεγκατασταθούμε σε εκείνες, προκειμένου να καρπωθούν οι εθνικές τους οικονομίες τα οφέλη από την παρουσία μιας δυνατής ναυτιλιακής κοινότητας. Η ελληνική πλοιοκτησία όμως έχει επιλέξει να είναι συνδεδεμένη με τον τόπο της και

την ελληνική κοινωνία. Από την έναρξη της οικονομικής κρίσης στην πατρίδα μας, η ελληνόκτητη ναυτιλία δήλωσε την προθυμία της να συμβάλει στην αντιμετώπιση του προβλήματος, αν και θέλω να το επαναλάβω, ποτέ δεν υπήρξαμε μέρος του προβλήματος. Η πρωτοβουλία μας να προτείνουμε στον τότε Πρωθυπουργό την υπογραφή ενός συνυποσχετικού οικειοθελούς συνεισφοράς πηγάζει από την επιθυμία μας να συνδράμουμε στα έσοδα του Κράτους, αλλά σεβόμενοι πλήρως το Σύνταγμα και το θεσμικό μας πλαίσιο. Θα ήταν εκτός λογικής αλλά και έννομης τάξης, να απεμπολήσουμε ένα θεσμικό πλαίσιο που η ίδια η Πολιτεία από το 1975 έκρινε αναγκαίο και θεμιτό να υιοθετήσει για τη ναυτιλία, και στην πορεία να το διατηρήσει, προκειμένου να την προσελκύσει πίσω στα πάτρια εδάφη, προσφέροντας την απαιτούμενη πολιτική σταθερότητα και νομική βεβαιότητα. Επιπροσθέτως, θα επαναλάβω ότι ανάλογα καθεστώτα απολαμβάνουν όλες οι μεγάλες ναυτιλίες από τις κυβερνήσεις τους, προκειμένου να ανταποκρίνονται στον διεθνή σκληρό ανταγωνισμό. Δυστυχώς αυτή η πρωτοβουλία έτυχε κακής μεταχείρισης και λανθασμένων χειρισμών εκ μέρους της δημόσιας διοίκησης, με αποτέλεσμα να εμπλακούμε σε ένα κυκεώνα άγονων συζητήσεων που αν και καθυστέρησε την υλοποίησή της, ευτυχώς στο τέλος είχε θετική έκβαση. Η Βουλή των Ελλήνων κατήργησε την 1η Οκτωβρίου του 2014 την επίμαχη αντισυνταγματική διάταξη, κυρώνοντας παράλληλα την συμφωνία ναυτιλίας – Κράτους, με στόχο την οικονομική συνεισφορά από τη ναυτιλία ύψους 420 εκατομμυρίων ευρώ σε 4 χρόνια. Αμέσως μετά την κύρωση του συνυποσχετικού, μέσα σε απίστευτα μικρό χρονικό διάστημα, για τα ελληνικά δεδομένα τουλάχιστον, εισπράχθηκε το ανάλογο ποσό της συνεισφοράς για το έτος 2013. Και θα ήθελα να διατυμπανίσω ότι οι εισπρακτικοί στόχοι του συνυποσχετικού επιτεύχθηκαν πλήρως, αν και όπως μας κατηγορούν οι αυτοπροσδιοριζόμενοι δημόσιοι κατήγοροί μας, είχαμε την διακριτική μεταχείριση να καλούμαστε εθελοντικά να πληρώσουμε. Ο καθολικός και άμεσος τρόπος με τον οποίο ανταποκρίθηκε το συντριπτικό ποσοστό της ελληνικής ναυτιλιακής κοινότητας αποδεικνύει την επιθυμία του κλάδου να στηρίξει την πατρίδα στη δύσκολη οικονομική συγκυρία που βιώνει, καθώς και το όραμά του για μια εθνική αναπτυξιακή πολιτική που θα βασίζεται και στον στρατηγικό πυλώνα της ναυτιλίας. Επιπροσθέτως, η ελληνική ναυτιλιακή κοινότητα στάθηκε αρωγός στους συμπολίτες μας, μέσω

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του προγράμματος κοινωνικής προσφοράς και αλληλεγγύης που υλοποίησε η Ένωσή μας. Καταφέραμε να εντοπίσουμε με τη βοήθεια συνεργαζόμενων κοινωνικών φορέων, Δήμων και εκκλησιών χιλιάδες οικογένειες που βιώνουν τον καθημερινό αγώνα επιβίωσης και να τις στηρίξουμε, τουλάχιστον στον τομέα της σίτισης, σεβόμενοι πλήρως την ανθρώπινη αξιοπρέπεια. Με την υποστήριξη των Γιατρών του Κόσμου χρηματοδοτήσαμε εξ ολοκλήρου πρόγραμμα υγείας και ιατρικού ελέγχου σε περιοχές της χώρας που το είχαν απόλυτη ανάγκη. Γενικότερα, ανταποκριθήκαμε άμεσα σε πληθώρα εξειδικευμένων αιτημάτων, υποστηρίζοντας οικονομικά δομές της ελληνικής έννομης τάξεως, όπως το Λιμενικό Σώμα, την Ελληνική Αστυνομία, το Πολεμικό Ναυτικό, το Πυροσβεστικό Σώμα, που χρειάζονται οικονομική ενίσχυση λόγω της στενότητας του κρατικού προϋπολογισμού. Δεν θέλω να μπω σε λεπτομέρειες του αξιόλογου κοινωνικού έργου που υλοποιήσαμε, όμως θέλω να τονίσω στην Πολιτεία ότι η κοινωνία και οι συμπολίτες μας, ακόμη και σε απομακρυσμένες περιοχές της χώρας μας, έχουν διαμορφώσει προσωπική άποψη για την κοινωνική συνεισφορά του ελληνικού εφοπλισμού. Στον τομέα τώρα της ναυτικής εκπαίδευσης, αν και σημειώθηκαν κάποια θετικά βήματα προόδου, δυστυχώς δεν υπήρξε η απαραίτητη πολιτική βούληση για ριζικές μεταρρυθμίσεις που θα οδηγούσαν στην οριστική αντιμετώπιση και επίλυση των επιμέρους αδυναμιών του ισχύοντος καθεστώτος. Αναφέρομαι στην υιοθέτηση διατάξεων που προβλέπουν αφενός την υποχρέωση όλων των ναυτιλιακών επιχειρήσεων που υπάγονται στις διατάξεις του άρθρου 25 του ν.27/75 να ναυτολογούν αριθμό σπουδαστών αντίστοιχο με τον αριθμό των πλοίων που διαχειρίζονται, ανεξαρτήτως σημαίας και αφετέρου την δυνατότητα οι σπουδαστές των ΑΕΝ πρώτης και δεύτερης θαλάσσιας εκπαιδευτικής περιόδου να ναυτολογούνται σε πλοία με ξένη σημαία. Οι εν λόγω διατάξεις όμως στην πράξη είναι ανενεργείς και μη εφαρμόσιμες στην πράξη, εάν δεν υλοποιηθεί σειρά συμπληρωματικών μέτρων που η Ένωσή μας έχει από καιρό παρουσιάσει με τεκμηρίωση στο Υπουργείο Ναυτιλίας. Αναφέρομαι για παράδειγμα στον μηχανισμό συμμόρφωσης των διαχειριστριών εταιρειών και στις αναγκαίες αλλαγές στο ισχύον καθεστώς για την πραγματοποίηση της υποχρεωτικής θαλάσσιας εκπαιδευτικής υπηρεσίας των δοκίμων σπουδαστών. Οι προτάσεις μας παραμένουν επίκαιρες στο τραπέζι των συζητήσεων και ας ελπίσουμε ότι θα υπάρξει κάποια στιγμή εκ μέρους της Πολιτείας η αποφασιστικότητα να αλλάξει τα «κακώς κείμενα» του συστήματος της ναυτικής εκπαίδευσης. Σε κάθε περίπτωση, η παραγωγή αξιωματικών πρέπει να συνδεθεί στενά με την αγορά εργασίας. Στον ίδιο τομέα, αυτόν της ναυτικής εκπαίδευσης, μετά από αρκετές χρονικές

αναβολές, το Υπουργείο Ναυτιλίας αποφάσισε να ενεργοποιήσει το νομοθετικό πλαίσιο για την ίδρυση και λειτουργία ιδιωτικής ναυτικής εκπαίδευσης, των λεγόμενων ΝΕΚΕ. Ειδικότερα, υιοθετήθηκε το πλαίσιο για την λειτουργία ιδιωτικών ειδικών τμημάτων βραχείας επιμόρφωσης, με την προοπτική να ακολουθήσουν οι κανονιστικές πράξεις για ιδιωτικά ΚΕΣΕΝ. Αίτημα του εφοπλισμού είναι η λειτουργία, παράλληλα με τις δημόσιες ΑΕΝ, τις οποίες να σημειώσω η Ένωσή μας ενισχύει προσφέροντας τα χρήματα για την ανακαίνιση των κτιριακών εγκαταστάσεων και τον εκσυγχρονισμό του εξοπλισμού τους, ιδιωτικών ναυτικών ακαδημιών, προκειμένου να υπάρξει παραγωγή ικανοποιητικού αριθμού αξιωματικών που θα μπορέσουν να επανδρώσουν όχι μόνο τα ελληνόκτητα πλοία, αλλά λόγω της υψηλής ναυτικής τεχνογνωσίας των Ελλήνων, τον κοινοτικό και διεθνή στόλο. Ο τομέας της ναυτιλίας, μαζί με τις παραναυτιλιακές δραστηριότητες, προσφέρει ήδη πάνω από 190.000 χιλιάδες θέσεις άμεσης και έμμεσης εργασίας και σύμφωνα με μελέτες που έχουν διεξαχθεί από το Ίδρυμα Οικονομικών & Βιομηχανικών Ερευνών (ΙΟΒΕ) διαθέτει τη δυναμική να προσφέρει πολύ περισσότερες. Όμως η ναυτιλία είναι μια διεθνής δραστηριότητα που υπόκειται σε συνθήκες σκληρού ανταγωνισμού. Βασική προϋπόθεση για να δημιουργηθούν νέες θέσεις εργασίας στα ελληνόκτητα πλοία είναι η επικράτηση μισθολογικών συνθηκών σύμφωνων με τα διεθνώς κρατούντα στη διεθνή ναυτιλία και πάντοτε σύμφωνα με τα προβλεπόμενα από τις διεθνείς συμβάσεις. Η χώρα μας μαστίζεται από ανεργία ειδικότερα στις ηλικίες των νέων ανθρώπων. Η ναυτιλία μπορεί να δώσει διέξοδο σε χιλιάδες νέους για εργασία με θετικές προοπτικές. Ευελπιστώ ότι σύντομα θα υπάρξουν οι αναγκαίες κανονιστικές ρυθμίσεις που θα εξασφαλίσουν τις προαπαιτούμενες συνθήκες για την απασχόληση Ελλήνων ναυτικών στα ελληνόκτητα πλοία. Θετικότατη εξέλιξη αποτελεί και η ρύθμιση τον Οκτώβριο του 2014 ενός πάγιου «αιτήματος» της Ενώσεώς μας και της ναυτεργασίας προς τον Υπουργείο Ναυτιλίας, αυτό της αναγνώρισης της θαλάσσιας υπηρεσίας Ελλήνων ναυτικών σε πλοία ξένης σημαίας, μη συμβεβλημένα με το ΝΑΤ, ελληνικής πλοιοκτησίας ή διαχειριζόμενα από εταιρείες εγκατεστημένες στην Ελλάδα, η οποία προσμετράται πια για την απόκτηση αποδεικτικών ναυτικής ικανότητας, εφόσον αυτή αναγνωρισθεί στο ΝΑΤ ως συντάξιμη. Στο σημείο αυτό θέλω να επισημάνω τις αγαστές σχέσεις μας με την ηγεσία των ναυτεργατικών σωματείων. Παρά τις αντίξοες οριζόντιες οικονομικό-κοινωνικές συγκυρίες που επικρατούν στον εργασιακό χώρο, έχουμε καταφέρει να συνεχίζουμε την εποικοδομητική συνεργασία μας, με στόχο τη διαμόρφωση κοινών θέσεων και

απόψεων σε θέματα αμοιβαίου ενδιαφέροντος, όπως την επίλυση πρακτικών θεμάτων που ισχύουν στο σύστημα ναυτικής εκπαίδευσης, θετικότατο γεγονός που στην πράξη διευκολύνει την υιοθέτηση αυτών από το αρμόδιο Υπουργείο Ναυτιλίας. Κυρίες και Κύριοι συνάδελφοι, Και τον περασμένο χρόνο, και παρά την δύσκολη agenda σε εθνικό επίπεδο, η Ένωσή μας συνέχισε την εντατική παρακολούθηση και εποικοδομητική συμμετοχή της στα δρώμενα των διεθνών οργανισμών, όπως το International Chamber of Shipping (ICS) και την European Community Shipowners’ Associations (ECSA), αδελφούς οργανισμούς με μέλη εφοπλιστικές εθνικές ενώσεις, καθώς και στο Baltic and International Maritime Council (BIMCO), στην International Association of Independent Tanker Owners (Intertanko) και στην International Association of Dry Cargo Shipowners (Intercargo), στις οποίες οι ελληνικές εταιρείες κατέχουν υψηλά ποσοστά συμμετοχής. Μέσω της ECSA και του ICS, καθώς και στον International Maritime Organization (ΙΜΟ), τον International Labour Organization (ILO), τον Οργανισμό Οικονομικής Συνεργασίας και Ανάπτυξης (ΟΟΣΑ) μέσω της συνεργασίας μας με τα αρμόδια Υπουργεία, όπως το Ναυτιλίας και Αιγαίου, το Περιβάλλοντος, το Ενέργειας και Κλιματικής Αλλαγής, το Εξωτερικών, παρακολουθήσαμε ενεργά σωρεία θεμάτων τεχνικής ή εμπορικής φύσεως. Θα αναφερθώ με συντομία στα κυριότερα που επικεντρώθηκε το ενδιαφέρον μας: • Όπως προανέφερα η ανταγωνιστικότητα ενός στόλου είναι η προϋπόθεση για την βιωσιμότητά του και την επιτυχή επιχειρηματική παρουσία του στο διεθνές άκρως ανταγωνιστικό στίβο των θαλασσίων μεταφορών. Για τον λόγο αυτό, σε ευρωπαϊκό επίπεδο, επίκεντρο του ενδιαφέροντος της ναυτιλιακής κοινότητας είναι η διατήρηση των Κατευθυντηρίων Γραμμών περί κρατικών ενισχύσεων στις θαλάσσιες μεταφορές, τα ονομαζόμενα “guidelines on state aids to shipping”. Δεδομένου ότι η ισχύς των εν λόγω guidelines έχουν παραταθεί επ’ αόριστον, από τον προηγούμενο Επίτροπο Ανταγωνισμού της Ευρωπαϊκής Επιτροπής, χωρίς την έκδοση επίσημης απόφασης, με ιδιαίτερο ενδιαφέρον παρακολουθούμε τον χειρισμό του θέματος από την νέα αρμόδια Επίτροπο. Σε κάθε περίπτωση, η ECSA έχει ήδη καταθέσει στις αρμόδιες υπηρεσίες της Ευρωπαϊκής Επιτροπής ειδική μελέτη που αποδεικνύει τη σημασία της κοινοτικής ναυτιλίας και της συνεισφοράς της στην ευρωπαϊκή οικονομία. Αυτό θα είναι και το κεντρικό μήνυμα που θα προωθήσει η κοινοτική ναυτιλία, ως παραγωγικός τομέας και στρατηγικός πυλώνας της ευρωπαϊκής οικονομίας στην Ευρωπαϊκή Έκθεση για τη Ναυτιλία που θα διεξαχθεί τις πρώτες ημέρες του Μαρτίου 2015 στις Βρυξέλλες.

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• Στο πεδίο των συζητήσεων για την διαχείριση της κλιματικής αλλαγής και των ατμοσφαιρικών εκπομπών από τα πλοία, οι εξελίξεις είχαν ανάμεικτα αποτελέσματα. Στη διάρκεια της Ιταλικής Προεδρίας, η Ευρωπαϊκή Ένωση ατυχώς έσπευσε να ολοκληρώσει σε πολιτικό επίπεδο μια συμφωνία για την παρακολούθηση των εκπομπών CO2 και να δρομολογήσει περαιτέρω την έκδοση σχετικού Κανονισμού που θα αφορά κυρίως τα ποντοπόρα πλοία άνω των 5.000 G.T. Αν και ο Κανονισμός φαίνεται να πηγαίνει μακρύτερα από τις νομοθετικές ρυθμίσεις που έχουν δρομολογηθεί στον ΙΜΟ, είναι θετικό ότι υπάρχει η πρόβλεψη εναρμόνισής του με τα τελικά αποτελέσματα που θα συμφωνηθούν σε παγκόσμιο επίπεδο. Η Ένωσή μας συνεχίζει, κατά τις σχετικές συζητήσεις σε όλα τα επίπεδα, να πιέζει για να ληφθούν υπόψη οι ιδιαιτερότητες του τομέα των χύδην μεταφορών. Με δεδομένη την υπάρχουσα στάση των Ευρωπαίων, σημαντικό ρόλο αναμένεται να έχει η στάση που θα ακολουθήσουν οι ΗΠΑ και η Κίνα που έχουν τις μεγαλύτερες εκπομπές CO2, καθώς και οι σημαντικότερες αναπτυσσόμενες χώρες, στην προσεχή σύνοδο των Ηνωμένων Εθνών στο Παρίσι στα τέλη του 2015. Βρισκόμαστε σε συνεχή εγρήγορση επί των εξελίξεων, δεδομένων των επιπτώσεων που μπορεί να επιφέρουν στην ομαλή λειτουργία της ναυτιλίας.

• Την χρονιά που μας πέρασε σημειώθηκε μια σειρά από βελτιώσεις στη Σύμβαση για την Διαχείριση του Θαλάσσιου Έρματος. Κατ’ αρχήν αντιμετωπίστηκε πρακτικά το πρόβλημα της συμμόρφωσης των υπαρχόντων πλοίων με απαιτήσεις της Σύμβασης, αφού όλα τα πλοία που θα έχουν κατασκευασθεί πριν την θέση σε ισχύ της Σύμβασης θα θεωρούνται πλέον «υπάρχοντα» και θα υπαχθούν στο ευμενέστερο χρονοδιάγραμμα συμμόρφωσης. Επιπροσθέτως, η τακτική καθυστέρησης που επιδίωξαν οι παράγοντες της διεθνούς ναυτιλιακής βιομηχανίας είχε ως αποτέλεσμα ο ΙΜΟ να δρομολογήσει άμεσα την επίλυση μιας σειράς πρακτικών προβλημάτων που θα διευκολύνουν την κύρωση της Σύμβασης και θα εμπεδώσουν την εμπιστοσύνη σε αυτήν. Σε κάθε περίπτωση, στόχος μας παραμένει η όσο το δυνατόν γρηγορότερη και ουσιαστική τροποποίηση αυτής, προκειμένου να αντιμετωπισθούν όλα τα προβληματικά σημεία της.

• Η κλιματική αλλαγή οδηγεί σε μεγαλύτερη προσβασιμότητα της διεθνούς ναυτιλίας στην Αρκτική, με αποτέλεσμα η διακυβέρνηση των δραστηριοτήτων της Αρκτικής Οδού να έχει καταστεί πρωτεύον θέμα στη διεθνή ναυτιλιακή επικαιρότητα. Η Ένωσή μας ανέλαβε την πρωτοβουλία να ζητήσει από το

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αρμόδιο Υπουργείο Εξωτερικών να υποβάλλει αίτημα συμμετοχής της Ελλάδας στο Αρκτικό Συμβούλιο με καθεστώς παρατηρητού. Στόχος της πρωτοβουλίας είναι η εκ του σύνεγγυς παρακολούθηση των εξελίξεων για τη διαμόρφωση ενός διεθνούς ενιαίου θεσμικού πλαισίου στην περιοχή που θα εξασφαλίζει την ασφαλή και περιβαλλοντικά φιλική διέλευση των πλοίων καθώς και την επίλυση σειράς πρακτικών προβλημάτων. Ήδη η χώρα μας έχει υποβάλλει το εν λόγω αίτημα, το οποίο θα εξετασθεί σύντομα. Τέλος, επιγραμματικά θα αναφερθώ στις ουσιαστικές παρεμβάσεις της ΕΕΕ και στα εξής θέματα: - Εφαρμογή της Συμφωνίας της Βασιλείας 3 περί κεφαλαιακής επάρκειας Τραπεζών στην Ευρωπαϊκή Ένωση και οι επιπτώσεις για τον υπολογισμό της αξίας των ναυτικών δανείων.

- Εφαρμογή των νέων Λογιστικών Προτύπων στη ναυτιλία.

- Διαπραγματεύσεις για πολυμερείς συμφωνίες απελευθέρωσης του εμπορίου των υπηρεσιών καθώς και διμερείς συμφωνίες Ελεύθερου Εμπορίου μεταξύ ΕΕ και σημαντικών τρίτων χωρών – εμπορικών εταίρων της. Αγαπητοί Συνάδελφοι, Θέλω να σας διαβεβαιώσω ότι η Ένωσή μας παρακολουθεί όλο το φάσμα των θεμάτων που απασχολούν τη ναυτιλιακή επιχείρηση και επηρεάζουν την απρόσκοπτη λειτουργία και εκμετάλλευση των πλοίων, χρησιμοποιώντας τους διαύλους επικοινωνίας που έχει αναπτύξει τόσο μέσω των ιδιωτικών οργανισμών της ναυτιλίας όσο και απευθείας με τα νομοπαρασκευαστικά όργανα της Ευρωπαϊκής Ένωσης και της αμερικανικής διοίκησης. Όταν κρίνεται αναγκαίο επιδιώκουμε επαφές υψηλού επιπέδου με τους έχοντες καθοριστικό ρόλο στην διαμόρφωση της ναυτιλιακής πολιτικής. Επίσης, το περασμένο έτος συνεχίσαμε τη στενή συνεργασία τόσο με τους Έλληνες συναδέλφους μας που συμμετέχουν στα Διοικητικά Συμβούλια των P&I Clubs όσο και με το International Group των P&I Clubs. Θεωρώ μάλιστα μεγάλη επιτυχία ότι εντός του 2014 επιλύθηκε ένα χρόνιο πρόβλημα που αντιμετώπιζαν τα πλοία με τα condition surveys των P&I Clubs, ένα θέμα που η Ένωσή μας ανέδειξε εδώ και χρόνια και το κράτησε ανοικτό στην ημερήσια διάταξη των επαφών της με τα P&I Clubs. Ειδικότερα, το International Group ανταποκρίθηκε τελικώς θετικά στην πρόταση της Ενώσεως Ελλήνων Εφοπλιστών να τροποποιήσει τη διαδικασία ελέγχων των πλοίων καθώς και τη διαχείριση των αποτελεσμάτων αυτών, ακολουθώντας την συμφωνία του εφοπλισμού με τη RightShip. Δηλαδή, στις παρατηρήσεις που προκύπτουν από τα condition surveys, τον τελευταίο λόγο για θέματα που άπτονται της κλάσης θα έχει ο νηογνώμονας που παρακολουθεί το πλοίο ενώ

σε θέματα διεθνών συμβάσεων και εφαρμογής εθνικής νομοθεσίας η Αρχή της Σημαίας και ο εξουσιοδοτημένος από αυτήν οργανισμός. Με την ευκαιρία θα ήθελα να επαναλάβω την εποικοδομητική συνεργασία που συνεχίζουμε με την RightShip, μετά τη σημαντική συμφωνία που είχαμε για το θέμα των vetting inspections, με στόχο τις κατά το δυνατόν περαιτέρω βελτιώσεις του συστήματος που ακολουθεί. Είναι εμφανές ότι οι πρωτοβουλίες μας και τα αποτελέσματα αυτών στο θέμα των ελέγχων τόσο με τη RightShip όσο και με τα P&I Clubs αποτελούν θετικό πρόσημο για το σύνολο της διεθνούς ναυτιλιακής κοινότητας και επιβεβαιώνουν τον ηγετικό ρόλο της ελληνόκτητης ναυτιλίας και την συνακόλουθη διαπραγματευτική δύναμη της Ενώσεώς μας στις σχέσεις της με τους έχοντες άμεσο και καθοριστικό ρόλο στη λειτουργία του πλοίου και της ναυτιλιακής επιχείρησης. Εν τέλει, συνεχίσθηκαν με επιτυχία οι τακτικές επαφές και ο εποικοδομητικός διάλογος με τους νηογνώμονες, κυρίως με τα μέλη του LAN (τους Lloyd’s Register, American Bureau of Shipping, Det Norske Veritas) αλλά και με τον International Association of Classification Societies (IACS). Συνεχίσαμε επίσης τις διμερείς συναντήσεις με εθνικές εφοπλιστικές ενώσεις, όπως των Γερμανών, των Νορβηγών, της Μάλτας, της Κύπρου και των Bahamas, με στόχο τη δημιουργία συμμαχιών. Ιδιαίτερη σημασία αποδίδω στην καθιέρωση τακτικής διοργάνωσης συνάντησης των Προέδρων Εθνικών Εφοπλιστικών Ενώσεων, πρωτοβουλία της Ενώσεώς μας, όπου το 2014 έλαβε χώρα στα πλαίσια της Έκθεσης των Ποσειδωνίων, δεδομένου ότι μας δίνει την ευκαιρία για διαμόρφωση κοινών πολιτικών και συντονισμένων δράσεων στα διεθνή fora. Θα ήθελα επίσης να εκφράσω τις θερμότερες ευχαριστίες μου σε όλα τα μέλη του Διοικητικού Συμβουλίου της Ενώσεως Ελλήνων Εφοπλιστών καθώς και στους συναδέλφους μου στο Προεδρείο για την αμέριστη συμπαράστασή τους στο δύσκολο έργο της. Ήταν πάντοτε πρόθυμοι να προσφέρουν τον χρόνο και την γνώση τους για την προώθηση των θεμάτων που χειριστήκαμε. Ιδιαίτερες ευχαριστίες στους συναδέλφους μας που μας εκπροσωπούν στους διεθνείς οργανισμούς και ειδική μνεία στο γεγονός ότι η Προεδρία δύο διεθνών οργανισμών, της Intertanko και της Intercargo, βρίσκεται πάλι στα χέρια άξιων Ελλήνων συναδέλφων, του Νίκου Τσάκου και του Γιάννη Πλατσιδάκη, αντίστοιχα. Εξαίρετη παραμένει η συνεργασία μας με το ΝΕΕ, και τον αγαπητό Πρόεδρο αυτού, κ. Γεώργιο Γράτσο, καθώς και με τους συναδέλφους μας στο Greek Shipping Co-operation Committee. Πρέπει επίσης να αναφερθώ στη διαχρονικά εποικοδομητική συνεργασία μας με την Helmepa

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και να συγχαρώ τον Γιάννη Κούστα για το σημαντικό έργο της, καθώς και στην προσφάτως στενότερη και επομένως αποτελεσματικότερη συνεργασία μας με την Ένωση Πλοίων Μικρών Αποστάσεων, σε θέματα αμοιβαίου ενδιαφέροντος. Τέλος, θέλω να ευχαριστήσω από την καρδιά μου και να συγχαρώ για τον επαγγελματισμό τους τα στελέχη και το προσωπικό της Ενώσεως που υποστηρίζουν άριστα το απαιτητικό έργο της, πάντοτε υπό την καθοδήγηση της άξιας διεύθυνσης, και ειδικά του Διευθυντή μας κ. Στράτου Ξυνού και της κ. Κατερίνας Πέππα. Στο σημείο αυτό, θα ήταν παράλειψή μου να μην αναφερθώ στην αποχώρηση από τη Γραμματεία της Ενώσεως εντός του 2014 του εξαίρετου συνεργάτη Νίκου Χασιώτη που μας πρόσφερε τις υψηλού επιπέδου υπηρεσίες του για περισσότερο από 20 χρόνια. Δράττομαι της ευκαιρίας να τον ευχαριστήσω δημοσίως για την άψογη συνεργασία που είχαμε και να του ευχηθώ τα καλύτερα. Όμως η Γραμματεία της Ενώσεως στερήθηκε έναν ακόμα εξαίρετο συνεργάτη, τον Γιάννη Πανόπουλο, που έφυγε από την ζωή πριν τρεις ημέρες. Τα θερμά μου συλλυπητήρια στην οικογένειά του. Και μια τελευταία αλλά εξίσου θερμή ευχαριστία στην εταιρεία των ορκωτών λογιστών μας, Μουρ Στηβενς, για την μακρόχρονη συνεργασία μας και την άψογη υποστήριξη στην διαχείριση των οικονομικών της Ενώσεώς μας.

Αγαπητοί μου συνάδελφοι και φίλοι, Με τον σημερινό απολογισμό, ολοκληρώνεται ένας κύκλος έξι ετών σκληρής προσπάθειας για την προάσπιση και διεκδίκηση των θεμιτών συμφερόντων του κλάδου μας στα πλαίσια ενός ευμετάβλητου και ασταθούς οικονομικού περιβάλλοντος τόσο στο εθνικό όσο και στο διεθνή χώρο. Θέλω να σας ομολογήσω ότι παρά τις αντιξοότητες που αντιμετώπισα κατά τη θητεία μου στην Προεδρία της Ενώσεως Ελλήνων Εφοπλιστών, ο προσωπικός μου απολογισμός είναι θετικότατος σε εμπειρίες και αισθήματα. Είναι τιμή μου να υπηρετώ τη ναυτιλία μας και υψηλή πρόκληση να εκπροσωπώ την ηγετική της υπόσταση εντός και εκτός των εθνικών συνόρων. Οι σημερινές αρχαιρεσίες της Ενώσεώς μας λαμβάνουν χώρα λίγες μόλις ημέρες μετά τις εθνικές εκλογές και βρίσκουν την πατρίδα μας σε μια κρίσιμη χρονική περίοδο διαπραγμάτευσης για την πορεία της οικονομίας της. Το νέο Διοικητικό Συμβούλιο καλείται να διαμηνύσει στην Πολιτεία και στην κοινωνία ότι η ελληνόκτητη ναυτιλία, ως εθνικό κεφάλαιο, με καθοριστική οικονομική, πολιτική και στρατηγική σημασία για την πατρίδα μας, ήταν, είναι και επιθυμεί να παραμείνει παρούσα στον τόπο της. Για να γίνει όμως αυτό θα πρέπει να την αφήσουμε εκτός πολιτικών αντιπαραθέσεων, σεβόμενοι πλήρως το θεσμικό της πλαίσιο,

για να συνεχίσει να δραστηριοποιείται με τις αξιοθαύμαστες επιδόσεις που επιδεικνύει, προσφέροντας στην Ελλάδα το ύψιστο προνόμιο να κατέχει την πρώτη ναυτιλία διεθνώς. Στο πλαίσιο αυτό, με μεγάλη χαρά θέλω να καλωσορίσω τις πρόσφατες δηλώσεις των κυρίων Γιώργου Σταθάκη και Θοδωρή Δρίτσα, Υπουργού και Αναπληρωτή Υπουργού Οικονομίας, Υποδομών, Ναυτιλίας και Τουρισμού αντίστοιχα, κατά την τελετή παράδοσης του Υπουργείου Ναυτιλίας, από τις οποίες διαφαίνεται ότι αναγνωρίζεται πλήρως η σημασία και η δυναμική του παραγωγικού πυλώνα της ναυτιλίας για την ανάπτυξη της πατρίδας μας. Η διατήρηση της λειτουργικής αυτοτέλειας του Υπουργείου Ναυτιλίας αποτελεί έμπρακτη απόδειξη του γνήσιου ενδιαφέροντος της νέας κυβέρνησης για τον κλάδο μας. Θέλω επίσης να διαβεβαιώσω τους κυρίους υπουργούς ότι η ναυτοσύνη των Ελλήνων στην οποία αναφέρθηκαν, σε συνδυασμό με μία άρτια ναυτική εκπαίδευση, ήταν και παραμένει υψηλή προτεραιότητα του ελληνικού εφοπλισμού. Εν τέλει από το σημερινό βήμα, θέλω να επισημάνω ότι θα σταθούμε κοντά τους, υποστηρικτές στο έργο τους και πρόθυμοι για μία εποικοδομητική συνεργασία προς το κοινό όφελος της ναυτιλίας μας και της πατρίδας μας. Σας ευχαριστώ πολύ για την προσοχή σας.

Επανεκλογή Βενιάμη στο τιμόνι της Ε.Ε.Ε

Στην Ετήσια Τακτική Γενική Συνέλευση των μελών της ΕΕΕ που πραγματοποιήθηκε στις 4 Φεβρουαρίου 2015, στο Ίδρυμα Ευγενίδου, ο Πρόεδρος κ. Θεόδωρος Βενιάμης προέβη στον Απολογισμό των πεπραγμένων της Ενώσεως για το 2014, καθώς και σε εκτενή αναφορά στις ναυτιλιακές εξελίξεις, σε εθνικό, κοινοτικό και διεθνές επίπεδο για το ίδιο έτος. Οι εργασίες της Συνέλευσης συνεχίσθηκαν με αρχαιρεσίες για την ανάδειξη νέας Διοίκησης τριετούς θητείας. Το νεοεκλεγέν Διοικητικό Συμβούλιο, συνήλθε σήμερα 5 Φεβρουαρίου 2015 στα γραφεία της ΕΕΕ και μετά την επικύρωση των εκλογικών αποτελεσμάτων, συγκροτήθηκε σε Σώμα ως εξής:

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Πρόεδρος: κ. Θεόδωρος Βενιάμης Αντιπρόεδροι: κ.κ. Κωνσταντίνος Μαρτίνος, Μιχαήλ Χανδρής Γραμματείς: Δρ. Ιωάννης Κούστας, κ. ΑντώνιοςΘωμάς Λαιμός Ταμίας: Δρ. Ματθαίος Δημ. Λώς Αναπλ. Ταμίας: κ. Μελπομένη Τραυλού Μέλη οι κ.κ. : Αγγελάκης Γεώργιος, Αγγελικούσης Ιωάννης, Αγγελόπουλος Γεώργιος, Γράτσος Γεώργιος,

Δαλακούρας Γεώργιος, Ιωαννίδης Ιωάννης, Καρασταμάτη Λασκαρίνα, Καρούσης Κωνσταντίνος, Κολλάκης Παντελής-Ελευθέριος (Λου), Κουμάνταρος Γεώργιος, Κωνσταντακόπουλος Κωνσταντίνος, Λασκαρίδης Παναγιώτης, Λεκανίδης Στέφανος, Λιβανός Γεώργιος, Λύρας Κ. Ιωάννης, Μακρυμίχαλος Γεώργιος, Μποδούρογλου Μιχαήλ, Ξυλάς Ιωάννης, Οικονόμου Γεώργιος, Παπαγιαννόπουλος Αναστάσιος, Προκοπίου Ιωάννα, Φαφαλιός Δημήτριος, Φράγκου Αγγελική.

Market News

WISTA Hellas takes its Annual Forum in 2014 to higher levels!

WISTA HELLAS continued its tradition of ever increasing attendance at its traditional Annual Forum, this year titled “Shipping today…the key players’ perspective”, which took place on Tuesday, 2 December 2014 at the Metropolitan Hotel in Athens. With over 300 shipping professionals in attendance from the Greek Maritime Community as well as abroad, one has to wonder, what is the secret behind this Forum’s success? It cannot be other than the continuity of headlining the most current of issues facing the shipping industry and drawing top executives from key sectors.

Even the Minister of Shipping, Maritime Affairs and the Aegean, Mr. Miltiades Varvitsiotis could not be kept away despite a key visit to the US, and sent a personal video address to ensure his presence was felt. With Mrs. Popi Giannopoulou, Commercial Manager of Technomar Shipping Inc., WISTA Hellas founding President, moderating, this year’s lineup which included an exceptionally stellar panel with presentations by Mr. Alexandros Tourkolias, CEO of the National Bank of Greece, Mr. Marcos Vassilikos, Managing Director of Eurobulk Ltd., Mr. Anthony Argyropoulos, Managing Director, Seaborne Capital Advisors Ltd., Mrs. Zoe Lappa-Papamatthaiou, WISTA Hellas member and Legal Director of Danaos Shipping Co Ltd., Mr. Spyridon Zolotas, Area Manager, Greece and Cyprus, RINA Hellas Ltd., Mr. Fedon Tomazos, Managing Director of Cass Technava Maritime, and Mrs. Irene Notias, WISTA Hellas member and Purchasing Director, Prime Petroleum Services Inc. True to the title of the event, each panelist gave their key perspective on shipping today within their sector and role and kept the audience glued to their seats to the very end and into the floor discussion.

The video-address by the Minister naturally honed in on and emphasized the critical role shipping has and continues to play in terms of economic growth of the country especially in the current difficult environment, but notably emphasized the ever increasing role that women are playing in the industry both ashore and on board. The first of the speakers, Mr.

Marina Papaioannou, Rea Metropoulou, Angie Hartmann, Maria-Christina-Ktistakis, Vicky Roussou Tourkolias had everyone’s attention as he gave a very real picture of today’s financial environment and the direct effects on shipping worldwide. Mr. Vassilikos gave the realistic manager’s perspective of the wide range of challenges he faces in the ever changing operational and competitive shipping environment.

Mr. Argyropoulos took us overseas and gave us the inside scoop of raising funds in the U.S. capital markets, drawing attention to and surprising all with the relatively small share of such funding as compared to overall shipping finance. Mrs. Lappa-Papamatthaiou gave key insight on effective management of the legal and marine insurance framework of operations, placing special emphasis on importance choices with regard to partners and service providers.

Mr. Zolotas, laid out the structure and advantages of the cooperative framework of IACS and the key role Class plays throughout the framework of ship operation. Mr. Tomazos gave us a view from the broker’s perspective and raised what appeared to be the simple question of whether shipping is worth investing in, yet took us through the complicated maze of factors to be considered before one can make a decision. Lat but definitely not least, and talking about one of the hottest of shipping

issues in the press today, was Mrs. Notias who gave us all a “wake up call” in the wake of the OW collapse and the impact on the shipping market while also providing some good guidelines for the future.

Mrs. Giannopoulou then opened the panel to the floor and the discussion took on a life of its own bringing forth passionate comments relating to the human element of shipping bringing on the issue of ship operators commitment to training and education.

The successful forum was supported by a record number of sponsors evidencing the growing recognition of the forum as an industry wide event and was followed by a rich cocktail reception where participants continued to talk about the issues raised by the panelists. Notably, Mrs. Angie Hartmann, President of WISTA Hellas, during her opening address, opined on the position of women, “in today’s not so much men-dominated but still special and demanding shipping environment, in which women passionately wish to remain one of the driving forces”.

Mrs. Hartmann, thanked, on behalf of the Board, the speakers, the sponsors and the audience for the very constructive and successful event and invited everyone to a cocktail reception which lasted long into the evening.

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ABB generates record Azipod orders in 2014 on icegoing and cruise ships demand tion to repeat orders from longstanding customers, ABB won strategically important contracts to supply Azipod propulsion units to new customers.

Growing cruise market and significant Arctic projects boost ABB’s marine solution sales.

ABB, a global leader in power and automation technology, has received record levels of new orders for the marine part of the group’s business, driven by solid growth in demand for electrical propulsion systems especially in the cruise and ice-going segments. In 2014, the company won orders worth $ 200 million to deliver power plants and Azipod® propulsion systems to cruise customers and $ 900 million to deliver solutions to icegoing and icebreaking projects.

The cruise market, where electric podded propulsion is the preferred propulsion type, has seen a significant growth in recent years especially in emerging markets.

During 2014, ABB secured a number of orders with leading shipyards to deliver latest generation Azipod XO propulsion systems to high-end cruise vessels. In addi-

Arctic shipping volumes and oil and gas exploration in the Arctic area have reached record level, creating the need for specialized solutions for icegoing and icebreaking vessels. In the Arctic conditions, Azipod VI propulsion units optimize vessel efficiency and maneuverability while they also provide a high level of reliability to operations in the harsh and demanding conditions.

“ABB developed the Azipod® electrical propulsion system to deliver tangible benefits to shipowners and operators: To improve the overall efficiency of ships while also reducing the carbon footprint and providing better maneuverability compared to conventional propulsion solutions. This explains why ABB has become the leader in electric propulsion and continues to harvest from increased demand across several vessel segments, cruise and arctic shipping in particular,” says Heikki Soljama, Managing Director of ABB’s Marine and Ports business. “While being a record year for Azipod sales, 2014 also marked another year of significant growth for diesel-electric propulsion. The tangible benefits of electric propulsion explain why during the last decade, the electric fleet has seen annual growth of 13%.”

“With a long history of cooperation, Lloyd’s Register welcomes the current success of ABB in delivering diesel electric and podded propulsion solutions for the cruise, off-shore and increasingly arctic market segments. Since the first installation of ABB podded propulsion units on-board the Carnival Elation in 1997, Lloyd’s Register has worked closely with ABB to realise the performance and reliability of the AZIPOD unit and looks forward to many more years of continued cooperation,” says Ed Fort, Global Technology Leader, Lloyd’s Register.

In addition to Azipod propulsion system, ABB offers a wide range of marine solutions that improve the energy efficiency of vessels. “Energy efficiency has always been one of our key business drivers, and customers benefit by partnering with one experienced supplier offering integrated power and automation, and energy management,” Soljama adds.

ABB wins marine orders for Star Cruises luxury vessels built at Meyer Werft Shipyard in Papenburg ABB, the leading power and automation technology group, has won orders worth $60 million to deliver complete electrical power plant and propulsion systems for two new luxury vessels for Star Cruises operated by Genting HongKong and to be built by Meyer Werft at its shipyard in Papenburg, Germany.

The orders were booked during 2014.

ABB will supply complete electrical systems for the new vessels, including power generation and distribution systems and thruster motors, as well as its latest-generation Azipod XO propulsion system, commanding power output of 20.5 megawatts (MW). ABB’s energy efficient Azipod propulsion uses less fuel than traditional systems and provides greater maneuverability in all operating conditions. ABB’s technology will contribute to optimized vessel performance and a high level of passenger comfort and safety.

Star Cruises, one of the world largest cruise operators, has led the development of the cruise business in the Asia-Pacific region, where it operates seven vessels connecting a wide range of destinations. Based on the freestyle cruising concept, where passengers can dine at their leisure, and world class service with a warm touch of Asian hospitality, Star Cruises caters also to passengers from North America, Europe and Australia.

This order from Meyer Werft for Star Cruises vessels demonstrates that lead-

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ing cruise ship owners, in addition to prioritizing passenger comfort, demand outstanding maneuverability and overall cost efficiency from the vessels,” said Heikki Soljama, Managing Director of ABB’s business unit Marine and Ports.

“Our successful track record in delivering technical solutions to meet these demands has resulted in ABB establishing a leading position in the cruise vessel market.”

“Star Cruises has successfully operated cruise vessels with conventional ABB electric propulsion since late 1990’s. For our newbuilding project we evaluated alternative propulsion concepts and selected Azipod because the proven fuel savings and improved safety of operations are a good match with our needs,” says Captain Gustaf Grönberg SVP Marine Operations & Newbuilding, Star Cruises.

The 150,000 gross tonnage, 330-meter cruise ships with 1,682 passenger cabins will be able to accommodate 4,925 passengers each and will be delivered one apiece in fall 2016 and 2017. The new vessels continue the successful collaboration between ABB, Star Cruises and Meyer Werft: Star Cruises’ SuperStar Leo and Superstar Virgo were also built by Meyer Werft and feature ABB technology. Meyer Werft is recognized as one of the leading shipyards providing efficient high quality cruise vessels.

Market News

«ΗΜΕΡΑ ΝΑΥΤΙΛΙΑΚΗΣ ΧΡΗΜΑΤΟΔΟΤΗΣΗΣ 2014» Οι Έλληνες Χρηματοδότες Ναυτιλίας τίμησαν Νορβηγό Τραπεζίτη κ.

Dagfinn Lunde, πρώην Επικεφαλής Ναυτιλιακής Πίστης της DVB

(Α-Δ: Κ. Οικονόμου Αναπλ. ΓΓ, ΔΣ, Κ. Φίτσιου Ταμίας, Μιλτιαδης Βαρβιτσιώτης, Dagfinn Lundee, Κ. Κουτσουμπέλης Αντιπρόεδρος Β, Ν. Βουγιούκας Α’ Αντιπρόεδρος και Γ. Ξηραδάκης, Γενικός Γραμματέας) Με ιδιαίτερη λαμπρότητα και με τη συμμετοχή σημαντικών παραγόντων της Ελληνικής Ναυτιλιακής κοινότητας, η Ένωση Τραπεζικών και Χρηματοικονομικών Στελεχών της Ελληνικής Ναυτιλιας διοργάνωσε την κεντρική ετήσια εκδήλωσή της για την Ημέρα Ναυτιλιακής Χρηματοδότησης 2014. Σκοπός της εκδήλωσης ήταν να βραβευθεί η προσωπικότητα της Χρονιάς για τον κλάδο της Ναυτιλιακής χρηματοδότησης που συνέβαλε στη στήριξη και ανάπτυξη της Ελληνικής ναυτιλίας κατά τη σταδιοδρομία του. Το ειδικό βραβείο της Ένωσης απονεμήθηκε στον κ. Dagfinn Lunde ο οποίος πρόσφατα ολοκλήρωσε τη μακρόχρονη παρουσία του στη Γερμανική τράπεζα DVB της οποίας ήταν επικεφαλής των ναυτιλιακών χρηματοδοτήσεων και μέλος του ΔΣ. Την εκδήλωση τίμησε με την παρουσία του ο Υπουργός Ναυτιλίας και Αιγαίου κ. Μιλτιάδης Βαρβιτσιώτης ο οποίος απηύθυνε χαιρετισμό στο πολυπληθές ακροατήριο. Ο κ. Βαρβιτσιώτης συνεχάρει το τιμώμενο πρόσωπο και την Ένωση και αναφέρθηκε διεξοδικά στη συνεχιζόμενη ανάπτυξη της Ελληνικής Ναυτιλίας την τελευταία διετία καθώς επίσης και στην αλματώδη αύξηση

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της συναλλαγματικής συνεισφοράς στης εθνική οικονομία από την Ελληνική Ναυτιλία. Ο κ. Βαρβιτσιώτης αναφέρθηκε και στα τρέχοντα πολιτικά προβλήματα στη χώρα και μίλησε για την πραγματική έλλειψη καθαρού πολιτικού συστήματος που ουσιαστικά αποτρέπει την κοινή γνώμη από την ασφαλή διάγνωση της εκκίνησης ανάπτυξης της οικονομίας. Σχετικά με τις τράπεζες που στηρίζουν την Ελληνική ναυτιλία ο Υπουργός τόνισε τη σημαντική συνεισφορά τους στη διατήρηση της πρωτοκαθεδρίας του κλάδου στο παγκόσμιο στερέωμα ενώ αναφερόμενος στις Ελληνικές τράπεζες μίλησε με θαυμασμό για την έστω και περιορισμένη ανάπτυξη των χαρτοφυλακιών τονίζοντας τη συμβολή τους επίσης στην υποστήριξη της Ελληνικής ακτοπλοικής αγοράς. Ο κ. Βαρβιτσιώτης ευχήθηκε στους παρευρισκομένους εκπροσώπους των Ελληνικών και ξένων τραπεζών γρήγορη αποκατάσταση της ομαλότητας της ναυτιλιακής χρηματοδότησης. Τη πανηγυρική ομιλία εκ μέρους της Ένωσης εκφώνησε ο Γενικός Γραμματέας κ. Ξηραδάκης ο οποίος μεταξύ άλλων αναφέρθηκε στη στήριξη της Ελληνικής ναυτιλίας από τους τραπεζικούς οργανισμούς παρά τους έντονους κλυδωνισμούς της

διεθνούς οικονομικής κατάστασης. Με την έναρξη της πιστωτικής κρίσης το τέταρτο τρίμηνο του 2008 η τραπεζική ναυτιλιακή χρηματοδότηση βρέθηκε σε πραγματικά οδυνηρή θέση. Με συνολική έκθεση περίπου 400 δις Δολλ. ΗΠΑ οι τράπεζες ήρθαν αντιμέτωπες με την απότομη πτώση τόσο των ναύλων όσο και των αξιών των πλοίων που εξασφάλιζαν κατά κόρον τα δάνειά τους. Παράλληλα εξαιτίας της γενικότερης έλλειψης ρευστότητας που οι παραδοσιακοί χρηματοδότες της Δύσης αντιμετώπιζαν, αναγκάστηκαν να περιορίσουν σε μεγάλο βαθμό την υλοποίηση νέων δανείων περιορίζοντας τους προϋπολογισμούς των ναυτιλιακών χαρτοφυλακίων σε επίπεδα είτε μηδενικά μέχρι και το 2012 ή και στο 10-20% σε σύγκριση με το 2007/8. Παράλληλα η αγορά κλονίζεται από σημαντικές αποχωρήσεις μεγάλων παραδοσιακών ναυτιλιακών τραπεζών και την επίπονη εργασία των συνεχιζόμενων αναδιαρθρώσεων. Οι Ελληνικές τράπεζες ξεπερνώντας επιτυχώς τα τελευταία stress tests δείχνουν ότι θα συνεχίσουν να αποτελούν σθεναροί πυλώνες στήριξης όλων των κλάδων της Ελληνικής ναυτιλίας συμπεριλαμβανομένων

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τη ναυτιλία μικρών αποστάσεων, την Ακτοπλοία, τους μικρότερους εφοπλιστές της ποντοπόρου. Αναφορικά με τους αριθμούς ο κ.Ξηραδάκης ανέφερε ότι η Ελληνική ναυτιλία στηρίζεται από το σύνολο των τραπεζών με δάνεια αξίας περίπου 61,5 Δολ. (50 Δισ Ευρώ) ΗΠΑ Δις ενώ το 17% αυτού ή 10,4 Δις Δολ. ΗΠΑ (8,5 Δις Ευρώ) έχουν δοθεί από τις Ελληνικές Τράπεζες. Αναφερόμενος στο δύσκολο επάγγελμα του Ναυτιλιακού Χρηματοδότη και Χρηματοοικονομικού Στελέχους της Ελληνικής Ναυτιλίας ο κ. Ξηραδάκης τόνισε «Με τις πολλαπλές μας ιδιότητες στηρίζουμε αυτούς που πρέπει και τιμούμε αυτούς που το αξίζουν, προσέχουμε το σήμερα για να έχουμε και αύριο, εκπαιδεύουμε και εκπαιδευόμαστε, χαιρόμαστε και συμπονάμε στην εξέλιξη των ναυτιλιακών επενδύσεων. Απέχουμε παρασάγγας από αυτό που λένε Golden Boys γιατί πολύ απλά είμαστε κοντά και στον Deck Boy (σημ. Ναυτόπαιδο) και στον Chief Engineer (Α’ Μηχανικός) και στον Καπετάνιο αλλά και σε όλα τα στελέχη που εργάζονται 24 ώρες την ημέρα, όλο τον χρόνο για να μπορούν τα Ελληνόκτητα πλοία να συνεχίζουν την εργασία τους ομαλά και κερδοφόρα». Ο κ. Ξηραδάκης αναφέρθηκε στους λόγους βράβευσης του κ.Lunde. Σύμφωνα με το σκεπτικό της απόφασης του Διοικητικού Συμβουλίου ο κ. Dagfinn Lunde στήριξε έμπρακτα την Ελληνική ναυτιλία με καινοτόμες χρηματοδοτήσεις σε όλες τις αγορές και σε πολλούς Έλληνες καραβοκύρηδες. Το πέρασμά του την δεκαετία του 90 από την Intertanko τον έφερε κοντά περισσότερο από ποτέ με την Ελληνική αγορά και όταν ανέλαβε το ηνία της DVB συνέβαλε στην επέκταση της εγκατάστασης εκπροσώπησης της Τράπεζας στον Πειραιά μέσω πολυμελούς ομάδας εξειδικευμένων στελεχών της χρηματοδότησης ναυτιλίας, δημιουργώντας ένα από τα μεγάλα κέντρα ναυτιλιακής χρηματοδότησης της εν λόγω τράπεζας στην χώρα μας. Παράλληλα, έχοντας τα χαρακτηριστικό του ανήσυχου, διαβασμένου ηγέτη, ο κ. Lunde ήταν παρόν σχεδόν σε όλα τα μεγάλα ναυτιλιακά δρώμενα, συνέδρια, συμπόσια και συζητήσεις οπού με τις παρουσιάσεις και ομιλίες του τιμούσε πάντα την Ελληνική ναυτιλία εκδηλώνοντας τον θαυμασμό του για την έντονη δυναμικότητά της και την συνεχιζόμενη επιθυμία ανανέωσης και αναγέννησης της έστω ακόμη και μέσα από κρίσεις. Στη συνέχεια η κα Βίκυ Σαραγλή, Στέλεχος της DVB ανέπτυξε λεπτομερώς το βιογραφικό σημείωμα του τιμώμενου προσώπου ενώ η κα Urlike Helfer, Επικεφαλής Γραφείου Αντιπροσωπίας στην Ελλάδα της DVB

και Επικεφαλής Ευρώπης για τις αγορές Εμπορευματοκιβωτίων, Πλοίων Μεταφοράς Οχημάτων και Οχηματαγωγά και πρώην συνεργάτης και χρωμάτισε με ιδιαίτερο τρόπο το χαρακτήρα και την εργασιακή συμπεριφορά του πρώην συναδέρφου της. Ακολούθησε η βράβευση και η απονομή ειδικής πλακέτας από το Διοικητικό Συμβούλιο της Ένωσης παρουσία του Υπουργού. Ο κ. Lunde φανερά συγκινημένος από την αναγνώριση των συναδέρφων του στην Ελλάδα αλλά και από την παρουσία πολλών διακεκριμένων προσωπικοτήτων ευχαρίστησε θερμά το Δ.Σ. και τα μέλη της Ένωσης για τη βράβευση αυτή. Αναφέρθηκε στην μακρόχρονη πορεία του στον τραπεζικό χώρο που μετρά 31 έτη και τη σχέση του με την Ελληνική ναυτιλία η οποία ενδυναμώθηκε από την ανάληψη των καθηκόντων του ως Διευθύνων Σύμβουλος της Intertanko όταν και πρωτοσυνεργάστηκε με μεγάλες μορφές της Ελληνικής Ναυτιλίας όπως οι αείμνηστοι Ερρίκος Κέρτσικοφ και ο Παντυ Εμπειρίκος. Παράλληλα μίλησε γιατί την σθεναρή υποστήριξη που απολάμβανε στο δύσκολο έργο του στην Intertanko ό τους Παναγιώτη Τσάκο, Αριστείδη Αλαφούζο, Λιβανό και άλλους. Συγκίνηση προκάλεσε ο χαρακτηρισμός που απέδωσε ο κ. Lunde στον Ερρίκο Κέρτσικοφ ως “δεύτερο πατέρα” του! Ευχαριστώντας δημοσίως τους Έλληνες εφοπλιστές για τη στήριξή τους και την αδιάκοπη βοήθεια που του προσέφεραν αναφέρθηκε στην τράπεζα DVB απ’ όπου αποχώρησε πρόσφατα. Ο κ. Lunde δίνοντας το δικό του δεκάλογο της επιτυχημένης πορείας στη ναυτιλιακή χρηματοδότηση επεσήμανε ότι την πρώτη θέση στο δεκάλογο κατέχει η σκληρή δουλειά, η ορθή επιλογή πελατών και πλοίων έχοντας πάντα υπόψη τους τους ναυτιλιακούς κύκλους. Η σωστή επιλογή των συνεργατών στους οποίους πρέπει να μεταφέρεται η καθαρή στρατηγική καθώς και η εμπλοκή σε διάφορους κλάδους της ναυτιλίας με διαφορετικούς πελάτες και χώρες δραστηριοποίησης. “Πάντα πρέπει να δίνετε σημασία στη λεπτομέρεια” κατέληξε ο κ. Lunde. Ακολούθως διακεκριμένοι άνθρωποι της Ελληνικής ναυτιλίας όπως ο κ.Ν.Τσάκος, η κα Α.Φράγκου, ο Dr.Ι. Κούστας, ο Dr. Σ. Τσολάκης μοιράστηκαν με τους υπόλοιπους παρεβρισκομένους τις εμπειρίες τους από τη συνεργασία τους με τον κ.Lunde ενώ οι ναυτιλιακοί δημοσιογράφοι κα Gillian Whittaker και Nigel Lowry μοιράστηκαν με τους καλεσμένους ενδιαφέρουσες στιγμές από τα δημοσιογραφικά ναυτιλιακά ρεπορτάζ. Μετά το τέλος της εκδήλωσης ακολούθησε δεξίωση όπου οι παρευρισκόμενοι είχαν την ευκαιρία να συγχαρούν τον κ.Lunde και να ανταλλάξουν ευχές για τις επικείμενες γιορτές και το νέο έτος.

Hempel launches new antifouling products delivering unparalleled return on investment and flexibility Building on the industry proven GLOBIC and DYNAMIC range of antifouling systems, leading marine coatings manufacturer Hempel announces the launch of two new antifouling products for dry-dockings and new buildings which deliver fuel savings of up to 3% and provide added flexibility to shipowners and yards. GLOBIC 8000 is a brand new hydrolysing self-polishing antifouling product that fits neatly between the existing GLOBIC 6000 and GLOBIC 9000 antifouling systems. It builds on proven GLOBIC technology to deliver premium performance at a reasonable price. It incorporates Hempel’s nano acrylate technology which delivers a fine polishing control mechanism to bring the integral biocides to the surface at a stable rate ensuring a clean hull. GLOBIC 8000 can be used on all vessels at all speeds but its nano acrylate technology binder makes it particularly effective for slowsteaming operations because of its instant activation of polishing and biocide leaching. DYNAMIC 8000, also launched today, extends the current DYNAMIC range utilising silylated acrylate technology to deliver an outstanding antifouling service at higher speeds. Announcing the launch, Andreas Glud, Hempel’s Group Product Manager said: “These two new products offer a wider choice for owners and yards and deliver exceptional value-for-money.

They comprise 58% volume solids and can be specified up to 90 months dry docking interval.

This, together with a 3% fuel saving, means that these antifouling systems offer an unparalleled return on investment” He added: “Our GLOBIC technology has been widely accepted and welltested by the market and our 6000 and 9000 products are in demand for all vessel types.

GLOBIC 8000 provides an added dimension to this technology and offers a great alternative for those seeking a top-tier antifouling at an industry leading price”. Completing the suite of new products is BASIC which is Hempel’s most economic antifouling suitable for up to a 36 month drydocking interval. It comes with 60% volume solids and a sufficient biocide package to deliver an optimal price/performance match. All three new products also make use of Hempel’s innovative micro-fibre reinforcement technology that enhances the mechanical strength of the coating to reduce cracking and peeling.

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«Q4 TSAVLIRIS

M/V “EUROPALINK” On 21 September 2014 the large modern PAX/RORO vessel “EUROPALINK” (46,119 GT, 9,653 DWT) allided with rocks off Peristeria Islet, north-east Corfu island, Ionian Sea, Greece during a voyage from Patras to Ancona (via Igoumenitsa) with 692 passengers, 70 crew members and 366 vehicles onboard.

The Vessel, which sustained severe bottom damage and a substantial ingress of seawater, managed to proceed to Corfu by its own means, where at the entrance to the port it sustained black out and lost power.

The casualty was berthed with the assistance of local tugs. Shortly after arrival at berth, all persons and vehicles were evacuated, while the Vessel submerged due to flooding.

Tsavliris salvage team was mobilised from Piraeus while portable salvage equipment was dispatched onboard the Tsavliris tug “HERMES” from Patras. In the meantime, the anti-pollution oil recovery vessel “AEGIS”, with full anti-pollution equipment (skimmers, oil booms etc.) was deployed from Piraeus with the anti-pollution oil separator craft “AKTEA 15”.

Following thorough inspections, it was verified that all the bottom tanks and some of the side tanks were flooded due to internal breakage. A salvage plan was approved by the client and also by the local authorities.

The substantial salvage services rendered on a “round the clock” basis, included: environmental protection facilities on site, repairs internally and externally to ensure structural integrity and watertightness, pumping out all flooded spaces and arranging oily water treatment/disposal, washing down and preservation of all machinery affected by sea water, disposal of oily residues/pollutants to shore installation.Following final inspection by Official Authorities, the casualty was prepared for towage. The Tsavliris Salvage tug S/T “MEGAS ALEXANDROS” (dispatched from her salvage station at Piraeus) towed the casualty to Yalova, Turkey. During the tow, the Tsavliris Salvage team remained on board, as riding crew, both for safety and operational reasons. After her arrival at destination, all portable salvage equipment was recovered

by S/T “MEGAS ALEXANDROS”, which

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1 demobilised to Piraeus.

Photo caption 1: The large modern PAX/ RORO vessel “EUROPALINK” (46,119 GT, 9,653 DWT) allided with rocks off Peristeria Islet, north-east Corfu island, Ionian Sea, Greece. After substantial salvage services rendered by Tsavliris Salvage, et al, the S/T “MEGAS ALEXANDROS” towed the casualty to Yalova, Turkey.

M/V “Sunflower E”

On 16 November 2014, TSAVLIRIS dispatched salvage tug S/T “MEGAS ALEXANDROS” from her Piraeus salvage station to the assistance of the general cargo vessel “Sunflower E” (8,604 GT, 13,000 DWT) in ballast condition, disabled due to mechanical failure about 160 n.m. east of Crete island.

The “MEGAS ALEXANDROS” arrived on 18 November and towage commenced to Syros island. The convoy safely arrived the next day at destination and the tow was delivered to Neorion shipyard port tugs. The “MEGAS ALEXANDROS” demobilised to her Piraeus salvage station.

BC “ZEUS –I”

On 26 November 2014, TSAVLIRIS dispatched salvage tug S/T “Tsavliris Hellas” from her salvage station at Ponta Delgada Azores, to render standby services to “ZEUS I” (16,833 GT, 27,000 DWT), laden with 25,000 M/T bauxite, at the anchorage of Ponta Delgada. Standby services were completed on 29 November and the salvage tug returned to Ponta Delgada.

M/V “MALMO”

On 4 December 2014 TSAVLIRIS dispatched the T/B “HERMIS” from her station in Patras to the assistance of the general cargo vessel “MALMO” (8,328 GT, 11,444 DWT), laden with cement which immobilised due to engine failure south of Cefalonia island, Ionian Sea. The “HERMIS” arrived at the position of the casualty on 5 December 2014. Tow connection was established and proceeded towards Patras arriving at anchorage on 6 December.

With the assistance of “HERMIS”, the “MALMO” anchored at the indicated position and “HERMIS” returned to her base in Patras.

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ACTIVITIES»

Celebration of TSAVLIRIS SALVAGE New Chinese Venture

tions for the Prevention and Control of Marine Pollution from Ships. As from 2012, the Regulations contain a requirement that shipmanagers pre-contract with an approved Ship Pollution Response Organisation (SPRO) prior to the ship arriving in China.

The 11th Annual Lloyd’s List Greek Shipping Awards 2014

This year TSAVLIRIS SALVAGE received a special award in recognition of their loyal support and for 10 years of sponsoring the Lloyd’s List Greek Shipping Awards. At a spectacular event on Friday 5 December 2014, the “10 Year Sponsorship” Award was received by the three Principals Nicolas, George and Andreas Tsavliris.

2 TSAVLIRIS SALVAGE celebrated its new venture in China with its Chinese partners, Kamji Marine International, hosting a special Reception at the Yacht Club of Greece on Tuesday, 18 November 2014.

Guests included the Minister of Shipping, Maritime Affairs and the Aegean, Mr Miltiades Varvitsiotis and the Commercial Counsellor of the Chinese Embassy in Greece, Mr Liwei Sun, as well as many notable figures from the Greek Shipping Industry.

Tsavliris partners, Kamji Marine Group, were in attendance, visiting all the way from Zhoushan – China. The delegation included the head, Mr Johnny Ma, his colleagues and family members. The event celebrated the successful cooperation and relationship with Kamji Marine, which comprises a reliable, efficient and talented team with considerable experience in marine services in China.

Impressively, they are one of China’s leading registered Ship Pollution Response Organisations (SPRO).

It was highlighted at the event that the Chinese government passed new Regula-

The exclusive partnership between Tsavliris Salvage and Kamji Marine, will serve the Greek shipping industry, assisting Greek controlled ships calling at Chinese ports.

Moreover, in the unlikely event of a casualty in Chinese waters, shipowners will have the peace of mind in knowing that Tsavliris Salvage will be available to provide input whether it be in an operational, advisory or technical capacity, to ensure that the level of service they receive is nothing short of first class. In turn, Kamji Marine Group dealing with the Chinese coast guards and port authorities will openly communicate with Tsavliris to ensure Greek ship-owners are kept abreast of the local situation.

Photo Caption 2: Celebration of Tsavliris Salvage New Chinese Venture. (From right to left) George A.Tsavliris, Sun Liwei (Commercial and Economic Counsellor of the Chinese Embassy in Greece), Nicolas A.Tsavliris, Ex-Minister of Shipping Miltiades Varvitsiotis , Andreas A. Tsavliris, Captain George Polychroniou, Johnny Ma (Kamji Marine), David Zhang.

The “Seafarer of the Year” Award is a highlight of the annual Lloyd’s List Greek Shipping Awards. This year, Alexandra Tsavliris Andreadis presented the “Seafarer of the Year” Award to the winner, Capt. Nikolaos Douskos from Chandris Hellas. In her speech Mrs Tsavliris summed up the importance of this award by stating that “This is the tenth year that Tsavliris Salvage has sponsored the ‘Seafarer of the Year’ Award. Our seafarers are the heart and soul of this industry; without them our industry could not operate. Each year by honouring an exceptional seafarer we call attention to the merits of all seafarers and the exemplary courage and seamanship which they demonstrate”.

The “Seafarer of the Year” Award is one which Tsavliris Salvage Group is honoured and proud to sponsor. Lloyd’s List once again held an impressive event with over 1,100 shipping personalities, executives and guests in attendance. Nigel Lowry, Greece’s Lloyd’s List correspondent and director of the Greek Shipping Awards together with Andriana Paraskevopoulou, journalist, and anchor woman at the Hellenic Public Radio Television, were excellent co-hosts of the event and provided great entertainment.

This year is a particularly special year for TSAVLIRIS SALVAGE, which celebrates 100 years from the birth of the company’s founding father, Alexander George Tsavliris; 75 years from the commencement of the first Tsavliris shipping company and 50 years from the foundation of Tsavliris Salvage in 1964.

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The 9th International Conference on HighPerformance Marine Vehicles held in Athens The 9th International Conference on HighPerformance Marine Vehicles was held in Athens War Museum between 3rd and 5th of December 2014. The Panel consisted of the President of the Hellenic Chamber of Shipping (HCS) Dr G. Gratsos, representatives from three Classification Societies, e.g. Mr Eleftherios Karaminas (American Bureau of Shipping, ABS), Mr George Maglaras (Hellenic Lloyd’s, HRS) Dr John Kokarakis (Bureau Veritas, BV) and Dr Nikolaos Kakalis (Det Noreske Veritas – Germanischer Lloyd. DNV-GL). Moderator of the Panel was Mr Panos Zachariadis CEO of Atlantic Bulk shipping company. To the panel discussion there were contributions from the audience, and especially the Dean of the School of Marine Engineering and Naval Architecture (SNAME) of the National Technical University of Athens (NTUA) Prof. Kostas Spyrou, as well as the Chairman of the Organizing Committee of HIPER 2014 Prof. Gregory Grigoropoulos.

E. Karaminas: He focused (among other points) on the following: • Depending of stakeholder, performance may be described by many criteria: stability, comfort, vibrations, motions, powering, cavitation, emissions, etc.

• When it comes down to powering prediction performance, the majority of ship owners/ managers/operators of commercial tonnage nowadays tend to believe that a ship is performing well as long as there are no speed claims by the charterer. Prediction of powering performance for most ships has been of limited specification, due to a variety of reasons: mainly due to costs involved with extensive model testing and lack of such specialized knowledge by most operators. As a result the operators do not have the full picture, instead just a small part of the predicted performance under some nominal conditions other than actual operation.

• We are in a period which somehow resembles that where naval architects went progressively from the use of slide rule to the use of the early spreadsheet. Numerical tools will more and more be explored by designers. The researchers at the conference invariably mentioned the use of different number of elements (from 3 to 15million), mesh density, talked about their own limiters and so on. Researchers could start work towards standardization of the format of results and method validation. There is still some way to go before some commonly accepted procedures can be established by those applying CFD simulation coupled with model testing.

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J. Kokarakis stated among other topics: The increased volume of global trade and transportation by sea dictates the creation of economical & ecological ships. There are many operational and design measures to comply with a flood of regulations imposed by IMO under the continuously increasing public pressure. These are described in the SEEMP manual onboard all vessels, a mandatory regulation. Shipping responds to the challenge of compliance with regulations of increasing challenge by looking at new fuels with less polluting emissions. Such clean fuels are hydrogen, renewable energy like solar and wind and possibly nuclear if safety can be guaranteed. For the present the use of LNG does not gain ground because of the high cost of implementation. We need to go back to the drawing board to solve for example the “LNG storage problem” in a more cost efficient manner. Current solutions demand an unacceptably high amount of money. It is not thus the infrastructure which is missing but rather the technology. In this effort to adopt a cheap, clean, easy-to-handle and abundant fuel for the future, shipping can benefit greatly by the cross pollination of knowledge from other knowledge sectors like Chemistry for example. Shipping can also benefit by studying the laws of nature and apply biomimicry in ship design. Bows designed in imitation of the beaks of the black birds, hull surface in resemblance of shark skins are but a few examples of such innovations.

N. Kakalis: Dr. Kakalis noted among other topics that DNV GL supports the concept and the intentions of EEDI in principle as an additional driver towards increased efficiency in shipping.

DNV GL do realize that there are certain technical issues that need further work, and in particular with respect to phase 3 reduction rates for large bulkers and tankers, but are confident that these can be resolved satisfactorily. In addition to that, with respect to minimum power requirements currently DNV GL feel comfortable with extending the phase 0 guidelines into phase 1, and expect that the SHOPERA European research project will provide a long-term solution to the issue.

G. Maglaras focused among other: Although international shipping is the most energy efficient mode of mass transport and only a modest contributor to overall carbon dioxide (CO2) emissions, a global approach to further improve its energy efficiency has been taken in the recent years and has been heavily legislated and

the EEDI was introduced by IMO. As it happens whenever a new legislation component and an associate metric appear, a number of questions arise: • Is the metric correct?

• Is it sufficient and representative of reality?

• Do we need something more?

• Is technology ready to accommodate the changes?

G. Gratsos stated among others: The root cause of all discussions on minimum ship powering is the formulation decided on for the EEDI. The authors of the EEDI formula wanted to create the most efficient ships, targeting a 75% MCR which coincides approximately with the best SFOC. They tied it to a regression line for existing ships data which we consider was severely flawed. For example identical sister ships delivered a month apart from the same shipyard, had data which would create differences in EEDI up to 10%! They also persuaded the IMO that this was correct. In their thinking they failed to take into account human nature and how it would affect shipbuilders. A better approach would have been to adopt the thinking used for measuring energy efficiency of vehicles, where consumption per distance travelled for every car is measured on a predetermined driving cycle applicable to all vehicles, something which makes comparison much easier and in line with actual operating conditions. As designed the EEDI creates a bias to reduce power rather than improve ship designs. What in fact the EEDI should have as purpose is to design the most energy efficient ship hulls, the installation of a bigger, slower turning propellers and more efficient machinery.

Since machinery is already very efficient, with the possibility of only marginal improvements, the most important factors remain the hull and the propeller.

To design a new hull is expensive and chances are that shipyards will opt to install a smaller main engine in the same old hull to make the ship “look energy efficient with respect to the formula”. Furthermore what shipyards tend to do is to optimize the speed for fair weather testing conditions which have very little to do with the actual operating conditions of the ship throughout its life. In practice underpowered ships will burn more fuel as they will press their engine harder at higher SFOCs and also take longer time to reach their destination. This is compounded by the deteriorating weather patterns all over the world allegedly due to global

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warming. Here it should be noted that the IMO Stability Code Severe Wind criterion requires testing in winds of 26m/sec plus gusts. Even this criterion is too low as in 2005 hurricane Katrina had sustained 77.8m/sec winds and gusts of 95.6m/sec. In October 2014 typhoon Vongfong had winds of 71.4m/sec. The progression rates of these weather systems was about 20 knots which means that any ship in their course would have faced severe problems avoiding them. These two weather systems were among the most severe but there were a lot of others that had wind speeds in the 30 to 50 m/sec range. Despite that IMO in MEPC 65, May 2013, reduced the criteria to 15.7m/sec and 4m waves for ships <200m and 19.0m/sec and 5.5 m waves for ships>250m!

P. Zachariadis focused among others: P. Zachariadis criticized the simplistic approach taken by industry and regulators in trying to have one single number – index to describe the environmental performance of ships. Ships are not refrigerators or air conditioners, he said, where a class A+, B etc. can describe accurately their energy consumption. Such machines work at constant RPM/load in set environmental condi-

tions for the measuring of their class number.

Instead, when Greece suggested at IMO that EEDI should be pegged to a constant speed (e.g. 14 knots), otherwise no conclusions can be made on energy efficiency based on EEDI, the idea was turned down. Sadly, it was turned down based on the will of the shipbuilding member states of IMO, who seemed to want to have the freedom to “cloud the waters” by tooting low EEDI’s for their designs without however revealing if this is achieved by use of a dangerously underpowered engine or not.

K. Spyrou noticed among others: The panelists are congratulated for a quite complete and thought-provoking overview. They have motivated us to consider what “high performance” means in essence and how it is driven; how it is critically dependent on available technological means and, how important it is the solutions to be workable in an environment dominated by various pressures and uncertainties.

G. Grigoropoulos: The interesting views presented during this panel discussion provide sufficient reasoning for our decision to organize this open session during HIPER 2014 Interna-

tional Conference. Actually, in HIPER Conferences papers on the design and operation of high-speed vessels, yachts and unconventional or innovative designs were presented, paying less attention to the cost of their operation. In the current time of the prolonged worldwide economic crisis, commercial ships are on the way to exploiting modern technology for the reduction of fuel consumption, while retaining a reasonable competitive speed. In this case, high performance is used to characterize ultra-fuelefficient ships, with reduced emission signature.

Recently, IMO issued guidelines to improve emission control using key performance indicators (KPIs) like the Energy Efficiency Design Index (EEDI). Although these indices are included in the current IMO legislation, there is significant room to improve the efficient operation of merchant ships and to this end HIPER 2014 aims to contribute.

Finally, regarding a comment heard in this room about the opinion of NTUA, I would like to point out that there is not necessarily any common opinion on scientific issues among the academic staff of a University. Each research team may express a different position based on its experience, work and background information.

Nico Bogdanos passed away To the great sorrow of his family, friends and

shipbuilding and ship repairs, a field which was

to expand its field of activities to appraisers,

business associates, Nico Bogdanos, aged 93,

then only known to very few. Following 10 valu-

arbitrators and valuers, as well as shipyard and

founder of the well-known “N.Bogdanos Marine

able and successful years in the US, he decided

marine equipment representations. His personal

Bureau”, passed away peacefully on March 14th

to return to Greece and establish the first marine

engagement in shipowning gave him an even

2015, following his beloved wife Josephine, who

technical office in Piraeus in 1956, “N.Bogdanos

deeper insight of the maritime needs.

preceded him less than a week earlier. The fare-

Marine Bureau”.

Member of the European technical committee

well ceremony took place on Monday 16 March

The knowledge he had acquired, along with

of ABS, Member of the Greek technical com-

at the 1st Cemetery of Athens.

his integrity and thoroughness, quickly earned

mittee of ABS and BV, Member of the Marine

him a unique reputation. He soon became the

Club, awarded best agent by ASRY and Lisnave

Nico Bogdanos was born in 1921. His law

consultant and surveyor of marine underwriters

shipyards for a number of times, having a

studies were interrupted due to WWII where he

and newly created classification societies, such

testimony of appreciation from the society of

voluntarily fought in the Allied air forces in the

as Lloyds, US Salvage Association (USSA), the

Naval Architects and Marine Engineers are just

Middle East for four years. Once the war was

Salvage Association London, AHIS, RINA, BV &

a few of his achievements, the greatest of which

over, he decided to follow his dream, sailing to

ABS, to name just a few.

is the legacy of reliability and trust he has left us

the US to become a Naval Architect & Marine

By that time, Greek shipping was growing and

all with.

Engineer.

with it, new surveyors entered the shipping community. Many of them, successful today, were

He retired in 2007, content to see the continua-

After obtaining his degree, he cooperated

trained by Nico Bogdanos.

tion of the company he founded, which is today

with US-based Greek owners as well as with

Respect and strong relationships were built

enriched with high-caliper professionals, headed

Bethlehem Steel Corporation, being engaged in

during those early years, which led the company

by the second and third generation of his family.

MARCH 2015 NAFS

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The EU co-financed project POSEIDON MED receives the Lloyd’s List Technical Achievement Award for 2014

On Friday 5 December 2014 POSEIDON MED was awarded with the Technical Achievement Award at the Lloyd’s List Greek Shipping Awards 2014.

The Award was received on stage by Dr Theodore Theodoropoulos, CEO QEnergy Europe, Mr Jose Anselmo, Principal Administrator of Motorways of the Sea (MoS), and Theodosis Stamatellos, Lloyd’s Register Regional Marine Manager GEMA. The Award was handed to this year’s winners by Mr Torsten Schamm, COO Division Germany of DNV-GL, sponsor of the Technical Award Category.

POSEIDON-MED is the first Cross European Border project in the Mediterranean and Adriatic Sea with the main scope of introducing LNG as the main fuel for the shipping industry and proposing a sufficient infrastructure network of bunkering value chain. POSEIDON MED focuses in the Eastern Mediterranean region with five Member States (Greece, Cyprus, Italy, Croatia, and Slovenia) involved. Its ultimate objective is to prepare in detail a global plan of infrastructure development in this

area, so that LNG can be widely adopted as fuel for shipping operation but also servicing additional needs of the mainland operations, the European Energy Security strategy and the diversification of Natural Gas sources.

POSEIDON-MED is co-financed by the EU, TEN-T / Motorways of the Sea. The Project is coordinated by QENERGY and comprises 18 partners among which Lloyd’s Register, OceanFinance, Naval Architecture Progress, Environmental Protection Engineering, all major Short Sea Shipping companies in the region and core ports such as Piraeus and the North Adriatic Ports.

PHOTO: Panayioits Mitrou (Lloyd’s Register), George Prattikakis (Naval Architecture Progress), Jose Anselmo (Motorways of the Sea), Theodore Theodoropoulos (QEnergy), Helen Polychronopoulou (Environmental Protection Engineering), Theodosis Stamatellos (Lloyd’s Register), Panayiotis Zacharioudakis (Ocean Finance), Yuji Ishimaru (Mitsui), Maria Theodoridou (QEnergy)

Alfa Laval adds high-pressure capability to the energy savings

of the AQUA Blue freshwater generator In response to rising jacket water pressures, Alfa Laval has released a highpressure option for the Alfa Laval AQUA Blue freshwater generator. The option’s modifications will allow AQUA Blue to handle even higher jacket water pressures than those in use today.

Launched just over a year ago, the AQUA Blue freshwater generator employs a unique plate technology. Alfa Laval’s 3-in-1 AQUA plates allow evaporation, separation and condensation to occur within the same plate pack, which means only half the seawater flow and pumping energy are needed. Thanks to a new option for AQUA Blue, this solution will now be available in a stronger configuration that withstands considerably higher jacket water pressures.

Ready for today’s pressures – and tomorrow’s Jacket water cooling systems, which often provide heat for the desalination process, have changed when it comes to two-stroke engines as a result of slow steaming.

The changes have been aimed at preventing cold corrosion in the engine cylinder liners, but they have also resulted in higher jacket water pressures. Where 4 bar was the previous standard, pressures of 5 bar or more are common today.

“Jacket water pressures will likely continue to rise,” says Alex Jönsson, the Alfa Laval Regional Business Manager responsible for marketing AQUA Blue. “When MAN increased to 5 bar, many suppliers of freshwater generators assumed they

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could stretch the boundaries a little, and thus avoid making major changes. Since then, Wärtsilä has gone up to 6 bar.”

Alfa Laval, despite having the Alfa Laval JWP-26 freshwater generator that can operate at 5 bar, decided early on to create a high-pressure option for AQUA Blue.

“We made the opposite assumption, that we need to be prepared for even higher jacket water pressures,” says Jönsson. “Clearly this was the right decision, and now AQUA Blue gives us substantial room for further increases. We will continue to observe the developments in the market and to customize AQUA Blue as changes and new requirements arise.”

Good news for shipyards designing large vessels The greater strength of the high-pressure option, in addition to the system’s already compact construction, will also increase the attraction of AQUA Blue for shipyards.

The stronger configuration will simplify the design of large vessels with a deep draught, which otherwise pose challenges for the condenser section of plate-based freshwater generators.

“Because of its pressure abilities, the new option will allow AQUA Blue to perform optimally even when much of the ship is below the waterline,” says Jönsson. “This combines with the minimized footprint and service area to make AQUA Blue a truly flexible option for shipyards as well as ship owners.”

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