Nafs may 2015

ΚΩΔ. Γ.Γ. 2229ISSN 1107-3179

Bimohthly Review for the Shipping Industry - MAY 2015 - issue 104

www.nafsgreen.grnafs

New Management Team at the helm of GEMA Area of Lloyd’s Register

GREEN VII

OUR MISSION

To set standards for safe,

environmentally secured,

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goods and energy, with

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and operated by motivated,

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seaborne and shore

personnel. Focus on

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for the benefit of

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PURSUING EXCELLENCE THROUGH COMMITMENT

Company’s objectives To protect all personnel from injuries and damage to health - zero incidents. To undertake all duties safely and to protect the environment - zero spills. To maintain the highest technical, operational, health and safety standards for the

vessels. To provide high quality services in order to satisfy customers’ needs.

PRODUCT SHIPPING & TRADING SA

Aethrion Center (B54/56), 40, Ag. Konstantinou str. Maroussi, Hellas, 15124

www.product-shipping.com - [email protected] Tel. +30 210 6194100, Fax. +30 210 6194109

Index

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ΚΩΣΤΑΣ ΔΟΥΚΑΣ: ΑΟΖ καί drilling ships

ΝΙΚΟΣ Κ. ΔΟΥΚΑΣ: Το πλοίο είναι ιερό

VICKY LIOUTA: Shipping dilemma about mediation?

ABB TURBOCHARGING: Power2 leading the way in two-stageturbochargingTED PETROPOULOS: Ship finance banks become more aggressive, in streamlining their loan portfoliosABS: The Green Ship Approach

H ERMA FIRST παρουσιάζει το πρώτο BWTS για επεξεργασία γλυκού νερού στον κόσμο

COVER STORY: New Management Team at the helm of GEMA Area of Lloyd’s Register

ANDREAS ANTONATOS: INTRA MARE: Green Shipping Makers

Norsafe Academy approved as a Maritime Training Provider

DESMI lifts green ship business case

GREEN NEWS

GEORGE A. TSAVLIRIS“We have to balance...WHAT WE NEED WITH WHAT WE CAN AFFORD”.

SPYRIDON ZOLOTASWHICH WAY IS GREEN?

GEORGE TERIAKIDISThe maze of emission control compliance

MICHALIS PANTAZOPOULOSLiberian Registry – Your Partner in Green Ship Initiatives

48. 70.

ISSUE 104 - MAY 2015

20. 30.

ΑΟΖ καί drilling shipsΓράφει ο

Κώστας ΔούκαςΔημοσιογράφοςΜέλος ΕΣΗΕΑ

Βραβείο Ιδρ. Μπότση

Ἡ τριμερής διάσκεψη Κύπρου -Ἑλλάδος – Αἰγύπτου στήν Λευκωσία, καί ἡ ἀναμενομένη ἀντίστοιχη τριμερής στήν Ἀθήνα μέ τίς ἲδιες χῶρες γιά τήν ὁριοθέτηση της ΑΟΖ (Ἀποκλειστικῆς Οἰκονομικῆς Ζώνης) στό Αἰγαῖο καί τήν Ἀνατολική Μεσόγειο, ἒρχονται νά δικαιώσουν τίς προβλέψεις τῶν Ἑλλήνων ἐφοπλιστῶν, οἱ ὁποῖοι σέ ἀνύποπτο σχεδόν χρόνο και οὐδέποτε έχοντες στό παρελθόν ἀσχοληθεῖ μέ τό ἀντικείμενο αὐτό, εἶχαν προβεῖ σέ μαζικές παραγγελίες drilling ships, ἒχοντας ἐμπιστοσύνη στό αἰσθητήριό τους νά…μυρίζονται τί θά φέρει ὁ χρόνος καί οἱ περιστάσεις, αἰσθητήριο πού τούς ἒκανε πρωτοπόρους διεθνῶς σέ ἐπενδύσεις ἐξεικευμένων πλοίων, πού τούς ἐξασφαλίζουν σταθερά ἐπί σειρά ἐτῶν τήν παγκόσμια πρωτοπορία στίς διεθνεῖς θαλάσσιες μεταφορές.

Ἡ προηγούμενη συγκυβέρνηση Σαμαρᾶ Βενιζέλου δέν τόλμησε νά ἀσκήσει τό δικαίωμά τῆς Ἑλλάδος, πού ἀπορρέει ἀπό τήν έφαρμογή τῆς Διεθνοῦς Συμβάσεως περί Δικαίου τῆς Θαλάσσης, πού ἡ Ἑλλάδα ἒχει ὑπογράψει, ἐνῶ ἡ Τουρκία ὂχι, καί νά ὁριοθετήσει, ὡς δικαιοῦται, τήν ἑλληνική ΑΟΖ, ὑποχωρῶντας στήν άπειλή τῆς Τουρκίας γιά casus belli.

Ἡ κυβέρνηση Τσίπρα, σέ μία συνεχῆ προσπάθεια νά ἀνεβάση τό ἐθνικό γόητρο, φαίνεται ἀποφασισμένη νά ὁριοθετήσει τήν ἑλληνική ΑΟΖ, ἀδιαφορῶντας γιά τίς τουρκικές ἀπειλές περί αἰτίας πολέμου, καθώς ἒχει ἡ χώρα μας τό διεθνές δίκαιο μέ τό μέρος της, καί ἐνῶ ἡ Τουρκία ἒχει δρομολογήσει γιά τό 2023 τήν ἒναρξη ναυπήγησης ἀεροπλανοφόρου, γιά νά ὑπερισχύσει στήν Άνατολική Μεσόγειο σάν μεγάλη περιφερειακή καί ναυτική δύναμη.Μέ τήν τριμερή διάσκεψη περί ὁριοθέτησης ΑΟΖ, ἡ Τουρκία θά βρεθεῖ πλέον ἀντιμέτωπη μέ ἓνα ἐνιαῖο μέτωπο τεσσάρων χωρῶν τῆςπεριοχῆς,(Ἑλλάδος, Κύπρου, Αἰγύπτου, Ἰσραήλ), ἐκ τῶν ὁποίων ἡ Αἲγυπτος διαθέτει τήν μεγαλύτερη ἐπιρροή στόν ἀραβικό κόσμο, ἐνῶ τό Ἰσραήλ εἶναι ἡ χώρα πού διαθέτει τίς πλέον ἰσχυρές καί ἀποτελεσματικές ἒνοπλες δυνάμεις στήν Ἀνατολική Μεσόγειο.Ἡ Ἑλλάδα, μέ τήν πρωτοφνῆ οἰκονομική κρίση

πού διανύει τά τελευταῖα πέντε χρόνια καί μέ τήν ἀνυποχώρητη στάση τῆς κυβερνήσεως Τσίπρα νά χαλαρώσει τίς ἀσφυκτικές μνημονιακές πιέσεις τῶν δανειστῶν σέ βάρος του Ἑλληνικοῦ λαοῦ, ἒχει γίνει παγκοσμίως γνωστή καί ἐκμεταλλεύεται τό συγκριτικό αὐτό πλεονέκτημα τοῦ φιλελληνικοῦ πνεύματος πού ἒχει ἐκδηλωθεῖ σέ ὁλόκληρο τόν πλανήτη, γιά νά λύσει τό θέμα τῆς ΑΟΖ καί νά δώσει μία ἠχηρή ἀπάντηση στίς ἐντεινόμενες παραβιάσεις τοῦ ἐθνικοῦ ἐναερίου χώρου καί τήν δόλια προώθηση χιλιάδων προσφύγων καί λαθρομεταναστῶν ἀπό τά τουρκικά παράλια στά νησιά τοῦ Αἰγαίου. Μέσα στό πλαίσιο ὁριοθέτησης τῆς ΑΟΖ, οἱ συνομιλίες μεταξύ Αἰγύπτου καί Κύπρου διεξάγονται μέ ταχύτατους ρυθμούς γιά τήν μελλοντική πώληση φυσικοῦ ἀερίου στήν ἀραβική χώρα ἀπό τά κυπριακά κοιτάσματα.

Η ἑλληνική κυβέρνηση φαίνεται ἀποφασισμένη νά πραγματοποιήσει τήν τριμερή καί στήν Ἀθήνα, παρά τίς… προειδοποιήσεις τῆς ἀξιωματικῆς ἀντιπολίτευσης. Ἡ κίνηση αὐτή φαίνεται νά εἶναι ἀνεξάρτητη ἀπό τήν προγραμματισμένη σύγκλιση τοῦ Ἀνωτάτου Συμβουλίου Ἑλλάδος – Τουρκίας, πού ἒχει προγραμματισθεῖ νά γίνει στίς 5 Δεκεμβρίου 2015 στήν Ἀθήνα.

Προφανῶς ἡ ἑλληνική κυβέρνηση ἐπιδιώκει νά δώσει μία νέα διάσταση στόν χειρισμό τῶν σχέσων τῶν δύο κρατῶν, καθώς ἡ Ἀθήνα ἀπό τήν μία πλευρά θά συνεχίσει τόν διάλογο μέ τήν Ἂγκυρα, ἐνῶ ἀπό τήν ἂλλη θά προσπαθήσει μέ νομικά μέσα καί ὃρους νά προκαλέσει προβλήματα στίς ἑταιρίες πού συνεργάζονται ἢ ἐπιθυμοῦν νά ἒχουν συνεργασία μέ τήν Τουρκία στίς παράνομες πράξεις τῆς τελευταίας στήν ΑΟΖ τῆς Κύπρου.

Ἀνεξαρτήτως ὃμως ἀπό τίς πολιτικές ἐξελίξεις πού τραβοῦν τόν δρόμο τους, οἱ Ἓλληνες ἐφοπλιστές ἒχουν κατά τήν τελευταία τριετία ἐντείνει τίς ἐπενδυτικές τους προσπάθειες γιά τήν ἀπόκτηση στόλου drilling ships, ἀλλά καί πλατφορμῶν ἐξόρυξης πετρελαίου, καθώς θεωρεῖται ἀδιανόητο νά ἀρχίσουν ἒρευνες γιά τήν ἀνεύρεση ὑδρογονανθράκων στό Αἰγαῖο, τήν «ἡμετέραν θάλασσαν» τοῦ Ἀριανοῦ, καί νά εἶναι ἀπόντες οἱ Ἓλληνες.

Τέτοιες ἐπενδύσεις ἒχουν κάνει οἱ ἐφοπλιστικοί οἶκοι Ἀγγελόπουλου, Τσάκου, Οἰκονόμου, Μαρινάκη, Ἀγγελικὴς Φράγκου κ.ἂ. Μάλιστα ὁ κ. Οἰκονόμου πρόκειται νά παραλάβει μέσα σττό 2015 τέσσερα drilling ships ἀξίας ἑκάστου 650 ἑκατ. δολαρίων, τά ὁποῖα ἒχουν δυνατότητα γεώτρησης σέ βάθος 10.000 μέτρων κάτω ἀπό τόν βυθό τῆς θάλασσας. Στόχος τοῦ κ. Γ. Οἰκονόμου, ὁ ὁποῖος ἐπικρίθηκε στήν ἀρχή γιά τήν στροφή του στά ἐξειδικευμένα πλοῖα ἐξόρυξης πετρελαίου, εἶναι νά ἀποκτήσει στόλο ἂνω τῶν 10 τέτοιων πλοίων, πού ἀποτελοῦν τήν νέα ἀντίληψη στήν ἐφοπλιστική ἐπιχειρηματκότητα.

Πάντως οἱ ἐξελίξεις στό Αἰγαῖο, κατά τό μέτρο πού προχωρεῖ ἡ πολιτική ὁριοθέτηση τῆς ΑΟΖ, δρομολογοῦν νέα δεδομένα καί νέες ἐπιχειρηματικές ἐξελίξεις στόν ἐφοπλιστικό χῶρο, πού καί αὐτή τήν φορά εἶδε ἐγκαίρωςἐκεῖ πού δέν βλέπουν οἱ ἂλλοι καί ἂρχισε ἐγκαίρως νά πραγματοποιεῖ ἐπενδύσεις, πού μέλλουν νά ἀποδειχθοῦν χρυσοφόρες, γιά τήν κατασκευή τῶν έξειδικευμένων τούτων πλοίων ὑψηλοῦ κόστους καί τεχνολογίας.

Μέ τήν εὐκαιρία ἀξίζει νά ἀναφερθοῦμε στά πλεονεκτήματα πού ἒχουν τά drilling ships, τά ὁποῖα προτιμοῦν οἱ Ἓλληνες ἐφοπλιστές. Τά πλοῖα αὐτά μποροῦν νά χρησιμοποιηθοῦν καί ὡς πλατφόρμες γιά τήν ἐκτέλεση καί τήν ὁλοκλήρωση ἐργασιῶν συντήρησης ἢ ἐγκατάστασης νέων ὑποθαλασσίωνσωληνώσεων. Τά μεγαλύτερα πλεονεκτήματα πού ἒχουν τά ἐξειδικευμένα αὐτά πλοῖα, πέραν τῆς ἱκανότητος νά πραγματοποιοῦν γεωτρήσεις σέ μεγάλα βάθη, ἐξοικονομῶντας πολύτιμο χρόνο ἀπό τήν ἐγκατάσταση πλατφόρμας γεώτρησης, εἶναι καί ἡ ταυτόχρονη ἀποθήκευση ἱκανοποιητικῶν ποσοτήτων πετρελαίου στίς δεξαμενές τους. Ἐπίσης εἶναι πιό εὐέλικτα καί ἀνοίγουν οὐσιαστικά νέες προοπτικές στήν βιομηχανία ἐξόρυξης πετρελαίου, ἀφοῦ οἱ ὑποθαλάσσιες ἒρευνες ἐπεκτείνονται σέ πιό βαθειές θάλασσες ἀπό τίς ἀκτές.

Καί βεβαίως, μεγάλο πλεονέκτημα θά εἶναι γιά τήν πλοιοκτήτρια ἑταιρία πού ἒχει ἓδρα τήν Ἑλλάδα, ἡ ἀπασχόληση τέτοιων πλοίων στό Αἰγαῖο.

06 NAFS MAY 2015

Πρωτοποροῦν καί ἐδῶ οἱ Ἓλληνες ἐφοπλιστές

Ίσαλος Γραμμή

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brochure.pdf 12/12/2014 9:49:48 ðì

Γράφει ο Νίκος Κ. Δούκας

Εκδότης - ΔημοσιογράφοςΜέλοςΕΣΗΕΑ

08 NAFS MAY 2015

Τα τελευταία χρόνια η προστασία του περιβάλλοντος αποτελεί ένα από τα πρώτα θέματα στην διεθνή ατζέντα στα διάφορα fora. Εκστρατείες ενημέρωσης, διαφημιστικές καμπάνιες, συνέδρια, ΜΚΟ, δημιουργούν συνθήκες ενημέρωσης για έναν καθαρότερο πλανήτη. Η προστασία του περιβάλλοντος δεν θα μπορούσε παρά να αποτελεί το πρώτο θέμα συζήτησης και για την μεγάλη Ναυτιλιακή Κοινότητα των πλοιοκτητών.Όποιος παρακολουθεί από κοντά την Ναυτιλιακή Βιομηχανία θα παρατηρήσει ότι συνεχώς τίθενται σε ισχύ νέοι σκληρότεροι κανόνες που προκειμένου να εφαρμοστούν, βασική προϋπόθεση είναι να βάλει βαθιά στην τσέπη το χέρι ο πλοιοκτήτης. Από το 2008 όπου πραγματοποιήθηκε το πρώτο συνέδριο του ΙΜΟ για το φαινόμενο του θερμοκηπίου, αποφασίστηκε η δημιουργία τεχνικών και μηχανισμών ώστε να μειωθούν οι εκπομπές ρύπων αλλά και άλλα φαινόμενα θαλάσσια ρύπανσης. Έτσι λοιπόν από φέτος (2015) ένα πλοίο που πλέει σε περιοχή ECA δεν μπορεί να χρησιμοποιεί καύσιμο με εκπομπές θείου πάνω από 0,1%. Στους ωκεανούς το ποσοστό αυτό σήμερα είναι 3,5%, με πρόβλεψη να γίνει 0,5% μέχρι το 2020. Τα επιβατηγά πλοία που πλέουν στις Ευρωπαϊκές θάλασσες θα πρέπει να συμμορφωθούν με ένα όριο της τάξης του 1,5% το οποίο και αυτό θα έχει πτωτική τάση. Οι διαφορετικές μέθοδοι συμμόρφωσης που προσφέρονται στους εφοπλιστές αντί της χρήσης ντίζελ είναι να στραφούν σε LNG που χρησιμοποιείται ως καύσιμο πλοίων για να μειώσουν τις εκπομπές τους σε θείο με χρήση scrubbers ή άλλων τεχνολογιών καθαρισμού των καυσαερίων .Σήμερα επίσης το καυτό θέμα είναι ποιες τεχνολογίες άρα και εταιρίες θα επικρατήσουν στην εφαρμογή τεχνολογιών για την διαχείριση του θαλασσίου έρματος (BWTS). Τα επόμενα χρόνια δεκάδες χιλιάδες πλοία θα πρέπει να επιλέξουν ένα τέτοιο σύστημα το οποίο θα συμμορφώνεται με τους διεθνείς κανονισμούς του ΙΜΟ και του USCG. Και το παιχνίδι παίζεται στα retrofit. Πρόκειται λοιπόν μια τεράστια βιομηχανία που έχει δημιουργηθεί γύρω από το πλοίο η οποία διαρκώς νομοθετεί αυστηρότερους όρους για την προστασία του περιβάλλοντος επιβάλλοντας όμως διαρκώς τσουχτερά χαράτσια στους πλοιοκτήτες οι οποίοι πολλές φορές βρίσκονται με το πιστόλι στον κρόταφο να αγοράσουν νέα συστήματα και τεχνολογίες - εδώ και τώρα - χωρίς να υπάρχει πάντα το αντίστοιχο νομικό πλαίσιο που θα τους καλύπτει στο 100% για την επιλογή τους.Εάν το πλοίο σταματήσει να κυκλοφορεί στις θάλασσες είναι σίγουρο ότι θα μειωθεί το φαινόμενο του θερμοκηπίου κατά 3-4% σε έναν χρόνο. Πιο σίγουρο όμως είναι ότι θα σταματήσει από την πρώτη εβδομάδα να κινείται ολόκληρος ο πλανήτης μιας και το 90% του παγκόσμιου εμπορίου διακινείται δια θαλάσσης.Νομίζω ότι τόσο οι θεσμοί (για να είμαστε και επίκαιροι) όσο και οι πλοιοκτήτες δουλεύουν συνεχώς για την αειφορία, και την δημιουργία ενός πιο πράσινου πλανήτη. Ίσως να μην χρειάζονται τόσο εξοντωτικοί κανόνες, ούτε επενδύσεις εκατομμυρίων ανά πλοίο. Ίσως θα πρέπει να δοθεί χρονικό περιθώριο μεγαλύτερο για την προσαρμογή. Ίσως οι εταιρίες που μεταφράζουν τους κανονισμούς σε τεχνολογία αμέσως μετά την δημοσίευσή τους θα πρέπει να δώσουν λίγο χρόνο στους πελάτες τους. Ίσως δεν πρέπει το Περιβάλλον να κυνηγάει τους πλοιοκτήτες ως Ιαβέρης. Ίσως χρειάζεται να γίνουν πιο ρεαλιστικές μελέτες. Ίσως και όχι.Περισσότερο από 11.000 χρόνια το Πλοίο κινεί το παγκόσμιο εμπόριο. Χωρίς το Πλοίο ο κόσμος σταματά και εκατομμύρια άνθρωποι σε χιλιάδες επαγγέλματα μένουν άνεργοι αυτομάτως. Σταματάει το Πλοίο, καταρρέει η Παγκόσμια Οικονομία. Τόσο δύσκολο αλλά και τόσο απλό. Κλείνοντας θα χρησιμοποιήσω την φράση που επαναλαμβάνει ένας καλό φίλος και δυνατός επιχειρηματίας του χώρου. «ΤΟ ΠΛΟΙΟ ΕΙΝΑΙ ΙΕΡΟ».

Το πλοίο είναι ιερό

Ανεμολόγιο

Εάν το πλοίο σταματήσει να κυκλοφορεί στις θάλασσες είναι σίγουρο ότι θα μειωθεί το φαινόμενο του θερμοκηπίου κατά 3-4% σε έναν χρόνο. Πιο σίγουρο όμως είναι ότι θα σταματήσει από την πρώτη εβδομάδα να κινείται ολόκληρος ο πλανήτης μιας και το 90% του παγκόσμιου εμπορίου διακινείται δια θαλάσσης.

Όποιος παρακολουθεί από κοντά την Ναυτιλιακή Βιομηχανία θα παρατηρήσει ότι συνεχώς τίθενται σε ισχύ νέοι σκληρότεροι κανόνες που προκειμένου να εφαρμοστούν, βασική προϋπόθεση είναι να βάλει βαθιά στην τσέπη το χέρι ο πλοιοκτήτης.

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ABBTC_ADL2FP_MMA_GR_W210H290 04.11.14 13:14 Seite 1

10 NAFS MAY 2015

ByVicky Liouta

MD,Vilmar International S.A

I must admit the last 5 years, during almost 20 years of experience in shipping field, I had to develop and gain additional skills as an insurance broker, among which using initiatives, question-ing everything and acting as intermediary to bring two parties together. Yet, these skills are the very same important skills of a mediator. I became mediator in 2012, accredited by CEDR and Greek Ministry of Justice, and I can imagine the role of mediator is particularly tough as the parties are looking at him/her to help them find a solution.However, the point is different; mediation is a dispute resolution process, independent, third party assisted process. The mediator helps the parties to find a mutually accepted solution to their dispute but cannot really impose a solution. No solution is possible without the mutual consent of the parties based on their cooperation. Is this promising though and attractive in shipping? Ship-ping is business, and as such, supply of goods and/or services as well as the risk allocation is negotiated between two or more parties. Disputes may arise when one party may not accept responsibility – or is not prepared to do everything that the other party demands - and, so, refuses to do anything to put the problem right which drives the other party to some loss, even if there is a contract the terms of which bind both parties. It is considered clearly parties’ failure to resolve the dispute despite the negotiating experience and expertise in the field. Is this contradicting with mediation process which is based on parties’ cooperation to resolve their dispute? Is this truly the reason why shipping has not turned to mediation, yet, as an alternative way to resolve the disputes?Mediation is not magic but the procedure can be beneficially used to settle international disputes between two or more parties. The advantages of mediation are many and not only refer to speed, cost effectiveness, private and confidential procedure, short hearings, control of the parties in discussion, option of lawyers, obligatory in Greece, but also any settlement is based on what each party is prepared to agree without having to prove any of the facts or what the law says. I have referred to stages of mediation in my previous article in this magazine, however, I believe one additional most essential point of the process is that settlement in mediation can be enforced with-out having to rely on local courts, in opposition

to enforcement of arbitration award which some countries offer very little support. Settlement in mediation means a new contract is signed by both parties who both accept their agreement, and is enforceable under the law of the country where enforcement is sought. Parties can sign a deed of settlement to ensure enforcement which can be lodged with the court and any failure to comply will be treated as contempt of court.Referring to law, we can see rarely winners in conflicts if one considers the cost, legal fees, emotional stress and time consumed from making money. Going to law has proved an expensive business. How we can get therefore parties to mediate? When disputes arise, parties’ relationships have deteriorated to such an extent that they are no longer capable of agreeing on anything at all ensuring that litigation is the only way to end the dispute. Lawyers are appointed but do not necessarily make the best mediators, however, parties rely on them to resolve the problem and consequently lawyers negotiate as if the problem was theirs. Litigation seems inevitable and in absence of choice to contrary a dispute will find itself before the courts. This is good news for lawyers but legal fees add to the problem, as referred previously. It really depends on the parties to realize that mediation is private, quick and inexpensive process and close cooperation between the lawyer and the client is extremely valuable to resolve the dispute which finally helps the relationship to continue. Parties maintain control over the decision making process than handing it over to lawyers, as there is an obliga-tion to participate in the process but no obligation to reach a settlement, following which parties are free to proceed to arbitration or litigation. The mediator facilitates parties to find a way to settle-ment as it can even result in the unmoved party to realize that their stance is unrealistic, showing the way to a settlement. Courts support mediation in shipping and solicitors have to realize that they have to take it seriously especially when mediation clauses exist into contracts which may bring disputes to a settlement earlier making the maintenance of relationships a priority for both parties. P&I Clubs are already looking to appoint mediators for this reason and insurers are already more cultured in their use of mediation.

Mediation is a serious process and has been used successfully to settle disputes involving very large sums of money, replacing a series of arbitrations and court actions, resulting in agreements which are easily enforceable before the courts. It can be used at a number of problems, to settle cargo claims, charter party disputes, collision claims, pollution claims, disputes between an underwriter and third parties or the assured with claims ad-justers over related claims and more. However, in the absence of a mediation clause, parties rarely refer their disputes to mediation. Most of the industry conducts business on the basis of long established standard form contracts, the majority of which provide for arbitration or court. Neverthe-less, contracts can be amended before they are concluded and the institutional bodies can offer alternative wordings to existing contracts. BIMCO is one of the world’s leading private association of shipping companies with nearly 3,000 members in 125 countries who control a fleet of about 500 m DWT representing almost 70% of the world’s mer-chant fleet and promotes mediation since 2002 as voluntary, confidential, without prejudice process. Charter parties are traditionally standard form but as charters are drafted by carriers it would be beneficial if local charters started to use mediation clauses and include place of mediation mutually acceptable by the parties, Greece, for instance, where accredited and continuously educated unbiased mediators can be found. It is more than certain in that respect that shipping would save huge amount of money spent in arbitration or litigation even if foreign advisors had still to be at-tained. As an example, I refer to a case that I was handling on behalf of one of my clients recently about a charter party dispute which provided for a range of resolution options and it was surprising the number of times the tribunal had to consider what process applies because the parties have failed to make an express choice. The result was expensive litigation in determining the governing law and jurisdiction. Local mediation is not expensive and engage-ment of advisors from different parts of the world is easily pragmatic. Shipping is evolving, in Greece more as per daily press news, and arbi-tration and litigation have an important role in the contracts, however mediation has much to praise itself and the industry should embrace the future of this process.

Shipping dilemma about mediation?

Article

MARCH 2015 NAFS 11

Cyprus OfficeLimassol - Cyprus

Tel: + 357 25 348568

e-mail: [email protected]

London OfficeINTRA MARE LTD

Southgate N14 5BP, U.K

Tel: +44 20 8242 5520e-mail: [email protected]

Piraeus OfficeINTRA MARE HELLAS, 4

Skouze Str. - 185 36 Piraeus - Greece

tel: +30-210-4293843 - fax: +30-210-4293845


Oslo OfficeTANKER ENGINEERING AS

Colbjornsens Gate 13 - 0256 Oslo - Norway

Tel: +47 22441515


web: www.intramare.gr

sensethe marine

of technology

sensethe marine

of technology

Cyprus OfficeLimassol - Cyprus

Tel: + 357 25 348568


London OfficeINTRA MARE LTD

Southgate N14 5BP, U.K

Tel: +44 20 8242 5520e-mail: [email protected]

Piraeus OfficeINTRA MARE HELLAS, 4

Skouze Str. - 185 36 Piraeus - Greece

tel: +30-210-4293843 - fax: +30-210-4293845


Oslo OfficeTANKER ENGINEERING AS

Colbjornsens Gate 13 - 0256 Oslo - Norway

Tel: +47 22441515


web: www.intramare.gr

sensethe marine

of technology

Piraeus Office - INTRA MARE HELLAS, 4 Skouze Str. - 185 36 Piraeus - Greece tel: +30-210-4293843 - fax: +30-210-4293845 e-mail: [email protected]

GREEN SHIPPING MAKERS

14 NAFS ΜΑΥ 2015

ABB Turbocharging

Second-generation Power2® can be used for the entire power range of large medium-speed engines.

Text Dr. Thomas Behr, Photography Michael Reinhard, ABB Turbo Systems Ltd

Power2. Service friendliness for optimal economic performance

Power2 leading theway in two-stage

turbocharging

ABB Turbocharging began present-ing to customers Power2 800-M, the second generation of its two-stage turbocharging system Power2. Offering considerable improvements in engine efficiency and reductions in emissions that go far beyond any single-stage system, even exceed-ing the high expectations, Power2 in its second generation represents the next step in two-stage turbocharging for large medium-speed engines. A portfolio with four different frame sizes is planned for second-generation Power2, two more than for the first-generation Power2 that has been on the market since 2010. Two-stage turbo-charging is a key technology that facilitates a reduction in both fuel consumption and emissions while helping to increase engine power density. With pressures of up to 12 bar and turbocharging efficiencies over 75%, second-generation Power2 leverages the full potential of extreme Miller cycles to minimize NOx reduction and fuel consump-tion.

Optimum performancePower2’s high efficiency comes as a result of its sophisticated design, which was always planned as a dedicated two-stage turbocharging solution. Its compressor and

turbine stages make a special contribution in this regard.

Two-stage turbocharging implies spe-cific requirements having to be met by the thermodynamic components that differ from those of single-stage systems. Pressure ra-tios of compressors and turbines in low- and high-pressure turbochargers of two-stage systems are generally different to those of components in single-stage turbochargers. Fig. 1 shows this difference by comparing the compressor maps of a single-stage de-sign and the Power2 low-pressure stage de-sign for the same impeller wheel diameter. With respect to flow areas, differences in fluid density resulting from specific tempera-tures and pressures in the high- and low-pressure stages need to be considered. In addition, performance maps of compressors and turbines need to be matched perfectly in order to allow unrestricted engine opera-tion over the entire load range.

The high-pressure turbocharger features two compressor stage variants, which are specified according to the desired over-all pressure ratio. The compressor stage known from the first generation yields optimum performance for applications with pressure ratios up to πC = 10.

ABB Turbocharging

Dr. Thomas Behr received his degree in mechanical engineering from the Dresden University of Technology in Germany in 2002. In 2007 he completed his PhD thesis on turbomachinery aerodynamics at the Turbomachinery Laboratory of the Swiss Fed-eral Institute of Technology in Zurich (ETH). He subsequently joined ABB Turbo Systems Ltd in Baden, Switzerland, as a turbocharger development engineer and is currently Project Manager for the development of the second-generation Power2.

ΜΑΥ 2015 NAFS 15

Fig. 1

Two-stage turbocharg-

ing is a key technol-

ogy that facilitates a

reduction in both fuel

consumption and emis-

sions while helping to

increase engine power

density.

Fig. 1: Compressor performance maps of a single-stage turbocharger (A100-M) and Power2 800-M low-pressure turbocharger at equal impeller wheel diameter.

Fig. 2: Compressor performance maps of thePower2 800-M high-pressure turbocharger.Fig. 2

16 NAFS MAY 2015

For pressure ratios up to πC = 12, an entirely new high-pressure compressor stage design has been developed. Both stages have been optimized, focusing on the compressor map width and ef-ficiency at their specific operating range. Performance maps of both stages are presented in Fig. 2. Both stages operate at an efficiency level of up to 84% at design pressure ratio.

Axial turbines will be used for both the low- and the high-pressure stage. The turbine stage designs take into account the diverging needs of the high- and low-pressure sides. These result from differ-ent temperature levels and flow area requirements. The axial turbine design for the high-pressure turbocharger combines the advantages of high specific volume flow (Fig. 3), excellent efficiency even at part load and good acceleration behav-ior due to low mass moment of inertia. The requirements for the low-pressure turbine stage also differ significantly from those for single-stage turbines. The required range of specific volume flows in the case of the low-pressure turbine is shifted toward a lower level than for single-stage turbines (Fig. 4). Consequently, this lower requirement has been exploited in the design of the new low-pres-sure turbine stage to gain higher stage efficiency. In addition to the compressor and turbine design, the design framework around these components needs to be considered to achieve optimum system performance. Therefore, the design of the flow channels and sub-systems has been optimized specifically during development of the new turbochargers.

Focus on minimal service downtimeEngine availability is a key factor for achieving optimal economic performance. Consequently, the time required for service work needs to be reduced to a minimum. In the case of two-stage turbo-charging, this aspect becomes even more important as there are double the number of turbochargers to be serviced. During develop-

ment of the new turbocharger generation, service friendliness has been considered from the very beginning. The designated goal was to reduce service time of the complete two-stage system to below the reference value of current single-stage turbochargers.For the second generation turbo chargers the proven cartridge concept has been enhanced in order to further reduce service time. The idea behind the extractable cartridge is a turbocharger which has an outer shell, consisting of compressor casing and gas cas-ings, and a cartridge group which contains the entire interior of the turbocharger. In order to exchange the cartridge during service, only the air inlet casing together with the insert wall of the compressor needs to be removed. All other interfaces to the engine, such as oil connections, air outlet flange connection, gas inlet and gas outlet flange connections, remain untouched. Furthermore, there is no need to remove the insulation of the turbocharger anymore, since only the flange connection of the air inlet needs to be accessed dur-ing service (Fig. 5).

ConclusionDemand for highly efficient engines with high power density and low operating costs that comply with today’s emission requirements is driving the development of new turbocharging solutions. Second-generation Power2 represents an optimized technology enabling engine designs that fulfill all these requirements at once. The entire system has been designed and optimized for the specific needs of two-stage turbocharging. With pressure ratios of up to 12 and turbo-charging efficiencies beyond 75%, Power2 enables full exploitation of the advantages of two-stage turbocharging. Ease of service has been especially considered in the design. With the new extractable cartridge, service downtime has been minimized, which increases engine availability. The Power2 800-M series provides a two-stage turbocharging solution for the entire range of large medium-speed engines.

Fig. 3 Fig. 4

Fig. 3: Turbine efficiency vs. specific effective flow area of a single-stage turbocharger and Power2 800-M high-pressure turbocharger.

Fig. 4: Turbine efficiency vs. specific effective flow area of a single-stage turbocharger and Power2 800-M low-pressure turbocharger.

Fig. 5: Power2 800-M high-pressure turbocharger with extractable car-tridge.

Fig. 5

For the second

generation turbo-

chargers the proven

cartridge concept has

been enhanced in order

to further reduce

service time.

ABB Turbocharging

ΜΑΥ 2015 NAFS 17

The need for high-temperature grease

ABB Turbocharging - Tips for the operator

Holger Markow is a Manager Technical Service at ABB Turbocharging. His main areas of responsibility include claims management, breakdown investigation, technical support for end users, operators, and service stations. He is an environmental engineer and has worked for the company since 1996.

Text Holger Markow, Photography Michael Reinhard

Turbochargers become very hot when they are in operation, so high-temperature grease is needed to ensure that the bolts and screws connecting the turbocharger casings remain secure and lubricated. At the high temperatures at which a turbo charger operates – e.g. 800°C – normal machinery grease would simply burn away within a few hours of operation. High-temperature grease will stay on the turbocharger essentially forever because it has a different chemical compound than normal machin-ery grease.

Our goal is to ensure that every process is safe, so absolutely every variable in each process has to be accounted for and monitored. Using the wrong grease can create unwanted friction between the mechanical components of the turbocharger. And using the wrong type of grease can stretch out and weaken bolts, making them less stable and safe and even causing them to break.

The screws and bolts that hold a turbocharger together are set to a particular tension before the machine is put into operation. Deploying the right type of grease – and specifically right type of high-temperature grease – is more critical than ever because today’s state-of-the-art turbochargers, such as our A200-L generation, need to be tensioned more precisely than ever.

Once the turbocharger is in operation, the high temperatures cause the various components in the turbocharger to expand. However, since these parts are made of different materials, how much they expand can differ considerably, and the screws and bolts holding the turbo charger together are also affected.

Clearly, the bolts and screws in a turbocharger must be tensioned very differently prior to operation based on their function in the turbocharger. A well defined grease thus needs to be used to ensure the right tension at this critical stage. Hydraulic tools are increasingly being used to tighten and loosen such bolts and screws because these tools ensure that this tension stays constant and is replicable.

In service and maintenance, using the wrong type of grease can also jeopardize the process of loosening the nuts and bolts safely when it is being taken apart, particularly in remote areas. High-temperature grease creates a layer that separates the parts from one another so that they can move and be disassembled effectively. Without it, parts may seize or be much more difficult to take apart. In the worst case, it may even cause screws and bolts to break right away and without warning when an engineer tries to loosen them. Such complications can be very frustrating to everyone, especially in the field.

In order to solve these problems proactively, ABB Turbocharging uses only high-temperature grease on all its turbochargers. Furthermore, we use only one type of high-temperature grease worldwide to make our operations safer, simpler, and more effective from start to finish, i.e. from assembly to maintenance and service. Finally, the heavy-metal free formula of the high-temperature grease that we use means less pollution in the environment.

Photo: Hydraulic tools ensure that bolt tension stays constant and can be reproduced.

Improving our turbochargers down to the last detail

18 NAFS ΜΑΥ 2015

The collapse of Lehman Brothers, in 2008, marked the end of the exuberance by commercial banks. The financial crisis that ensued forced banks to deleverage and to rethink their strategies. Shipping was pro-foundly affected, as it represents an area, where loan portfolios can be allowed to simply reduce, via the repayment of loans. As such, banks could slim their shipping exposures by not lending or part replacing repaid loans with new loans. Over the last 7 years, despite the record newbuilding deliveries, ship finance, especially among western banks, has reduced considerably. Some banks, such as Commertzbank and Bank of Ireland, decided to leave ship finance altogether. Others, such as HSH, RBS, Natixis, Lloyds Bank and many oth-ers, decided to substantially reduce their shipping exposures.

A few, such as Credit Suisse and ABN grasped the opportunity to expand and take advantage of the much higher yields offered by shipping loans. According to Petrofin Bank research ©, the total Euro-pean banks’ ship finance global portfolios, within the top 40 global banks, fell over the last 7 years from $315bn to $237.7bn i.e. a decline of 24.5%. In the last year alone, the total European banks’ global ship finance portfolios dropped from $249bn to $237.7bn i.e. a decline of 4.5% (see graphs 1, 2 and 3).

For some banks, the natural rate of decline was not sufficiently swift, especially among those that wished to leave the industry altogether or to significantly downsize their exposure. Hence, they sought to sell off parts of their loan portfolios at the best price possible.

Examples of such sales are Commerz-bank, Lloyd’s Banking Group, HSH Nord-bank and Royal Bank of Scotland. Initially, the sale terms were quite favourable to banks, especially where loan portfolios were both performing and strong, with a number of interested banks, PE (private equity) funds, concluding deals, such as Oaktree, Carlisle. As time passed and with the initial sales already concluded, it became harder to sell more loans, espe-

cially as the shipping market declined in all the 3 main sectors i.e. dry bulk, tankers and container vessels. The market decline affected an increasing number of loans, which went through one or more restruc-tures, in an attempt to provide more time to repay customers and in the hope of a shipping recovery.

Although there was a widespread expecta-tion that the rate of loan sales would in-crease in 2013 - 2014, it became harder for banks to find buyers at acceptable terms and the spread between buyers’ offer and sellers’ willingness to accept became wid-er. Bank appetite to buy other bank loan portfolios began to wane, as the market fundamentals were weak and as shipping friendly banks could pick and choose from the best new loans amongst their clients at attractive terms. Consequently, distress sit-uation PE funds became the only potential buyers of shipping loan portfolios and their IIR (internal rate of return) requirements were much higher than those of banks. In addition, for distressed loans, such funds were looking to obtain them with heavy discounts.

For a long time and until the second half of 2014, loan portfolio sales slowed down. However, funds became interested in picking up individual loans that met their criteria, on a case by case basis.

During 2014 and increasingly in 2015, the pressure on many banks to reduce their loan exposures intensified. The main rea-sons for this, were:

1) Poor performance by the dry bulk mar-ket, with most vessels earning less than their operating costs, by the end of the first quarter of 2015.

2) An increase in nonperforming loans in the dry bulk, as well as container sector.

3) Many loans after initial restructures could not be restructured any further, as the age of the underlying vessels would not permit it.

4) The new Supervising authority for EU banks i.e. ECB, became harder in its assessment of nonperforming loans, result-ing in a substantial increase of loan loss provisions.

5) Increasingly, banks felt that the only way to reduce further their loan portfolios, and especially the nonperforming ones, would be by accepting significant dis-counts. Such discounts reflected the loan loss provision already taken by the banks.

6) Banks preferred to sell loans or seek their prepayment, often with discounts, preferring to avoid conflict situations, which would tie up considerable resources for banks and their managements and which would also carry significant risks.

7) Increasingly, banks lost heart that an imminent asset value (and cash flow) re-covery would take place. This was mostly felt for dry bulk vessels, whose values tumbled and showed few prospects of a recovery in the foreseeable future.

As a result of all the above general factors and on the basis of additional ad hoc fac-tors, banks became more realistic sellers. Deeper loan discounts were now on offer and these grew as the market continued to be poor, especially in the dry bulk and container sectors.Some banks sought to find selected clients to whom to sell whole fleets e.g. HSH and

Ship finance banks become more aggressive, in streamlining their loan portfolios

ByTed Petropoulos

Head, Petrofin Research

FINANCIAL FOCUS12 nafs POSIDONIA 2014

Banks witnessed, after a long and arduous road since 2009, a useful shipping recovery in 2013 in both vessel values and cash flows via higher freights. Al-though the recovery was erratic and not evenly spread among the vari-ous shipping sectors, it had a pronounced beneficial effect on the quality of the banks’ loan portfolios and in bank’s borrowers’ ability to meet their (often restruc-tured) loan obligations. Confidence grew among

banks that shipping was on the way to recovery and this was felt even more by borrowers and private equity funds.

Dry bulk lead the way with a 12-month (March 2013 to March 2014) recovery of 41.4% in vessel values and 52.3% in freights (from Shipping Intelligence Inc. – 1st April 2014, below). With overall shipping confidence rising to record heights (Moore Stephens) and with the sector’s progress picking up, one would have expected banks to be rushing headlong into new shipping loans and for competition to among banks grow.

With rare exceptions though ,this is not, however, what happened and the question is: why?

The answer lies with the banks themselves. Commencing with their shipping exposures, many banks had nurtured weaker clients in the hope of such a recovery. The process of recovery, though, could not work mira-cles overnight. It simply takes time to work out difficult loans and improve the health of a bank’s loan portfolio. The recovery needs to be sustained and the recent fall in dry bulk freights demonstrated the still volatile nature of the recovery. In addition, from a common shipping approach by the boards of major banks to be cautious to achange, involving a willingness to expand, one needs time.

A second factor is that many shipping banks had what they believed to be a higher than desired overall shipping exposure and needed time to reduce it to acceptable levels via client loan repayments.A third factor is that banks had set up very strict criteria for lending result-ing in too few potential loan transactions meeting such requirements

However, there were other more significant reasons for the banks’ lack of ship lending appetite. It relates to the fundamental weakness in the liquidity and capital ratios of European banks in the light of Basel III and the new ECB regulatory overview of all E.U. banks. Banks simply lacked the financial resources and the risk appetite to step on the gas pedal. European banks especially found themselves bracing for the ECB loan review and proving their financial robustness. In a world of doubt, to banks, profitability came second to financial strength. As the majority of shipping banks were European (72% of global ship finance in December 2013), Petrofin Bank Research (c) the difficulty of European banks had a pronounced and adverse effect on Greek ship lending.

To add insult to injury, three of shipping champions of previous years i.e. RBS, HSH and Commerzbank were under immense pressure to downsize their shipping portfolios and/or leave ship lending altogether.During this time, some banks stood out for either lending counter-cyclical-ly or standing their ground as ship finance providers. These were mainly DVB, ABN AMRO, Credit Suisse and ING among European banks and China Exim, CDB, and Korean Exim, from the Far Eastern banks.

A classic West-East divide took place with shipping credit being more readily available in the Far East, where a large number of small to me-dium banks supported local clients. The same was not true in the West for any but the biggest and often publicly quoted companies.

For Greek ship finance, in particular, it had been most hit as the biggest lenders exited the market at precisely the time when Greek newbuilding orders and second-hand purchases accelerated. With the Greek banks unable to provide new ship finance and caught by the difficulties of Euro-pean banks as a whole, Greek owners turned to the remaining few active lenders, to Far Eastern lenders (linked only to shipbuilding orders) and, increasingly, to US private equity funds (PEFs).

As the finance gap widened, PEFs were for many Greek owners often the only way to take advantage of what promised to be a healthy shipping recovery. PEFs were not only active but often scoured Greece for oppor-tunities to co-invest and lend to Greek owners believing that the antici-pated shipping recovery would provide them with the high returns they have been seeking. The result was an explosion of Joint Ventures most of which investing in eco-friendly vessels of new designs that is hoped will be the vessels of the future.

Characteristically, according to Tufton Oceanic data, on a global basis between January 2002 and January 2014, the share of global mortgage lending of the world fleet and orderbook fell from 43% to 36%. The above was even more pronounced in Greece. There are no hard data for the Greek shipping exposure by PEF, but we believe that there are over 40 Joint Ventures in place today. With interests primarily in drybulk and then

By Ted Petropoulos, Head Petrofin Research

Shipping finance lagging behind the recovery of Shipping

Financial Focus

ΜΑΥ 2015 NAFS 19

Navios, recently announced.As there is considerable secrecy, involving most banks and many loan sales are not reported, it has become difficult to assess the numbers involved. However, in our own Petrofin Bank Research ©, just recently published, RBS reduced its shipping portfo-lio from $14.215bn to $11.9bn, Commertzbank* from $16bn to $13bn, Unicredit from $6.2bn to $5.2bn and HSH from $21.9bn to $20.9bn.

On the demand side, we find that buying interest by mostly US PE funds remains strong. The explo-sive growth in the size of such funds has helped in shipping being considered as an attractive area for growth and profits, especially given the more realis-tic sale prices offered by banks.Buying interest, though, is not limited to such funds. It has, also, appeared among the banks’ clients as well.

For a very long time, selling a loan at a discount to a bank’s client was taboo. It appeared to be a reward to nonperforming clients. This, however, changed over the last year, as banks became more con-cerned with reducing their loan exposures than with the origin of the offers. Consequently, an increasing number of loans have been acquired at a discount by nonperforming clients, who raised fresh finance to do so either using their own resources or those of other investors or PE funds or a combination of all three.

Performing clients, too, were able to prepay their loans at a discount and a number of banks made this a priority. Such sales, too, that used to go against the grain for banks, became acceptable ways of reducing bank exposure. One argument used to justify such discounts was that the new finance raised by a client would be more expensive than the retiring loan or would require fresh equity and this was reflected in the loan discount.

As long as shipping market conditions continue to be adverse and banks wish to reduce their ship-ping exposures, loan discounted sales are expected to continue. This process is actually beneficial to banks, as it clears up their loan portfolios, reduces them to more acceptable levels and allows banks to a) start growing again over time, utilising their good client base, b) it clears their loan portfolio and c) involves loans with more attractive lending terms and conditions.

Financial Focus

$0.00 $10.00 $20.00 $30.00 $40.00 $50.00 $60.00

HSH Nordbank

DnB NOR

RBS

Nordea

KfW

Deutsche Schiffsbank

Calyon

DVB

Commerzbank

Bank of Scotland

Lloyds TSB

HVB

Fortis

Danish Ship Finance

Deutsche Bank

Danske Bank/Fokus Bank

Bremer Landesbank

Desdner Bank

ABN Amro

Natixis

$50.60

$36.00

$30.00

$25.20

$22.50

$20.60

$16.30

$15.90

$12.80

$12.50

$11.40

$10.50

$9.90

$9.70

$7.80

$7.00

$4.50

$4.30

$4.00

$3.90

2008 - Top 20 European Banks Total Portfolio: $315.4bn

Top 20 European Banks - 2008

Petrofin Bank Research -2008

28.3

21.98

19.8

18.3

16

15.5

14.215

13.8

12.8

12.8

10

10

8.46

8.231

8.13669

7.5

6.59

6.2

5.5

5

0 5 10 15 20 25 30

DnB

HSH Nordbank-only core

KfW

Nordea

Commerzbank*

DVB

RBS

Nord LB

BNP Paribas

Credit Suisse*

HSBC

Credit Agricole*

ABN Amro

Bremer Landesbank

Deutsche Shipping - Deutsche Bank

ING

Danish Ship Finance

Unicredit

Standard and Chartererd

Santander*

2013 - Top 20 European BanksTotal Portfolio: $249bn

2013 - Top 20 European Banks

Petrofin Bank Research –as of end 2013

* Market estimate

27.4

21.0

18.3

18.0

13.0

15.1

11.9

14.1

13.5

11.2

9.5

9.0

10.2

8.2

8.0

7.0

6.5

5.2

5.7

5.0

0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0 40.0 45.0

DnB

HSH Nordbank-only core

KfW

Nordea

Commerzbank*

DVB

RBS

Nord LB

BNP Paribas

Credit Suisse*

HSBC*

Credit Agricole*

ABN Amro

Bremer Landesbank

Deutsche Shipping -*Deutsche Bank

ING*

Danish Ship Finance*

Unicredit

Standard and Chartererd

SEB*

2014 – Top 20 European Bank Global Portfolios – Total portfolio: $237.7bn New release by Petrofin Bank Research ©

Petrofin Bank Research – as of end 2014 –released April 2015

* Market estimate

GRAPH 1

GRAPH 2

GRAPH 3

20 NAFS MAY 2015

I will not be able to maintain a clear conscience in addressing the above issues arising in the shipping industry related to the environment without first diverting from the topic in the light of the horrific tragedy which occurred in the Mediterranean last April. The humanitarian factor related to the migrant issue is something where we cannot turn a blind eye. This year’s death toll has already exceeded 1500 human lives, whilst 11000 people have been rescued in the first 17 days of April. I happened to be in Malta when the tragic event happened with the world experiencing the loss of over 900 migrants off the Libyan coast within close proximity to Malta. Hundreds of women and children were locked in the low-er compartment of the vessel with no chance of survival. For such events to take place so close to Europe, we cannot show indifference. Joseph Muscat, the Prime Minister of Malta, together with other officials who attended the 1st Mare Forum Conference in Malta, empha-sised the necessity of the European Union to act immediately as a UNITED FRONT. It is simply beyond the ability of Malta and Italy to be able to support and assist innocent lives on their own.

Referring now to the environmental issues and the changes in the industry which may develop in the next five years, we must first and foremost maintain a strong code of ethics. It would be ineffective to try to establish rules and regulations if those involved in the industry do not comply with their strong personal and professional convictions. In looking at the

environmental and regulatory issues we may face in the future, it is important the priorities be highlighted by their degree of importance. There must be on the one hand a balance be-tween regulatory measures and market forces and on the other a balance between environ-mental protection and economic sense. There is no point in establishing deadlines on issues not viable or limited by financial restraints.

In my mind, the shipping industry, as an abso-lute priority, must make an effort to maintain and improve its image. In spite of the drastic progress achieved in the vessels’ safety stan-dards and the vast technological improvements accomplished in the shipping industry in recent years, there is still substantial room for our image to improve. When one draws a simple comparison between the shipping industry and the aviation industry, somehow the aviation industry is looked upon by the public in a far more positive light. Yet the public is not aware of the vast improvements for which the ship-ping industry is entitled to more credit. Let us look, for example, at the figures of CO2 emis-sions and the comparative pollution caused.In terms of annual transport, there are 9 billion tons of cargo shipped worldwide by sea. Yet the aviation industry can only account for 0.048 million tons by air. In terms of CO2 emissions shipping is responsible for 0.6 billion tons while aviation for 0.4 billion tons. These figures signify clearly that when comparing the annual quantity of tons shipped, the pollution caused by sea transport is substantially less. And yet the shipping image still carries an unfair burden purely because the public, especially governmental and regulatory bodies, are not,

in my view, aware of the enormous efforts and expense incurred by the shipping industry to make our vessels safer and our seas cleaner. No doubt you are all aware of the organisation created by Richard Branson, called THE CAR-BON WAR ROOM. Here the clear message is

that aviation are the “good guys” and shipping are the “bad guys”, which has no basis in real-ity when taking all factors into account. Fifty years ago the shipping industry was, in fairness, underregulated. At present shipping is overregulated. First and foremost there is a lot of inconsistency and confusion caused by regulations being drafted which do not allow the market to address constructively and ef-fectively. Otto Von Bismark, a highly educated states-man, mentioned in the late 1880’s: “Laws and sausages are two things you simply do not want to see being made”.Take as an example the Ballast Water Conven-tion, which seems set to become law within this year. Although the Oil Pollution Act of 1990

was more clear-cut, the Ballast Water regula-tions, especially in the United States, are going to be very difficult to comply with, mainly due to lack of clarity. To add more salt to the wound, there were many reputable, prudent ship own-ers who have already incurred vast expenses in investing in Ballast Water Systems which would now be deficient. As Peter Hinchcliffe, ICS Secretary General commented, we can-not penalise the innocent. There must be a protective measure for these owners who had

ArticleText by Mr. George A. Tsavliris, Principal of Tsavliris Salvage Group and chairman of INTERMEPA.

“We have to balance...WHAT WE NEED WITH WHAT WE CAN AFFORD”.The Maritime Industry will be faced with increasing requirements for environmental performance beyond 2020. This may lead to fundamental changes.

“Environmental regulations could cost the shipping industry more than half a trillion dollars between 2015 and 2025”

“Gulf of Mexico oil spill of 2010”

“Laws and sausages are two things you

simply do not want to see being made”

Article

already invested in good faith. He refers to this directive as the “Grandfathering Clause”. Fur-thermore, we may even see owners demand-ing a surcharge on the daily rates to have their vessels trading in the United States waters to reflect the substantial risk of being in breach of the Ballast Water regulations.

The present requirement for the reduction of sulfur in fuel is already effective and causes serious technical problems to vessels, espe-cially during the fuel transfer process when visiting US ports. Yet even here we have the paradox that there could be more pollution caused in the process of creating low sulfur fuel than the pollution saved by the low sulfur fuel created. There is also a strong technical view that in the open seas sulfur emissions do not have a negative impact on the environ-ment.

We have seen in the above two examples that in order to contribute in a more proactive man-ner to the shipping industry, regulators and law makers, must listen to the shipping industry players. The knowledge and perspective of the shipping industry is important in order to formu-late regulations which firstly have clarity and secondly fall within the ambit of their financial resources.

Finally we have to bear in mind that it is us the consumers who will pay the price at the end of the day directly or indirectly. The figures presented recently by the Inter-national Chamber of Shipping are staggering: “Environmental regulations could cost the ship-ping industry more than HALF A TRILLION US DOLLARS between 2015 and 2025”. It is important, therefore, we all bear in mind

that there should be more SYNERGY between the shipping industry and the regulatory bodies / government organisations to balance WHAT WE NEED WITH WHAT WE CAN AFFORD.

“ΜΕΤΡΟΝ ΑΡΙΣΤΟΝ” Κλεόβουλοs

“MODERATION IS BEST” Cleovoulos

“Less is more”

Abstract:Cost reduction and control, optimizing efficiency, improving environmental performance, and safety and operational reliability of hull and machinery are among the most pressing concerns for own-ers and operators of ships and offshore units to-day. Typically, these performance and regulatory driven elements are considered in isolation; but the combination of theoretical insight, operational experience and technology allows for a more holistic approach to manage the performance of marine and offshore assets. A lifecycle approach to performance optimiza-tion can be determined from the perspectives of both initial design and daily operations aimed at achieving an energy efficient hull, propulsion and machinery system, efficient operational performance, and cost-effective environmental compliance in terms of air emission regulations (NOx, SOx, and CO2).

A. Life Cycle Cost Analysis (LCCA) approachLCCA is a method of economic analysis that sums all relevant project costs (Total Cost of Ownership) over a given study period in present-value terms. LCCA provides basic economic criterion for capital investments that reduce future operating costs. It is most relevant when select-ing among mutually exclusive project alternatives that provide the same functional performance but have different CAPEX, OPEX, and/or expected lives. The LCC of can be divided in three ele-ments:• The Capital Expenses (CAPEX) which includes the cost of development and the cost of new

building.• The Operational Expenses (OPEX) which includes the cost of operation and maintenance and the costs of a possible conversion and new operation.• The cost of recycling and disposal.To reduce the LCC, you need to assess all the phases of the lifecycle from designing, purchas-ing, commissioning, operating, maintaining and disposing, to identify opportunities for improving efficiency and reduce operational expenses. The LCC in present-value calculated as follows:

Where:Ct: All relevant initial and future costs, and any positive cash flows occurring in year t.N: Number of years for the lifecycle.

d: Discount rate to adjust cash flows to present value.Using this approach, one could justify paying a higher CAPEX for a vessel with e.g. more energy efficient measures when this yields a higher NPV (through fuel saved, reduced emissions), compared with the lower CAPEX case but less energy efficient vessel. Investment decisions will of course also depend on payback period and the type of owner. Someone who operates his own vessels over a longer time period will receive the benefits of higher CAPEX, while this may not be the case for an owner who charters out his

vessels (but in that case the charter rate could be higher, if the market situation allows). The final decision will be a trade-off between the above three elements together with the aim of compli-ance with the forthcoming legislative require-ments and reducing the environmental footprint as briefly described here below.

B. Improving lifecycle performanceThere are a wide range of options being pro-moted to improve vessel efficiency and lower emissions. The best package of measures for a ship to improve efficiency generally depends on ship type, cargoes, routes and other factors. When assessing the total possible savings for a vessel, it is important to assess the effectiveness of each different energy-saving measure while the application of one measure may exclude or reduce the benefit of another measure.

B1. Initial designa. Hull Form OptimizationA ship-owner, instead of accepting the standard design offered by the shipyard, may decide to modify the existing hull form to address the expected operating profile or to develop a new design. The anticipated operational profile should be taken into consideration when modifying an existing design or designing a new vessel. As starting point, data from existing vessels (noon reports or similar) can be used, or, alternatively an operational profile may be prepared based upon the anticipated route network, vessel carry-ing capacity, etc. The operational profile will be a matrix of speeds and draughts where the vessel will operate with a percentage of time attached

ArticleText by Jan O. de Kat, Director of Energy Efficiency and Vessel Performance, Stamatis Fradelos, Principle Engineer of Environmental Performance, Thomas Kirk, Director of Environmental Programs

22 NAFS MAY 2015

ABS: The Green Ship Approach

Jan de Kat Stamatis Fradelos Thomas Kirk

MAY 2015 NAFS 23

to each point. Although very much dependent on the type of vessel and trade, a 2 X 2 or a 3 X 3 matrix will normally give a good representation of the operation. Based on the intended operational profile the following issues should be considered:• Optimizing Ship Particulars: Multi-objective and multidisciplinary optimization software pack-ages are being used with variables such as the ship size – capacity, the service speed and the principal dimensions to optimize and explore alternative solutions.• Minimizing Hull Resistance and Increas-ing Propulsion Efficiency: This optimization process generally involves modifications to the forebody design (the bulb and transition into the forward shoulder) and may involve modifications to the stern shape to improve the wake field and flow into the propeller, which in turn has to be de-signed for optimum overall propulsion efficiency given the vessel operating and wake conditions. It would also include appendage resistance and manoeuvring and course-keeping considerations.• Added Resistance Due to Waves and Wind: Consideration of wind and wave effects can influence ship proportions (increasing length/beam, reducing Cb, increasing freeboard, limiting bow flare). In particular, at higher sea states the added resistance in waves is directly related to the ship’s relative motions, beam and waterplane shape. Towing tank and wind tunnel tests remain the preferred approach for predicting the added resistance from wave and wind, respectively. Seakeeping software and CFD application for as-sessing added resistance in seas and predicting wind forces on ships are commonly used but are not yet particularly reliable, and require further validation. To ensure adequate performance for ships on a known route it is possible to estimate the required sea margin for the main engine based on wind and wave statistics.• Required EEDI compliance: The EEDI require-ments shall also be taken into consideration. For specific vessels (especially large bulkers and tankers) some further improvements in efficiency will be required through further hull form and propulsor optimization. For the phase 3 three compliance (2025) the introduction of innovative technologies would possibly be required. An issue still under consideration at IMO concerns minimum required power and manoeuvring in adverse weather conditions.

b. Energy-saving DevicesMany different devices may be evaluated as a feasible option to reduce the propulsion fuel consumption. The propulsion improving devices and skin friction reduction technologies do this by increasing propulsive efficiency or reducing hull resistance. The renewable energy sources take the place of some portion of the purchased fuel. It should be noted however that many devices are not mutually compatible or applicable to all ship types.

Propulsion Improving Devices (PIDs)These devices aim to increase the propulsive efficiency and include:• Wake equalizing and flow separation alleviating devices which improve the flow around the hull (i.e. Schneekluth ducts, grothues spoilers, stern tunnels)• Pre-swirl devices and post-swirl devices mainly aim to reduce the propeller axial and/or rotational losses (i.e. Fins and Stators, Mitsui integrated

ducted propeller, Hitachi’s Zosen Nozzle, Sumitomo’s Integrated Lammeren Duct, Becker’s Mewis Duct, PBCF) and • High-efficiency propellers (NPT, Kappel, CLT type) aim to reduce the profile drag (frictional loss) or minimize the rotational losses.

Skin Friction Reduction: The largest compo-nent of viscous resistance is skin friction which can be reduced by reducing the wetted surface, reducing speed or improving the way the wetted surface interacts with the fluid in touch with. Newly developed anti-fouling paints may be con-sidered for improving hull-fluid interaction or more innovative technologies like air lubrication where a thin layer of air is formed and maintained over a portion of the hull.Renewable Energy: Depending on the opera-tional profile and type of the vessel consideration may be given in this direction concentrating on wind power (i.e. towing Kites, Flettner Rotors) or photovoltaic (PV) solar panels for the generation of auxiliary power.Compatibility: The above energy saving-devices are not always compatible with each other and might only be feasible for specific ship types or

designs. The effectiveness should always be verified by means of appropriate model tests or CFD analysis.

c. Structural Optimization and Light Weight ConstructionStructural weight reductions with the use of high-er strength steel (HTS) and/or composites and other nonferrous materials need to be considered as well to increase the available deadweight (dis-placement hulls) or reduce the required power for faster and smaller vessels (i.e. fast ferries).

d. Machinery TechnologyConsideration should also be given to the available technologies to improve the energy efficiency of main and auxiliary engines having in mind the fuel consumption reduction and the regulatory compliance. Recent IMO regulations aim at reducing nitrogen and sulfur compounds (NOx and SOx) as well as CO2 – a known green-house gas. Reduction of CO2 can be achieved through reduced fuel oil consumption or the use of low carbon concentration fuels.

Figure 1: CFD analysis of a rudder bulb (CFD Analysis ABS)

Figure 2: Diesel Engine with Exhaust Turbine and Steam Turbine with Gen-erator (Courtesy of Wärtsilä)

• Prime Movers – Main and Auxiliary Engines: There are many ways to enhance the fuel effi-cient operation of diesel engines. These include:o Diesel engine energy efficiency enhancements (i.e. Super long-stroke engines, Electronic Con-trol, Automated Cylinder Oil Lubricators, Exhaust Gas and Turbocharger Control, Exhaust Gas Bypass, Variable Turbocharger Area/Geometry, Turbocharger Cut-Out, Engine Control Tuning)o Main engine efficiency measurement instru-mentation (Shaft Power Meter, Fuel Flow Meter, Cylinder pressure) and o Main engine performance measurement and control (i.e. Diesel Analyzers, Automated com-bustion control systems). • Waste Heat Recovery – Main and Auxiliary Engines: About 50 percent of the engine’s total energy production disappears into the exhaust gas and engine cooling water system. Exhaust gas heat recovery systems take the excess exhaust heat from the main engine and use it to drive an exhaust gas turbine and/or a steam turbine to produce power, which may reduce the fuel consumption by up to 5 – 10 percent. An economizer may be fitted to one or several aux-iliary engines, so as to generate electrical power for hotel load purposes. • Auxiliary Equipment: Consideration should be given as well of the improvement the energy ef-ficiency of electric power generation and auxiliary equipment by utilising some of the more widely used methods like installing a shaft generator, op-timising the number/size of ships service genera-tors and other auxiliaries and installing variable speed motors to major energy consumers such as pumps and fans.

B2. Daily operationsOperational decisions made on a daily basis on how to conduct a voyage, perform regular maintenance and monitor fuel consumption efficiencies are direct and useful ways for improv-ing a vessel’s performance. Optimizing speed for maximum fuel efficiency, ensuring safe operation in wind and waves, sailing at the best draft and trim and keeping course efficiently will improve a vessel’s performance. Accurate and regular energy consumption and hull/propeller condition monitoring across the fleet can highlight inef-ficiencies and provide a mechanism for continual improvement.

a. Ship Operation: Voyage Performance Manage-mentThere are several operational factors that can be managed on a voyage to increase fuel efficiency. Total voyage performance management systems are being offered in the marketplace, which consider these factors together for maximum efficiency. These systems integrate and optimize

some or all the energy-saving operational deci-sions. These include ‘just in time’ speed, reduc-tion of added resistance due to weather (wind, waves and current) with weather routing, minimiz-ing rudder usage with adaptive autopilot settings, optimizing quantity of ballast carried and trim for lowest fuel consumption, and making changes to reduce time in port.

b.Hull and Propeller Condition Management Taking care of the propeller and underwater por-tions of the hull is all about minimizing roughness, which has a great impact on ship’s resistance. Consideration should be given to:• Hull Roughness Management with the ap-plication of a coating that provides a smooth surface that can be reasonably maintained in its smooth state, and that prevents adhesion of foul-ing organisms to an acceptable extent.• Propeller Roughness Management with proper cleaning and polishing or the ap-plication of coatings that offer protection against corrosion-induced roughness and fouling.• Condition-based Hull and Propeller Maintenance by mea-suring/observing the actual hull and propeller roughness/fouling and compare with threshold values that indicate when cleaning is warranted or use performance-based systems that track changes in fuel consumption and main engine power to identify degrading surface conditions.

c. Ship System Management Ships in operation should also pay due consid-eration to the energy efficiency and condition of shipboard machinery and equipment used for propulsion (main engine) and onboard energy consumption. Significant improvements in fuel consumption can be achieved by optimizing the use and operation of mechanical and electrical systems, as follows:• Reducing onboard power demand• Fuel consumption monitoring of individual engines• Condition based preventive maintenance.

d. Overall Energy Efficiency ManagementThere are a significant number of energy efficien-cy measures that should be considered by the shipowner/operator to minimize fuel consumption, fuel cost and emission footprint. In order to care-fully coordinate the efforts made to improve ef-ficiency, it is suggested that a well-designed ship performance monitoring process should be in

place for collection of operating data and analysis aimed at continuous improvement. Proposed EU MRV regulation will require an accurate CO2 emissions data collection and reporting system on a mandatory basis by the end of 2017.

C. Improving Environmental PerformanceSometimes environmental compliance may have an adverse effect on operational efficiency (e.g. operation of a ballast water management system or exhaust gas after treatment technologies like EGR or SCR to meet the Tier III NOx standards may cause an increase in energy consumption). By implementing a holistic approach, improv-ing environmental performance may lead to improve operational efficiency through lower fuel costs and reductions in other fees. Investment decision should aim at reducing the environmen-tal footprint while improving energy efficiency, and vice versa. Any technology or operational measures selected to be used for compliance with environmental legislation, must be reliable, cost-effective, easy to implement solutions that do not compromise safety.

a. Machinery plant concepts:A recent trend is selecting a de-rated engine while providing a larger stroke/bore ratio and lower RPM, which allows for the use of a larger diameter and more efficient propeller. Electroni-

cally controlled engines have greater capability to control the engine parameters, and thus are better able to achieve low SFOC conditions, while still remaining compliant with NOx requirements.

b. Exhaust Gas Recirculation (EGR):By EGR a certain portion of the exhaust gas is scrubbed, cooled and recirculated back into the combustion chamber lowering peak tempera-tures, and thus reduction of NOx formation. When using HFO in an EGR engine system, the amount of sulphur scrubbed is not sufficient for ECA com-pliance purposes and additional measures would have to be taken (e.g. shift to low sulphur fuel). EGR investment cost is typically 45-60 EUR/kW and operating cost, while operating inside a NOx Emission Control Area, represent typically about 4 to 6% of the fuel costs .

c. Selective Catalytic Reduction (SCR):In selective catalytic reduction (SCR) the NOx in the exhaust gases is reduced to nitrogen (N2) and water by the use of a catalyst and a reducing agent (usually water solution of urea). Typical urea consumption is about 6.5 g/kWh resulting in about 4.8 kg CO2/MWh (increases CO2 emissions about 1%). The catalyst elements are normally

Article

Figure 3: Resistance changes due to hull and propeller cleaning

24 NAFS MAY 2015

Figure 4: Ballast-free ship

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dimensioned to meet the expected catalyst lifetime of 12,000 to 24,000 running hours. Used SCR elements are treated as hazard-ous material and have to be handled in line with the local disposal laws. In order to reach a sufficient reaction rate, and to avoid deactivation and fouling of the catalyst cells, the minimum tem-perature is typically between 280°C and 340°C while the upper temperature limit is 400 to 450°C. In low load operation a heater needs to operate in order exhaust gasses to reach the minimum temperature. SCR systems operate well with low sulphur fuels, but tend to be sensitive to sulphur content in the exhaust gas; developments are on-going to make SCR systems suitable for HFO as well. SCR CAPEX and OPEX for high power marine engines may range between 30 to 100 EUR/kW (40 to 135 USD/kW) and about 7 to 10% (due to urea consumption) of the fuel cost , respectively.

d. LNG with DFDE or DF direct drive (2-stroke, low pressure) for SOx and NOx Tier III limits compliance.Adoption of LNG concepts typically result in higher capital costs. However taking into account the lower operation expenses, competitive gas fuel prices, and compliance with the NOX tier III limits without after-treatment technologies for certain engines, the additional investment may be attractive. IGF-Code will be adopted soon while several LNG-terminals are planned to start-up within the upcoming years.

e. Compliant fuels usage (distillate, alternative) or scrubber instal-lationFuel switching to distillate fuel oils is the typical method for SOx limits compliance when entering an ECA. Safe and continuous fuel changeover is an important management consideration accomplished through well written procedures, training and docu-mented evidence. Use of alternative fuels such as LNG or new developed hybrid fuel may also be considered. Exhaust Gas Cleaning Systems (scrubbers) have been allowed as an equivalent to low sulphur fuel where specifically accepted by the Administration. An installed ECGS must be compatible with the vessel’s engine(s) and intended fuel and may operate in a closed-loop capacity within restricted areas, avoiding any efflu-ent discharge, or open-loop provided the pH is within identified limits. Closed-loop operation requires the use of chemical agents (NaOH), installation of effluent holding tanks and usually the addition of fresh or sea water to the system. The intended trade pattern and operational profile of a vessel will determine the best possible solution.

D. DecommissioningA proper selection of materials at the design stage should aim to:• Maximize the use of recycled/recyclable material• Minimize the use of hazardous materials, as indexed by the:• Prevent non-recyclable and/or hazardous materials from con-taminating recyclable material• Maximize the use of rapidly renewable (Natural replacement cycle of less than 10 years) and regional materialsFurthermore the ship design should incorporate “easy to dis-mantle” concepts and documentation like equipment and system segregation, the inventory of hazardous materials (IHM) and drawings management to facilitate the development of the ship recycling plan aim to reduce the overall environmental impact.

E. Conclusions During the lifespan of a ship, from design and construction to operation and decommissioning, owners and operators must consider more than operational and environmental performance, like future regulatory framework and market conditions.1.MEPC 66/INF.4 - Information about the application status of Tier III compliant technologies 2.MEPC 66/INF.4 - Information about the application status of Tier III compliant technologies

Article

Figure 5: Sample Effects of De-rating and Larger Propeller on Fuel Consumption (Courtesy of MAN)

Figure 6: Exhaust Gas Recirculation System

Figure 7: Selective Catalytic Reduction System

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Alfa Laval expands LNG solutions portfolio to strengthen its global commitment to the use of alternative fuels

Alfa Laval has entered into a patent licence agreement with Daewoo Shipbuilding & Marine Engineering (DSME) for the use of DSME’s pat-ents on high pressure fuel gas supply systems. The agreement signed in

March 2015 enables Alfa Laval to further develop the Alfa Laval Fuel Conditioning Modules for use with high pressure gas in-jection engine technology from MAN Diesel & Turbo. It also signals Alfa Laval’s commitment to providing ship owners with more comprehensive solutions to use cleaner, affordable fuels, such as liquefied natural gas (LNG), as alternatives to heavy fuel oil, marine diesel oil and marine gas oil. Under the terms of the agree-ment, Alfa Laval will use DSME patents with Alfa Laval Fuel Conditioning Modules for use on natural gas-powered ships, such as LNG carriers. The agreement also paves the way for Alfa Laval to adapt its fuel

conditioning systems using DSME technology in order to use LNG as secondary or tertiary fuels aboard commercial ships of the future. “The agreement strengthens Alfa Laval’s position as a reliable partner to LNG carriers and a leader in further de-veloping fuel conditioning technologies for alternative fuels for marine propulsion,” says Roberto Comelli, Alfa Laval Business Manager, Fuel Conditioning Systems. “We fully expect the development of LNG technologies to continue and the uptake of LNG to increase over the next decade, and Alfa Laval will be well-positioned to meet the demand,” added Niclas Dahl, Market Unit Manager, Marine Energy, Alfa Laval. In keeping with its strategy to support the use of LNG fuels with sound next-generation technology, Alfa Laval acquired in December 2014 CorHex, the Korean-based manufac-turer of compact printed circuit heat exchangers (PCHEs). These diffusion-bonded compact heat exchangers are excellent for, among other things, high-pressure LNG fuel gas applications. The DSME licence agreement for Alfa Laval LNG-based Fuel Conditioning Modules and the acquisition of CorHex heat exchangers further enhances Alfa Laval’s already extensive LNG portfolio, which includes inert gas gen-erators, gas combustion units, burners, boilers and heat exchangers. To learn more, join in the discussion by listening to Alfa

Laval’s presentation, “Alternative marine fuels: Paving the way for tomor-row’s customized solutions today”, Nor-Shipping 2015 on June 3, 2015, at 13:00 and 15:00 at the Alfa Laval stand E02-20 in Hall E.

Market news

Photo: Signing DSME - Alfa Laval, March 2015

Mr. Niclas Dahl Mr. Roberto Comelli

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 routeIf 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 routeIf 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 fl exible, 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, closed-loop or hybrid confi guration, 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

Upcoming emission control regulationsShipping is faced with many environmental regulations in the coming few years. These regulations, with the exception of water ballast treatment convention, deal with the emissions of shipping. Although IMO has regulations in place for SOx, NOx and CO2, we have other countries and stakeholders imposing regulations as well. These are the emission controlled areas of N. Europe and Baltic (sulphur emission controlled area) and US waters (200nm range). The latter is an N-ECA, an area which controls not only SOx emissions but NOx as well. That means that any ship with keel laying date after 1st January 2016, needs to comply with the NOx Tier III require-ments. If we add to this the fact that EU will implement the 0,5% sulphur limit, for every ship passing through EU waters (200nm) from 2020, then we have a mix of regulations which do not allow the owners to take an easy decision, as far as future compliance is concerned.

The compliance PuzzleOwners and management companies are left to solve a difficult puzzle: how can they design and build ships today that can trade everywhere, in the near future? Let me remind you that “near future” is 2020 i.e. in less than 5 years’ time away!!!

Unfortunately, there is no clear answer. The reason behind this is that in order to comply with all upcoming emission regulations for SOx, NOx and CO2 (and particle matter i.e. black carbon in the near future) there is no solution that fits all. Scrubbers are one solution but they cover only SOx regulations. Technology introduced recently, compliant with Tier III regulations such as SCR and recirculation of exhaust gas, do not cover SOx regulations.

LNG as fuelMany stakeholders have discussed the case of using LNG as fuel. It is true that by using LNG as fuel, you can meet all future emission require-ments for SOx, NOx, CO2 (lower amount of CO2 emitted) and even the future potential particle matter (PM) regulation. We have seen that it is technically feasible to have ships burning LNG as fuel. I need to remind at this point the reader that the first vessel (non LNG carrier) which used LNG as fuel was the DNV classed vessel GLU-TRA, back in 2000. Since that day our organisa-tion has been working intensively on the topic of use of LNG as fuel, even when some were critical about it. Today we have all class societies working on the topic and involved in ships that burn LNG as fuel, creating thus a dynamic drive for the case of LNG as fuel.

The current fleet of LNG fuelled ships is today more than 55 ships with an order book of 76 confirmed projects. DNV GL is still the preferred classification society for such projects. Inter-esting to note that the fleet is slowly diverging from smaller ships (small passenger ferries and OSVs) to larger vessels (large 14,000 &18,000 TEU container ships like the UASC newbuilding vessels) and moving from exclusive operation in Norway and Northern Europe/Baltic to various places around the world (US, South America etc.).

We need however to clarify that the use of LNG as fuel, although technical feasible, is not always the optimum solution for the owner. First of all it is the arrangement of each vessel and the space you can utilise i.e. a bulk carrier has less space to be utilised for LNG tank compared to a tanker simply due to the deck space available. Then

comes the operational profile: where is the ves-sel trading today and where it is more likely to trade in the future. Taking the example of a con-tainer vessel trading from Far East to Northern Europe, today it enters an ECA area for a small part of its journey (Northern Europe/Baltic only). In less than 5 years’ time however, the sail route will take the vessel effectively into an ECA for a longer period of time due to the enforcement of the 0.5% limit for sulphur imposed by EU in the 200 n.m. range. Also EU will demand some sort of reporting of the CO2 emitted (reference made to the upcoming MRV measures from EU). Any-one can understand that the design of the vessel must take all these elements into account before concluding in a design. In addition, the owner must look at the finance element of this endeav-our: is the price right? For such calculations we must assume an average price of oil and LNG over the life period of the vessel, in order to proceed with a return on investment study.

In other words, the decision is not straight forward. For that reason we in DNV GL see that owners require assistance in the totality of things and not only in the strict technical aspect of the use of LNG as fuel. We have therefore intro-duced a service (LNG READY) which does ex-actly that: overviews the technical and economic aspects so that the owner can have at the end a feasibility study for his potential investment. Already this service has assisted owners around the world to examine different scenarios and reject or move forward with certain investments.

In a similar fashion, the past 15 years we have assisted other stakeholders like port authorities and governments (Australia, US, EU and others) in order to understand all aspects of LNG supply

30 NAFS MAY 2015

The maze of emission control compliance

ArticleBy George TERIAKIDIS, Regional Business Development Manager DNV GL , Region East Med., Black & Caspian Seas

and bunkering. The latest such big project has been together with the European Commission’s Directorate-General for Mobility and Transport (DG MOVE). Together with PwC, DNV GL is conducting the analysis and evaluation of the gaps that exist in the regulatory framework for LNG fuelled ships and the provision of LNG fuel. The research is focusing on risks and opportuni-ties of using LNG as a shipping fuel. Final results of the study will become available in June/July 2015. We believe that such projects are the way forward since a framework is established and pave the way forward.

Green / ECO shipUp until recently, there has been a lot of discus-sion on Green Ships and ECO Ships – many even tried to define them. What is a Green/ECO ship ?

After all this time, having IMO implemented regulations towards reduction of CO2 via the introduction of EEDI and SEEMP, as well as seeing the oil price falling so steeply, the term “Green/ECO ships” has been forgotten. In reality

there was never a single element making one vessel Green or ECO as such ; these were/are ships that were designed for a specific opera-tional profile. In other words you would not op-timise a design (hull lines and machinery) at its maximum speed and draft. Instead the designer would try and define (together with the owner) an operational profile and then optimise the design at hand. A study would be made investigating how much time a vessel spends at which speed and at which draft (i.e. deadweight) and optimise the hull lines and machinery for those points. So, the vessel would be efficient for most of its operational life.

Reading the above, one can conclude that a Green/ECO ship is basically a well-designed ship, commercially attractive, fit for a specific operational profile.

ConclusionThe conclusion of all the above is one: the times of “one fits all” is gone. Owners need to pay great attention to vari-ous factors and assume a lot more, in order to

decide on the specification of their newbuildings. Compliance of current and upcoming regulations such as lower sulphur content and NOx reduc-tion, in combination with the need to have fuel efficient ships (CO2), is not a straight forward affair. Scrubbers or LNG use is not a straight forward decision. Feasibility studies need to be conducted in order to see the financial feasibility of the project. Space available, tank capacities, engine room layout, hull line optimisation, gas readiness and so many other items need to be taken into consideration, before finalising a newbuilding specification.Classification societies can play an important role, by providing solutions which fit the opera-tional profile of the ship. DNV GL is able and has provided for years such knowledge either that is called alternate fuels (LNG), use of scrubbers or optimisation of the hull and can assist the owner via studying different business cases and mod-els. By harnessing all these elements the owner can end up with an attractively commercial and fuel efficient ship tackling the compliance puzzle, beating the maze of emission control compli-ance.

Article

MAY 2015 NAFS 31

32 NAFS MAY 2015

Market News

H ERMA FIRST παρουσιάζει το πρώτο BWTS για επεξεργασία γλυκού νερού στον κόσμο

Το πρώτο στο κόσμο σύστημα επεξεργασίας έρματος για γλυκό νερό παρουσίασε χθες κατά τη διάρκεια εκδήλωσης η ERMA FIRST. Η εταιρεία κατασκευής συστημάτων επεξεργασίας θαλασσίου έρματος, πρωτοπορεί για άλλη μία φορά σχεδιάζοντας συστήματα επεξεργασίας έρματος κατάλληλα για γλυκό νερό. Σε μια λαμπρή εκδήλωση με παρουσία πάνω από 250 στελεχών της ναυτιλιακής κοινότητας, στον ιδιαίτερα εντυπωσιακό βιομηχανικό χώρο “THE HUB” στις 19 Φεβρουαρίου, η ERMA FIRST παρουσίασε το σύστημα και την πρωτοποριακή τεχνολογία του.Οι περευρισκόμενοι είχαν την ευκαιρία να μάθουν τις τελευταίες εξελίξεις γύρω από τους νεότερους κανονισμούς που θέτει το USCG για συστήματα επεξεργασίας θαλασσίου έρματος από τους Jon Stewart (Προέδρου του Διεθνούς Οργανισμού Συμβούλων Ναυτικής Τεχνολογίας και μόνιμο μέλος του USCG στον διεθνή ναυτιλιακό οργανισμό) και Gary Croot (Πλωτάρχη εν αποστρατεία του USCG, Ιδρυτή και Πρόεδρο του οργανισμού IMESA). Καθώς και τις απαιτήσεις πάνω στην τεχνολογία αυτών για να ανταποκριθούν σε αυτούς τους κανονισμούς, με πρωταγωνιστή την ERMA FIRST που επιδεικνύει την μοναδική τεχνολογία της και πληρεί τους κανονισμούς του USCG καθιστώντας το σύστημα ως το πιο κατάλληλο. Τα αποκαλυπτήρια έκανε ο Dr Marcel Veld-huis διευθυντής του Ινστιτούτου Αναλύσεων Ναυτιλιακής Οικολογίας (ΜΕΑ- Marine Eco Ana-lytics) με έδρα στην Ολλανδία. Αναφέρθηκε στον υψηλό βαθμό δυσκολίας που έχει η επεξεργασία του γλυκού νερού σε σχέση με το θαλασσινό νερό. Η δυσκολία, όπως σημείωσε, έγγυται κυρίως στην χημική σύσταση του γλυκού νερού και το υψηλό οργανικό φορτίο του. Ο Dr M. Veldhuis παρουσίασε τα αποτελέσματα του συστήματος της ERMA FIRST που από τις πρόσφατες δοκιμές αποδεικνύουν την δυνατότητα του συστήματος να ανταπεξέλθει στις δύσκολες αυτές συνθήκες. Η επιτυχής αυτή ανταπόκριση της ERMA FIRST, αποτελεί ουσιαστικά προάγγελο της αναμενόμενης πιστοποίησης της εταιρείας από την Αμερικανική Ακτοφυλακή (USCG). Και αυτό γιατί η επεξεργασία έρματος από γλυκό νερό είναι μια από τις προϋποθέσεις που θέτει η USCG προκειμένου να αποδώσει πιστοποίηση στους κατασκευαστές.

Ο ρόλος του USCG Η κα Πολυχρονοπούλου διευθύντρια επιχειρηματικής ανάπτυξης της ERMA FIRST, τόνισε πόσο σημαντικό είναι για την εταιρεία να ακολουθεί πάντα τον δύσκολο δρόμο προς την πορεία πιστοποίησης του συστήματος αντί του εύκολου, γιατί ο κυριότερος στόχος της ERMA FIRST ήταν και θα είναι πάντα η ανάπτυξη ενός συστήματος που να λειτουργεί άψογα κάτω από τις δυσκολότερες συνθήκες. Τεστάροντας λοιπόν το σύστημα στο μέγιστο με επιτυχία, η ERMA

FIRST μπορεί με σιγουριά να αναμένει σύντομα την πιστοποίηση από το USCG. “Ο δρόμος μπροστά μας μάλλον θα είναι πιο δύσκολος , αλλά με δεδομένο ότι αποκρινόμαστε άμεσα στα προβλήματα που δημιουργούνται, μαθαίνουμε από τα λάθη μας και φροντίζουμε να μην τα επαναλαμβάνουμε. Βελτιώνουμε συνεχώς το προϊόν μας και προσθέτουμε features με σκοπό το να γίνεται πιο ανταγωνιστικό και ακόμη πιο εύχρηστο” συμπλήρωσε ο κος Κωνσταντίνος Σταμπεδάκης διευθύνων σύμβουλος της ERMA FIRST. Τη σημασία συμμόρφωσης των κατασκευαστών συστημάτων θαλασσίου έρματος στους κανονισμούς της Aμερικανικής Ακτοφυλακής ώστε να αποκτήσουν το πολυπόθητο Πιστοποιητικό Τύπου ( US Type Approval), ανέδειξαν στη δεύτερη ενότητα της εκδήλωσης ο Jon Stewart μαζί με τον Gary Croot. Οι δύο ομιλητές έδωσαν επίσης οδηγίες βήμα προς βήμα για το τι πρέπει να προσέξουν οι πλοιοκτήτες για την ορθή επιλογή συστήματος που να ανταποκρίνεται στις απαιτήσεις του USCG καθώς επίσης παρουσίασαν τους τελευταίους κανονισμούς τόσο του USCG όσο και της EPA και πώς αυτοί επηρεάζουν κατασκευαστές και πλοιοκτήτες.Από τη πλευρά του ο κος Ανδρέας Ζωντανός ναυπηγός και συνιδρυτής του ναυπηγικού γραφείου ARGO NAVIS παρουσίασε τις ιδιαιτερότητες και τις δυσκολίες της εγκατάστασης ενός συστήματος επεξεργασίας θαλασσίου έρματος σε υπάρχοντα πλοία. Ο περιορισμένος διαθέσιμος χώρος, η έλλειψη προδιαγραφών των αντλιών και των ηλεκτρογεννητριών ώστε να επιτυγχάνεται μεγαλύτερη πίεση, είναι κάποιες από τις πιο σημαντικές προκλήσεις. Η ERMA FIRST προσπερνάει αυτές τις προκλήσεις σχεδιάζοντας ένα σύστημα μικρότερου μεγέθους, μικρής ενεργειακής απαίτησης και χαμηλής πτώσης πίεσης. Παρέχει πολλαπλές επιλογές σχεδιασμού

χρησιμοποιώντας φίλτρα της εταιρείας FILTER-SAFE και FILTREX αναλόγως τις ιδιαιτερότητες και απαιτήσεις κάθε υπάρχοντος πλοίου. Ο Etai Dagan ιδρυτής και πρόεδρος της κατασκευάστριας εταιρείας φίλτρων FILTER-SAFE μίλησε στην ίδια εκδήλωση διατυπώνοντας τα πλεονεκτήματα που χαίρουν τα συστήματα με φίλτρα της FILTERSAFE τα οποία είναι ιδανικά για να αντιμετωπίσουν τις μεγαλύτερες δυσκολίες φίλτρανσης νερού. Την παρουσίασή του ολοκλήρωσε επιτυχώς, παραθέτοντας τις λύσεις που παρέχει η τεχνολογία της FILTERSAFE στα συγκεκριμένα προβλήματα. Τη σκυτάλη πήρε η ομάδα της ERMA FIRST, μια δυναμική ομάδα επιστημόνων και μηχανικών που έχουν καταφέρει να αποδείξουν ότι το πάθος και η αφοσίωση συνάμα με την αγάπη προς το αντικείμενο, οδηγεί πάντα στην επιτυχία όλων των στόχων. Πρόκειται για έναν ζωντανό οργανισμό, ένα σύμπλεγμα ανθρώπων που με το αστείρευτο πείσμα τους, έχουν καταφέρει σε μικρό χρονικό διάστημα να αναπτύξουν δύο συστήματα που να απαντούν σε όλες τις απαιτήσεις των διεθνών κανονισμών, και να πληρούν όλες τις προϋποθέσεις και τα επίπεδα δυσκολιών λειτουργίας και αποδοτικότητας. Η παρουσίαση τόνισε την ολοκληρωμένη και καθετοποιημένη προσέγγιση της εταιρίας σε όλα τα επίπεδα, από την ανάπτυξη και σχεδιασμό την πιστοποίηση και την κατασκευή ως το project management, το commissioning και το after sales service σε παγκόσμιο επίπεδο. Η εκδήλωση ολοκληρώθηκε με παράθεση δεξίωσης προς τους εκλεκτούς καλεσμένους με θέμα «Τέχνη εμπνευσμένη από την Επιστήμη». Τρεις νέοι και διακεκριμένοι καλλιτέχνες από το χώρο της μουσικής, του χορού και της φωτογραφίας παρουσίασαν τα έργα τους , τα οποία ήταν εμπλευσμένα από το μεγαλείο της επιστήμης, αποδεικνύοντας πως η τέχνη και η επιστήμη μπορούν να συνδυαστούν επιτυχώς και να συνυπάρχουν.

34 NAFS MAY 2015

Cover Story

Another key year is 2016;

ships built after January

1st, 2016, will need to

comply with NOx Tier III

limits when trading to

the US or Canada. Apart

from the SOx and NOx

regulatory frameworks,

the EU MRV regulation

and recent IMO MEPC 68

debate revive the Green

House Gas emissions

matter.

There are many solutions

available for complying

with the BWM Regula-

tions and these solutions

vary significantly in com-

plexity, initial cost, ongo-

ing cost, suitability for

retrofitting and vessel’s

operational profile.

New Management Team at the helm of GEMA Area of Lloyd’s Register

Lloyd’s Register (LR) has recently unveiled the new management structure for Greece, East Mediterranean and Adriatic (GEMA) Area. Theodosis Stamatellos undertook his new role as Marine Area Manager for GEMA earlier in 2014 and holds the overall responsibility for the Area.

Spyros Anastassovitis has been appointed Deputy Area Manager, also holding the position of Operations and Devolved Class Executive (DCE) Manager. Meanwhile, in her position as Business Development Manager for Greece and Cyprus, Anthi Miliou will be responsible for developing new business, while George Maglaras, Marine Client Facing Office and Technical Support Office Manager for Piraeus, will be responsible for existing business. John Iakovou keeps responsibility for management systems. Elina Papageorgiou has been appointed Busi-ness Development Manager for East Mediterranean and Adriatic.

The team covers Monaco, Italy, Croatia, Bulgaria, Romania, Turkey, Cyprus, Israel and Greece.

Theodosis Stamatellos identifies GEMA Area as “a very important area that will play a leading role in the growth of the Organisation in the future”. The Area’s weight is reflected in LR’s own business figures: 23% of the gross tonnage total classified by LR in the entire world comes from this area. Of LR-classed newbuildings contracted in China, 24% stem from the region, a share that rises to 31% for Korean-made newbuildings. LR expects the Area to be-come even more important in the near future, when the planned oil and gas exploration and production in the seas off Cyprus, Israel and later possibly also Greece, take off.

Hellenic Lloyd’s, where the GEMA Management team is located, is at the centre of this important area, where all of shipping is represented; particularly shipowning with more than 20% of the world’s fleet, but also shipbuilding in Romania, Italy, Turkey, recycling in Turkey and third-party shipmanagement in Cyprus as well as oil and gas exploration and production activities in the seas of Cyprus and Israel.

The Greek fleet is bigger than ever and composed of ever larger ships. It is the largest fleet by national ownership at 180Mgt and over 310Mdwt. It is a fleet that grows younger by the years – the average vessel age is now around 13 years while in 2001 it was 21. Furthermore, the Greek fleet is increasingly diversified, with ever more specialised ships ordered, notably LNG and LPG ships.

“Overall, Greece is a very important area for LR” says Theodosis Stamatellos. Reflecting this, there is also a very strong Hellenic influence in Lloyd’s Register – mainly in Marine, of course, but also in our Energy business. “Our large and extremely active Piraeus office endeavours to provide the constant support that the local market needs.

We also have Greek surveyors and managers working around the world – most notably in China and Korea supporting new construction. While in our Marine head office, in Southamp-ton - at our brand new Global Technology Centre, there is a strong Greek contingent of naval architects, engineers and support staff. Notably LR’s Operations Managers in both China and the Middle East are Greek nationals”.

Cover Story

Mr. Theodosis Stamatellos, Marine Area Manager for GEMA

MAY 2015 NAFS 35

INTERVIEW with Mr. Theodosis Stamatellos

LNGWhat is your aspect on the dilemma LNG vs Scrubbers?We will need to wait until 2018, when the IMO will publish the Fuel Availability Study, to learn whether the global 0.50% sulphur limit will enter into force in 2020 or 2025. Irrespective of this, the EU has already decided through Directive 2012/33/EU that the 0.50% sulphur limit will apply in member states waters and exclusive economic zones in 2020. This is anticipated to be a turning point especially for coastal shipping segments and as the regulator also implies, it will require an intensified effort from all stakeholders to ensure modal shift is averted.Another key year is 2016; ships built after January 1st, 2016, will need to comply with NOx Tier III limits when trading to the US or Canada. Apart from the SOx and NOx regulatory frameworks, the EU MRV regulation and recent IMO MEPC 68 debate revive the Green House Gas emis-sions matter.With this in mind, it seems obvious that the time for decision-making is fast approaching. Despite the recent crisis in the energy markets and falling oil prices, the use of distillates and low sulphur fuels will inevi-tably raise the dilemma over other alternatives. Among them the two more widely discussed seem to be the scrubber technology and LNG as marine fuel.In a nutshell someone could argue that each alternative appeals on a case by case basis. Scrubbers signify a less intensive CAPEX but a

SOx limited solution while LNG bares a significant CAPEX risk with high prospects on sustainability and competitiveness. In terms of reliability, both technologies seem well established, with marine application of scrubbers, however, fairly limited to this point. Similarly, LNG carries a significant safety record from decades of practice in the LNG supply chain but has not been widely adopted in marine segments other than LNG carriers.LNG will require significant investment from both infrastructure as well as onboard fuel systems’ aspects, either in new construction or retrofits. Moreover, LNG bunkering is only available in very few ports. It seems essential however that LNG to a substantial degree tackles all the main ship related air emissions. It virtually extincts SOx and particulate matter and it can reduce NOx emissions, maybe not to the IMO Tier III criteria, but to a significant level especially in areas where NOx emission control will never be applicable. Last but not least it attains an almost 25% reduction in GHG emissions which in conjunction with other energy efficiency technologies could signify meeting of CO2 emissions future targets. Scrubbers as already mentioned are aimed to address the SOx emis-sions challenge and can do so in a financially less intensive manner. The scrubber solution is not free of risks either. Discharge criteria and local requirements for the handling of washwater pose a threat on their use, while criticism is also exercised on their environmental impact. We are closely monitoring this unfolding dilemma and it is firmly believed there may be room for both alternatives given the environmental and financial parameters changes in time. Certainly one solution does not fit all cases. Ship owners/operators need to evaluate compliance strategies specific to their ships, operation and risk criteria.Lloyd’s Register has been involved in numerous occasions where information and support has been requested with respect to compliance framework, system integration and operational features of scrubbers

36 NAFS MAY 2015

Cover Story

while LNG as fuel remains under our focus with specific class rules, the option of gas readiness notation as well as a structured methodology on risk assessment of LNG as fuel installations, being at the disposal of stakeholders. On a regional level we are proud to have been involved in the construction of F.A. Gauthier, the first ever LNG fuelled passenger ferry built in the Mediterranean by Fincantieri and we are actively participating in the Poseidon Med project aiming to study and develop the right regulatory framework , technical prerequisites and financial incentives for a smooth adoption of LNG as fuel in the wider Eastern Mediterranean Area.

Compliance with air emission requirements is one of the biggest challenges in our industry. There are different solutions, at different levels of technological maturity and involving different commercial risks. At Lloyd’s Register, we are ready to offer independent support in the journey from making a decision to implementing it.

From January 2015, the requirements for Sulphur Emission (SOx) in the Emission Control Areas(ECA) of The North Sea, English Channel, Baltic Sea and in areas 200 nautical miles from the US and Canada coast were strengthened. Vessels operating in these areas had to reduce their Sulphur content from 1.00 % level to 0.1%. Any feedback about it from the vessels already being in the new limits? From a technical point of view, several instances of fuel pumps leakages may be attributed to the extensive usage and changeover to distillate fuels with sulphur content of <0.10%m/m. The so called ‘Hybrid’ fuels are used more & more often confirming the compatibility issues as declared by the fuel oil suppliers. In the Amsterdam-Rotterdam-Antwerp (ARA) area, quality control checks are performed in order to confirm the actual sulphur content. Samples are taken from fuel oil system as close to the main engine as possible and sent to local laboratories for analysis. Hybrid fuels or not, operators should be prepared to address tech-nical, operational and commercial challenges in compli-ance always with the regulatory requirements.

BWTSAccording to MARTECMA’s chairman, Mr. Stavros Hatzigrigoris, “all engaged in the BWM exercise, from ship operators through class societies, flag administrations to equipment vendors, are certain BWM is here, it poses great challenges, it is costly and it is causing confusion”. What is your opinion about this? With only just over 2% of the world’s tonnage missing and with a number of Member States announcing that they are in the process of passing the Convention in their national legislation, it is widely accepted that the Convention is on the verge of ratification. As soon as this happens, it will impose a number of challenges to the ship-owners, financial but also related to regulatory compliance and installa-tion of a Ballast Water Treatment System. There are many solutions available for complying with the BWM Regulations and these solutions vary significantly in complexity, initial cost, ongo-ing cost, suitability for retrofitting and vessel’s operational profile.

There is no single solution that is suitable for all ships and owners and operators have to decide which solution is most appropriate for their ships. The first step in this process is to identify the technically compatible solutions. The second step is to assess the costs associated with the identi-fied technical solutions. Finally, the wider commercial implications should be reviewed and addressed.

Do you believe that LR Piraeus will have a leading role in BWM compliance?Hellenic Lloyd’s has been actively involved in ballast water management (BWM) since 2000 helping Owners to address the complex regulatory framework issues around ballast water management in the form of voluntary guidelines, IMO Convention and national/ local regulations. To date, Hellenic Lloyd’s has reviewed and approved nearly 3000 BWM Plans for various ship types. In addition, relevant training courses have been provided both internally and externally and Hellenic Lloyd’s has been actively involved in discussions with stakeholders through participating in various fora on the subject. In the year leading up to the BWM Convention entry into force all ships will be required to have and implement an approved BWM Plan. Based on the accumulated experience it is certain that LR Piraeus will play a leading role in the implementation of BWM convention.

PHOTO (L-R): Ioannis Iakovou, Elina Papageorgiou, Theodosis Stamatellos, Anthi Miliou, George Maglaras, Spyros Anastassovitis

INTRA MARE Green Shipping Makers

By

Andreas AntonatosMSc. Mechanical EngineerSales & Projects Engineer

INTRA MARE

Which “Green” subjects of shipping do you represent within INTRA MARE makers?They can be categorized into four wide subjects: Energy Saving Devices; here we would like to refer with much pride to DESMI OPTISAVE (Denmark) which is defined as Variable Speed Drive automation system for efficient opera-tions of Water Cooling Pumps & Ventilation Fans. Then, we include LED lights by the world leader, we believe, maker for marine lights, GLAMOX(Norway)-AQUA SIGNAL (Germany) grpup. Clean technologies; where we represent DESMI for Ballast Water Treatment and can also refer to Brannstrom (Sweden) for Oil Discharge Monitoring & Control system. Then on subject of Air Emissions (SOx, NOx) Reduction units, our principal is Yara Marine Technologies (Norway) for Scrubbers and SCR systems. Metizoft (Nor-way) provides a turnkey IHM / Green Passport solution continuously updating each vessel’s throughout life cycle. Performance monitoring consists of our Mass Flow & Torque Meters plus the Fleet / Vessel Performance Monitoring with makers KROHNE MARINE (Norway) & BMT-Smart (UK). LNG fuelling, by CHART (USA), specialist maker in LNG tanks & turn-key fuelling solutions for vessels, barges and on-shore bunkering sta-tions.

Which general characteristic of all above makers, you would like to address to clients? All above are European makers (with majority being North Europeans & Scandinavians) and they (still) manufacture above listed products in-house; nothing in China or in any other Asian facility. Their products are the result of genuine design and patented technologies after extensive R&D and production process comes with the highest quality standards. Especially the Scandinavian “Green Makers” of INTRA MARE have already built up significant references with top world shipping companies of countries like USA, Norway, Denmark, United Kingdom, Ger-many, etc. During last couple of years, we see a much more promising welcome from Greek ship owners, as Green shipping means also ef-ficiently controlled operations with energy saving profile; altogether result to rationalize costs and offer more competitive services, properties that had been always synonymous with the superior-ity of Greek Owners. Which one of above Green makers’ solutions of INTRA MARE had been mostly welcomed recently by Greek Owners? DESMI OPTISAVE can be regarded as the best-

selling one, building an order-book of more than 30 vessels in less than two years! That can be easily justified as being a well-proven technol-ogy with a small to moderate cost investment with a return of about one year! It is proposed for nearly all type & size of vessels both new builds and retrofits and the maker can even promise a payback schedule based entirely by the savings, meaning zero cash flow for Owners!

So, what about the other makers’ solutions of INTRA MARE, are they usually applied as retrofits or also in a new building projects? By technical point, all above makers can be applied both as retrofit and in new buildings. We see more and more often the VSD automation and the Performance makers to be in the maker list of major shipyards (mainly in Korea and China). We expect that very soon, these items will be standard items of the maker list, as also the shipyards are moving towards the concept of making Eco-vessels. The performance INTRA MARE’s makers are usually recommended (sometimes also partially funded) by some top Charterers & Oil Majors, in order to assist in the analysis & optimization of vessel’s performance and that goes to both new builds and retrofits.We also see items that have been mainly as-sociated with Retrofits in specific markets to get their place in shipyards; for example our maker Yara for scrubbers, while in past received orders mainly from cruise vessel clients from US and Norway, now they are selected from Korean shipyards for New Buildings tankers. All our makers are also represented with local offices in Asian major shipyards, so all stages of a new building from ordering to delivering are smoothly managed. And of course, items like the Ballast Water

Treatment are now getting more “hot”, as we are not far away from first USCG-approved makers and at same time the BWM Convention seems to come into force soon. In this subject, our BWTS maker DESMI OCEANGUARD, is pleased to pre-announce that all necessary work had been done during last 12 months and they are expected to be one of the few first to have USCG within Q4 of 2015! For sure, that will mean significant business development for both new buildings and retrofits.

So, do you anticipate further business devel-opment of INTRA MARE in association with these Green shipping makers? The reply is yes, definitely. But these Green shipping makers are not something like an “exotic fruit” within our portfolio; for example, we promote DESMI OPTISAVE to efficiently operate for example Sea Water Cooling Pumps but at same time, we promote DESMI Pumps, as an efficient pump! Meaning that for this example of Sea Water Cooling application, a Desmi pump could potentially ensure a few tons of fuel per year less energy consumption in comparison with some competitor’s pumps; the reason why, is simply because they are correctly sized to match demands (and not, as usually happens, over-sized) and involve a modern, highly ef-ficient design. Same arguments can be noted for other INTRA MARE’s makers that have incorporated “Green-Smart” features; one other example can be the “Enthalpy Wheel” feature of our Flaktwoods maker of Heating Ventilation & Air Condition systems, which brings significant savings in an Air Handing Unit operation. Even our maker Scanjet for P/V valves (ex. Scanvent) can be regarded as “Green”, as they make effective venting with minimum VOC losses. So in the end, “Green” means “Sustainable” and always being “Safe & Reliable”, two of the most imperative criteria of maker’s selection by Owners. Even a good choice of a floor product or insulation that combines low weight with good performance can eliminate several tons of ves-sel’s weight, which obviously will result in saving an incredible amount of fuel & emissions during vessel’s lifetime! In short, we regard as equally important all mak-ers of INTRA MARE as they bring added-value to our clients; we represent about 30 makers in areas of engine room machinery, life saving equipment, cargo control and shipbuilding & ac-commodation materials. But for sure, those ones discussed above, usually referred as “Green-makers”, are receiving right now more focus in aspect of internal investment, human resources, marketing and after sales technical support.

Interview

MAY 2015 NAFS 37

38 NAFS MAY 2015

Market News

In December 2014 Norsafe received the DNV GL certificate, as a proof that Norsafe conducts the highest international standard as a maritime training provider. Norsafe is pleased to announce that the Norwegian Maritime Authority approves Norsafe Academy as a maritime training provider according to the STCW code.“The STCW convention contains a number of rules that defines the requirements for the training different crew on board maritime vessels. All flag administrations must have a good system for educating seafarers. This certificate shows that Norsafe is given the responsibility from the Norwegian authorities to educate personnel according to the STCW code”, says VP Academy Michael Rossland in Norsafe Group.

Must be renewed every five yearsAdvanced training in survival craft and man overboard (MOB) is mandatory for anyone who possessesengineering or deck officer certificates, and other person-nel functioning as lifeboat or MOB-boat pilots. To keep the certificates valid, the crew must undertake refresher courses every five years.“Norsafe Academy is a certified training provider, approved by the Norwegian maritime authorities. Everyone who participate in our refresher courses will be registered electronically and their certifi-cates will be automatically validated for another five years, says VP Marketing Michael Rossland in Norsafe Academy.Norsafe Academy is offering certifying refresher courses according to the STCW code at Norsafe Aarsnes (Rosendal) in Norway and in Greece (Athens). The training is conducted on new and modern equipment in new facilities, and with a quality that only Norsafe as a LSA supplier can deliver.

«The supplier know his products best» Norsafe is the first supplier of lifeboats and rescue boats that has

received the rights to offer certifying LSAtraining. Michael Rossland says it is a major advantage that the producer of the equipment also delivers the training.«The product supplier knows his own product best, both when it comes to operation and maintenance of the equipment. Norsafe’s vision is to improve safety at sea, and we strive to provide as good and realistic training as possible compared to the emergency situa-tions that may occur at sea. It is crucial that both the knowledge and the equipment is new and updated to prevent accidents and other unwanted suituations.”, says Rossland.In addition to product training, the course participants at Norsafe Academy get unique access to technical expertise in the field. The operator of the equipment have the opportunity to get in touch with Norsafe as a company and supplier, and Norsafe can liaise with clients who possesses valuable experience on the use of the equip-

Norsafe Academy approved as a Maritime Training Provider

MAY 2015 NAFS 39

Market News

ment.“It is a great step for us to become an approved training provider. Norsafe’s GES45 lifeboat during a FAT. We have been the global market leader in LSA for many years, but this makes us a complete LSA provider, says Rossland. Norsafe Aarsnes is located in Rosendal between Bergen and Stavanger, in the heart of Norwegian oil- and gass industry. The training centre will mainly focus on courses and training for offshore and shipping crew, and will perform product testing, class room theory and free fall lifeboat testing from the highest test tower in the North Sea.

«We are offering courses in operation and maintenance of lifeboats and rescue crafts for existing and new customers worldwide. We see that there are great variations in how different countries set up systems to ensure that STCW is followed. Norway is known to be leading in this area, and we believe that many will chose to take the courses at Norsafe Aarsnes”, says Rossland.

In addition to Norsafe Aarsnes, Norsafe Academy offers operational and maintenance courses for lifeboat and rescue crafts at the newly opened training centre in Athens, Greece.

“This centre was opened in 2014, and we are proud to offer complete training from both of our locations, in addition to our service stations who offer courses and training when required», says Røssland.

40 NAFS MAY 2015

Launched in November 2014, over 50 companies, research institutes, aca-demic organizations and interested associations have already signed up to take part in the initiative to work towards a more sustainable European transport system. “Aiming at a private public partnership is important not only as it allows us to have a coordi-nated research, development and im-plementation (RDI) programme which covers both vessels and waterborne operations, but it demonstrates a clear commitment from all stakeholders to meet the ambitious goals of the initia-tive,” said Dr Sames.The initiative focuses on the three key areas for the maritime transport cluster: safe and efficient waterborne transport and competitiveness of the maritime sector in Europe. Vessels for the Future has set ambitious goals in a 2050 perspective: an 80 per cent reduction in CO2 and 100 per cent reduction in SOx and NOx emissions, and a reduction in risk by a factor of 10.

Five maritime technologies are seen as vital to unlocking greater efficiencies and improving environ-mental performance: new materials and processes, fuels and propulsion systems, information and communica-tion technology (incl. e-maritime), hull water interaction, energy management and novel vessel design concepts. In addition, Vessels for the Future aims at creating the first European vessel demonstrator to test new technologies at ship level. Advances in these areas are also capable to strengthen indus-trial competitiveness and job creation in our sector.By developing energy efficient and safe vessels (or vessels for the future), the initiative will address the societal challenge of moving towards sustainable transport. At the same time it will maintain the cutting edge design, manufacturing and innova-tive produc tion capacities, having a positive impact on employment and the global competitive ness of the European economy.

“We are now looking forward to taking more action on this initiative,” said Dr Sames. “The programme has the potential to greatly increase the introduction of innovative enabling waterborne technologies. And the focus on demonstrating the cost vs. performance benefits of the innova-tions will ensure that they find a place in the market. This will further improve the profitability of industrial research by increasing market share, thereby

enabling more investment in long term technological competitiveness. The next step for our initiative is to engage with the EU Commission to move towards a contractual private public partnership.”

Caption: Dr Pierre C. Sames from DNV GL introduced the Vessels for the Future initiative at the European Shipping Week in Brussels (Source: ESW)

Vessels for the Future – new research association to spur maritime transport’s competitivenessLooking ahead to 2020 and beyond, both maritime and inland waterways will be under ever increasing pressure, as we use them for transport, recreation and commercially. At European Shipping week, Dr Pierre C. Sames, Chairman of the European Research Association and Director of Maritime Technology, Research and Development at classification society DNV GL, introduced a new initiative – Vessels for the Future – which aims to improve shipping’s safety record, sustainability and global competitiveness.

Market News

Liberty One receives two ISO certificates from DNV GLClassification society DNV GL has certified maritime services provider Liberty One under ISO 9001 and ISO 14001 for its quality and environ-ment management system. Matthias Ritters, DNV GL Regional Manager Germany, presented the certificates in Bremen to Dietrich Schulz, owner and Managing Director of Liberty One, along with Capt. Jan Stahmer, responsible for health and safety, environment and quality. “This is a milestone in the ongoing development of the company against a testing commercial background,” said Dietrich Schulz. “We are all about protecting life and the environment, and are therefore delighted that our efforts should have received this independent endorsement from DNV GL. We will now continue working on sustaining optimization of our

processes and at the same time on enhancing our fleet’s environmental soundness.”Along with Liberty One, Handelshaus Bremen also received certification under ISO 9001 and ISO 14001. These certificates are awarded for introducing and observing challenging quality and environmental standards. Implementing these management sys-tems allows ships and companies to achieve sustained improvement and control of their operating processes and environmental compatibility.DNV GL offers its maritime clients combined certification. Along with the mandatory ISM Code covering international safety management, this also includes the two optional ISO standards. “These upcoming firms Liberty One and Handelshaus Bremen underline that quality and

environmental awareness are watch-words for daily operations. They are also committing voluntarily to observe internationally recognized standards while optimizing their processes,” said Matthias Ritters at the presentation of the certificates. Caption: Matthias Ritters, Regional

Manager Germany at DNV GL (left), and Frank Hensel, Key Account Manager at the classification society (right), hand over the ISO certificates to Liberty One’s Managing Director Dietrich Schulz (second from right) and Capt. Jan Stahmer, responsible for HSEQ (Photo: DNV GL)

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42 NAFS MAY 2015

DESMI lifts green ship business caseMaritime pumping solution manufacturer DESMI’s energy-optimisation approach generates positive cashflow for shipowners struggling to comply with new regulations.

New rules call for fresh approachIt’s hardly news that the shipping industry is mobilising to meet the demands of wave after wave of new environmental regulations. From the IMO’s ballast water management legislation to EEDI (the Energy Efficiency Design Index for new ships) and SEEMP (Ship Energy Efficiency Management Plan), shipowners need to be ready to drastically cut energy consumption and emis-sions. Vessel and equipment producers have, of course, risen to the challenge, devising tools and strategies from new, energy-saving hull paints to higher-capacity container ships. But is there a way to make the necessary investments to satisfy regulations and create savings, too?Pump solution manufacturer DESMI, drawing upon its long track record in the development and manufacture of pump solutions for marine, industry, oil spill, defence and energy industries, has some of the answers to that question.The Danish-based company is focused on reduc-ing energy consumed by onboard equipment in and around engine rooms. With solutions cover-ing everything from seawater pumps to ventilation systems, the company has found plenty of ways to cut consumption. Its solutions have surprisingly short payback times – but often, the most compel-ling aspect is the annual savings that follow. And the company is putting forward solid customer data to prove its claims.

Optimising onboard energyAuxiliary systems in engine rooms and their pump components are designed to cope with the worst possible foreseeable conditions. In reality, however, such systems can be made to run at operating levels that better correspond to the vessel’s actual load at any particular time. And according to DESMI’s Michael Lassen, Segment Director for Marine & Offshore, this is an excellent strategy for shipowners keen to comply with the new regulations. “A lot of onboard machinery constantly operates as though the vessel is under 100 percent load and having to cope with air tem-peratures of up to 50 degrees Celsius and sea water temperatures up to 32 degree Celsius. But those conditions reflect perhaps only one percent of a ship’s operating lifetime. The rest of the time, you might say, it’s like running the heating in your house at full blast with the windows wide open. Making control systems that closely match energy consumption to actual requirements is something we’ve been focusing on for a number of years.”

Saving on pumping powerAs a starting point, DESMI’s own seawater pumps are designed to pull maximum efficiency out of today’s pumping technologies. But the company doesn’t stop there, extending its energy efficiency range to optimisation solutions such as DESMI OptiSave™ which can, for example, save up to 80 percent of power consumption for a ves-sel’s seawater pumping tasks.“We have delivered many of these solutions by now,” says Michael Lassen. “And all have been shown to provide 60-80 percent savings for ships travelling, for example, between ports in Europe and Asia.”Seawater pumping systems aren’t the only pumps in a vessel’s engine room. Other systems cool down steam that hasn’t been used in steam turbines, for example, condensing vapour into liquid again before re-feeding it into the boiler.

When there is little steam to be returned to the condenser, less seawater is required, enabling the speed of the pump to be reduced to a neces-sary minimum.Another area for potential savings arises, for example, when the vessel is sailing at lower speeds. Normally, 3-4 fans push compressed air into the engine room to boost combustion effect. These systems usually run at full speed, regardless of load, even when less air is required. DESMI’s OptiSave™ controls these components, too, reducing their speed to correspond to real needs.DESMI also applies similar thinking to the sulphur-removing scrubber systems required for vessels operating in Nordic SECA (Sulphur Emission Control Area) zones. Such systems use a ‘rain shower’ of water to clean the gas produced by heavy fuel oil, removing sulphur and other

Market News

MAY 2015 NAFS 43

undesirables before releasing the exhaust into the atmosphere. Highly resistant, stainless-steel pumps provide the seawater for this process and, with the scrubber system placed at the highest point on the vessel, they typically consume con-siderable energy.

All-in-one optimisationA key advantage of DESMI’s Optisave™ is the ability to install just one piece of extra onboard equipment to control the energy for seawater, condenser and engine room fans. With just one cabinet, ship designers can easily incorporate new energy savings without significantly adding to the deckspace headaches already caused by the need to install additional systems for environmen-tal compliance.

Positive cash flowSo why is all this onboard energy saving a good deal for the already cramped budgets of today’s shipowners? Michael Lassen claims that, apart from the benefits of sheer regulatory compliance and continued access to profitable sailing routes, the potential savings of onboard energy control systems have proven to be quite spectacular.“While it may be tempting to let tight newbuild budgets dominate onboard equipment specifica-tions, shipowners can do themselves a favour by focusing on the medium and longer term numbers behind high-end pumps combined with energy-optimising systems like OptiSave™.”“Fuel is the most expensive component of the maritime business model. So once such a system is installed, it’s quick to prove its worth. And with the initial investment recouped, the shipowner actually earns money every single year until the vessel is decommissioned, sold or scrapped.”DESMI has plenty of data to prove its claims.

The company’s off-the-shelf optimisation systems achieve a six-month payback time for newbuild-ings, which is blindingly fast for most engine room additions. Turnkey systems, such as those recently sold to one of the world’s top three container lines, achieve their payback in around 18 months. After that period, savings of EUR 35,000 annually per vessel are achieved. These particular systems were retrofitted on vessels in operation, and DESMI was responsible for project handling, installation and commissioning, all for a fixed price.”With annual gains like these, even the current oil price slide isn’t affecting the general business case - or our sales of new systems. And every-body knows that the oil price will not stay this low forever,” says Michael Lassen.

Balancing the booksEnergy-optimising systems also help to make sure shipowner business models don’t suffer from the additional fuel consumption associated with ballast water treatment systems and other new, mandatory equipment. Here, optimisation power-savings can balance the fuel equation to maintain vessel profitability. The strongest argument for DESMI’s green ship solutions is to be found in the data it has made publicly available at www.optisave.info - and in the specific calculations its energy experts can carry out for interested shipowners and their vessel de-signers. But according to Michael Lassen, there’s still more work that can be done to squeeze further savings out of today’s auxiliary systems on board vessels.“The new energy efficiency index regulations are pushing us to develop even higher-efficiency pumps. We are still trying to lift up from 80 to 85 percent efficiency, challenging ourselves to do better because we know that these pumps run around the clock – so even a five percent im-provement can make a very worthwhile difference over time.“

Pumps-for-freeAmong DESMI’s innovative approaches is ‘Pumps-for-free’: a cash flow-neutral invest-ment concept for energy-saving solutions. It’s a unique financing package, enabling shipowners to energy-optimize their vessels while repaying the investment through savings, typically in 14 to 18 months. The financing schedule is linked to the ROI/payback period, with quarterly payments.DESMI offers a wide range of energy-saving prod-ucts under the Pump-for-free concept, including:• Replacement of older low-efficiency pumps with DESMI’s highly energy-efficient pumps• Retrofitting of Energy Savings Systems, also known as OptiSaveTM for Sea Water Cooling pumps• Retrofitting of Energy Savings Systems for fresh water cooling pumps• Retrofitting of Energy Savings Systems for engine room fans• Customized solutions“Many of our customers prefer to take advantage of our turnkey solutions, where we take care of everything from pre-inspection to commissioning. Others like to install the solution themselves, turn-ing to DESMI to carry out commissioning,” says Michael Lassen.

A very interesting seminar was organized on 26th of February at Metropolitan Hotel Athens Greece by Intra Mare and Desmi. Mr. Palle Grankvist, Automation Manager of DESMI presented DESMI’s OptiSaveTM Concept and Modules and some applications on new builds and retrofits. DESMI OptiSaveTM is a step in the right direction to fulfill the ever-present need for all vessel operators to better equip and adapt themselves to future developments in marine trading. OptiSaveTM complies with EEDI, SEEMP and IMO rules. It is important to mention that IMO has specified that the world fleet has to reduce CO2 emissions by 180 million tons by 2020. This is equal to savings on an average of 285 tons of CO2 or the same as 110 tons of fuel oil per vessel. If a shipowner install OptiSa-veTM in his ship’s seawater system he will save apr-roximately 70 tons of fuel oil per year (average value per vessel) which corresponds to 64% of the CO2 emission stipulated by IMO. In case of installation of OptiSaveTM in the fresh water as well, the savings will be up to 140 tons of fuel oil, corresponding to 128% (average per vessel). Finally, if the installation of OptiSaveTM is also made in the engine room fan system, the savings will be around 210 tons of fuel oil, in total 192% of the CO2 emission stipulated by IMO. Another topic in the seminar had to do with DESMI’s pumping technology presented by Mr. Rune Ped-ersen. Thousand of DESMI pumps are at work on the seven seas, and these pumping solutions are living proof that its customers are satisfied with the performance of its products. For more than 50 years DESMI has supplied marine pumps to the world’s fleet – from the largest container ships to the small-est fishing vessels. Regardless of the size of the ship DESMI knows the owner’s demands for many years of trouble-free operation. Founded in 1834, DESMI is a Denmark global com-pany specialised in the development and manufac-ture of pump solutions for marine, industry, oil spill combating, defence & fuel and utility both locally and globally. The DESMI pumps and systems are sold to more than 100 countries via a network of subsidiar-ies and distributors on six continents. All DESMI products are developed, produced, and marketed under the ISO 9001 quality certification and satisfy all quality requirements as specified by customers. DESMI is represented in Greece by Intra Mare which is a leading marine sales and naval architect organization representing exclusively a number of marine equipment makers, worldwide known for the advanced technology and the quality of the products they manufacture. The head office is based in Pi-raeus maintaining branch offices in London UK and Limasol Cyprus. The company established in 1996 and since its establishment has been successfully in-volved into a vast and diverse range of new building and retrofitting activities arising from Greek Market interests, claiming one of the leading ranks within the Maritime Community.

Market News

NSL Scrubber pump in stainless steel

DESMI: «Save Fuel – Reduce Emissions – Earn Money!”

Europe has a major role to play in driving the maritime industry forward, said Tor Svensen, CEO of DNV GL – Maritime, in his keynote speech on innovation at the European Shipping Week in Brussels. Svensen outlined three priority areas that will drive shipping in the decades to come: Sustain-ability and environmentally friendly technologies, Big Data and connected ship solutions as well as a new safety mindset across the whole maritime industry in order to improve its safety track record.

“Today, 70 per cent of the world’s fleet is controlled from Europe. Our strong maritime clusters give us the opportunity to drive innovation – by making a continued investment in research & development, stimulating joint industry projects, focusing on building competitive strengths as well as bringing capital, academia, investors and industry together and creat-ing industry-government partnerships. Let us use this opportunity and be thought leaders”, he emphasized.

In many of the most technology-intensive sectors of the industry Europe

already lead the way, he noted. European equipment manufacturers hold a global market share of 41.5 per cent – and in the fields of subsea, deep-water and technology for harsh environments European technology and know-how is world-leading. The same applied to the most advanced ship sectors, for example offshore supply vessels, passenger ships, multi-pur-pose vessels and the new giant containerships.The CEO of the company’s maritime business also stressed the importance of support from European policy makers. “Their commitment to shaping the framework conditions that enable the industry is critical,” he said. “We need stable and therefore sustainable conditions to let industry clusters flourish and to enhance trust. Europe needs to get the gloves off in addressing competition issues ensuring reciprocity – of course without compromising on safety and quality.”

Svensen applauded the European maritime industry for recognizing its responsibility to put shipping on a path towards greater sustainability. The role of class and the maritime regulatory system also had to keep up with the expectations of the general public. “Recently, there have been many global efforts and initiatives to protect the environment. But to achieve the ambitious goal of a 60 to 80 per cent reduction in CO2 emissions there are still significant challenges that need to be addressed”, Svensen said. He noted that European industry players were working hard to tackle these challenges, by being forerunners in innovative, greener propulsion technologies, such as battery and hybrid systems, fuel cells or LNG-fuelled engines. “As the trend is to go beyond compliance, adopting these tech-nologies gives you a competitive advantage.”New software and Big Data solutions could enable the industry to imple-ment smart maintenance strategies and increase operational efficiency. “In addition, automated systems for remote areas generate safety improve-ments and decision support systems can permit faster and more informed decisions by crews,” Svensen said. Apart from the use of Big Data solu-tions to improve the safety track record, the industry needed to push for greater transparency in the information exchange, learn more from reported accidents and implement preventive and mitigating barriers to the risks faced, he said.Shipping is a vital part not only of the global economy, where it forms the backbone of all global trade, but also the internal economy of the Euro-pean Union. Some three quarters of imports and exports and almost 40 per cent of internal dependence on maritime transport and the so-called “blue” economy in Europe adds 500 billion euros in value and nearly five and a half million jobs. Svensen emphasized that “the European Shipping Week is a great place to highlight the maritime sector’s importance to the European economy” and thanked the European Community Shipowners’ Associations (ECSA) for its initiative to establish this event.

Caption: Tor Svensen, CEO of DNV GL – Maritime, outlined three priority areas that will drive shipping in the decades to come in his keynote speech on innovation at the European Shipping Week in Brussels. (credit: ESW)

European shipping industry – Innovate to stay ahead

of the game

SpeachBy Tor Svensen, CEO of DNV GL – Maritime

44 NAFS MAY 2015

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46 NAFS MAY 2015

Ecochlor, Inc. announced that W Marine, Inc. has selected Ecochlor to provide ballast water treatment systems (BWTS) for installation on two new build 82,000 DWT bulk carriers that will be constructed in China by Sainty Marine Corporation, Ltd. In addition W Marine has secured an option for 6 additional systems to be retrofit onto its existing fleet.Ecochlor’s President, Tom Perlich, said: “We are very pleased to be awarded a fleet agree-ment with W Marine. Through the extensive selection process we appreciated the com-mitment of W Marine to fully complying with all environmental regulations. Ecochlor looks forward to this long term relationship and to ensuring that each of the W Marine vessel conform to all current and future ballast water treatment requirements.”Mr. Kyriakos Koumparakis, Technical Manager, commented: “After significant research into ballast water treatment systems, the Ecochlor solution met W Marine’s rigid requirements for a fully-automatic operation with low power consumption and a simple design. Ultimately, the W Marine decision was based upon their confidence in Ecochlor’s ability to secure

United States Coast Guard Type Approval for its ballast water treatment solutions.”

About W Marine INCW Marine Inc. is a fully integrated Ship Man-agement Company, established in Athens, Greece in 2003. The Company currently operates 6 dry bulk carrier vessels, ranging in size from 82,000 dwt Kamsarmaxes to 93,000 dwt Post Panamaxes with a total dwt capac-ity of 535,564 tons and an average age of 3 years. The vessels trade worldwide, serving the transportation needs of well-established traders and charterers, whilst the Company undertakes their full commercial and technical management. In order to enhance and optimize the vessels’ commercial use, the Company, in cooperation with SDARI and DNV-GL de-veloped a shallow draught Post Panamax dry bulk carrier vessel of 84,000 dwt and placed an order for 2 such vessels to be built at Sainty Marine Shipyard, Jiangsu Province, PRC. The Company enjoys an excellent operational safety record; it recently celebrated its first 100 voyages having delivered over 8 million tons of cargo, promptly without a single claim for cargo

shortage, pilferage or contamination. More details available at the Company’s website, www.wmarine.com.

About Ecochlor, Inc.Ecochlor, Inc. provides shipowners with cost effective, environmentally safe ballast water treatment solutions that comply with all enacted and proposed standards and regulations. The Ecochlor® BWTS uses a two-step process to treat ballast water – filtration followed by disinfection with the well-known biocide, chlo-rine dioxide. The system’s effectiveness is not impaired by variations in salinity, temperature, turbidity, organics, and vibration, which can im-pact other treatment options. Furthermore, the small size, low power, and low maintenance characteristics of the Ecochlor system make it ideally suited for installation on the world’s largest ships. For more information on the Ecochlor® BWTS, visit the company website at www.ecochlor.com. Ecochlor is Exclusively Represented in Greece by Euploia Drydocks and Services Ltd. Contact person: Charis Valentakis

Ecochlor® BWTS Selected for Installation on 8 Bulk Carriers for W Marine

Market News

Ecochlor® BWTS Selected for Installation on 8 New-Builds for Times Navigation Ecochlor, Inc. announced that Times Naviga-tion, Inc. has agreed to purchase eight ballast water treatment systems (BWTS) from Ecochlor for installation on a fleet of new CROWN63 (63,500 DWT) Ultra-max bulk carriers that will be constructed at SINOPA-CIFIC Shipbuilding Group. These systems are expected to be delivered between 2015 and 2016. Ecochlor’s President, Tom Perlich, said: “We are very pleased to be working with Times Navigation and their advisors, United Naval Architects Ltd. (UNA). Times Navigation is clearly committed to protecting the coastal environment, and they are taking proactive steps to ensure the Company’s continuing compliance with U.S. and international regula-tions. The effectiveness of the Ecochlor® BWTS will ensure that Times Navigation will

be in compliance with all current and future performance standards.” “Times Naviga-tion has a policy to continuously improve the performance of their fleet, while safeguarding against risk to human life and the environ-ment,” stated Georgios Karadimitropoulos, Director, UNA. “After significant research into ballast water treatment systems, the Ecochlor solution was chosen because it met Times Navigations rigid requirements to provide a fully-automatic operation with low power con-sumption within a simple design and flexible footprint.”

About Times NavigationTimes Navigation provides reliable, safe and flexible marine transportation services mainly in the bulker sector, while offering quality transportation services to the maritime indus-

try in a way that is consistent to the compa-ny’s commitment to enhancing value through Green-technology. Visit the Times Navigation website at www. Timesnavigation.gr.

About United Naval Architects, Ltd.United Naval Architects, Ltd. is an indepen-dent, privately owned company committed to providing the commercial maritime shipping industry with quality integrated solutions covering the complete spectrum of marine and technical services bridging operational requirements with engineering. Visit the UNA website at www.una.gr.

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48 NAFS MAY 2015

Ask any Greek shipowner if they support running their busi-ness in an environmentally-responsible way and they will surely answer yes. The challenge they face as new environ-ment-linked regulations and restrictions rain down on them

is to know which that way is. Because there is no simple way to be green, and no one answer suits all owners and shipping companies.

The other challenge they all face is finding not just the green road, but a green road which is compatible with their business and cost-effective.The challenge for classification societies is that they have to provide shipowners with the signposts they need to find the right green way for them. That means being aware not only of the regulations in force and coming into force, it means having a real understanding of the technologies and operational strategies available to meet these regulations, their strengths and limitations and their costs and applicability to different ship types and trades.

Technology choices, investment choices and operational choices are not easy, but they can at least be set out clearly and analysed, and a good class society should be a powerful partner for an owner trying to decide whether to buy new tonnage, whether to fit scrubbers, whether to go for LNG or any of the other choices they face.

Perhaps more difficult is the mental choice. Do owners stay in a traditional model whereby they comply with the regulations as they come out, they do what is required but no more on a case-by-case, new rule by new rule, basis, and they comfort themselves that however expensive the latest kit they need is, everyone else on the same trade has to invest the same. Or do they engage with the green agenda, look beyond compliance and try to find wider ways to benefit their business?

For some owners the choice is made simpler because they are closer to public pressures. Cruise and ferry operators are an example. There is a genuine business case for cruise owners to be seen to be leading the green agenda. For some tanker owners who charter to some oil majors there is also an explicit and visible busi-ness incentive, although this is less clear and some oil majors can be truly hypocritical when the market suits them. But for most owners there is no obvious business case for putting in the managerial time and resources to embracing a company-wide environmental strategy. It is easier to repeat that shipping is clean already, that shipping complies with all the requirements that IMO and coastal states impose, and that the costs of environ-mental compliance are not properly recognised.

That strategy works and there is nothing wrong with it, but there is another way. A way that can lead to reduced costs, motivated staff and a business edge in tight times. That is to make fuel and energy management part of the company’s core strategy. It will pay even in an era of low oil prices. It will pay more when oil prices rise. And it will make a vital cost-base difference in tight times.

Here is an example in Greece where leading shipmanagers are adopting a holistic approach to energy manage-ment. 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, “Tech-nomar 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.”

RINA helps Technomar take a disciplined approach to energy and the environment, and that helps it to perform

For some owners the choice is made simpler because they are closer to public pressures. Cruise and ferry operators are an example. There is a genu-ine business case for cruise owners to be seen to be leading the green agenda.

But for most owners there is no obvious business case for putting in the mana-gerial time and resources to embracing a company-wide environmental strategy.

By Spyridon Zolotas, Area Manager, Greece & Cyprus, RINA Hellas Ltd

Which way is green?

Article

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 perfor-mance.

Technomar operates a fleet of thirty-seven container vessels and bulkers and is based in Athens. ISO 14001 sets out the criteria for an environ-mental 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, main-taining 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 ef-ficiency, energy use and consumption.In Italy owners are increasingly aware of the value of good energy use data in making informed decisions. RINA Services is to fit RINA’s Info-SHIP EGO performance monitoring system to d’Amico Group’s entire fleet. The first units have been installed on two newbuildings under construction in Korea and China, one tanker and one bulk carrier. The system will be progressively extended across the d’Amico fleet. InfoSHIP EGO is the fleet performance monitoring solution developed by RINA Services in cooperation with IB Software and Consulting. The software has different modules that allow it to automatically collect data on board and benchmark the actual performance of the ship against a target.

InfoSHIP EGO will be customized for the d’Amico fleet to meet the company’s specific reporting needs. RINA Services’ Marine Innovation team and d’Amico’s Fleet Performance Department will cooperate for the customization of InfoSHIP EGO and the deployment across the fleet of the most advanced and effective energy governance solution in the shipping market. Salvatore d’Amico, Fleet Director, d’Amico Group, says, “The EGO system is expected to be a valued tool, it will assist d’Amico to monitor emissions and to optimize vessel speed and consumption. Through the EGO system we expect to achieve an accurate monitor-ing and speed /consumption analysis which will allow our company to identify operational practices and retrofits for continuous improvement of vessel performance. Overall savings in the order of 3 – 5 per cent are expected. This investment is part of our continuing strategy to improve energy management throughout our operations.”

The d’Amico Group, which is investing in an important eco-ship new-building programme, makes constant efforts in technological develop-ment, leading the international energy efficiency standards that all maritime transport operators will have to comply with by 2025. GNV Grandi Navi Veloci and others including Moby Lines are also fitting the InfoSHIp EGO tool and as its use spreads owners will increasingly be able to quantify the benefits of taking the right green road.

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RINA Hellenic Technical Committee focuses on Container Ship and RoRo Ship SafetyRINA’s Hellenic Technical Committee meeting organized by RINA Hellas on Thursday the 5th of March 2015, has attracted once more high attention. Over forty members mainly from the important Greek Shipping community, but also from Israel, Cyprus and even Monaco gathered at the Yacht Club of Greece to discuss, exchange opinions and be updated on the news of RINA and the Marine Industry in general.Spyros Zolotas, RINA Area Manager for Greece and Cyprus, in his welcome notes to the HTC Members and distinguished guests, thanked them for the continued support in the past year, which permitted RINA to further grow its classed Greek owned fleet and improve the services provided to its clients by further strengthening the organizational structure of its Piraeus Office, as well as its global network.The Co-Chairmen of the Committee, Mr. Theo Baltatzis, General Manager of Technomar Shipping Inc. and Mr. Akis Tsirigakis, General Manager of Nautilus Marine Acquisition Corp., after welcoming the new Members of the Technical Committee, presented their impressions about the growth of RINA in Greece and worldwide, that count for about 35 million GT of currently classed fleet and a portfolio of about 5 million GT in newbuildings. Other services related to the Cer-tification (like the ISO 50001) or the RINA Energy Governance System, named Infoship EGO, have been some of the added value services that RINA offers today to its clients.The RINA General Manager for Greece, Middle East and Africa, Mr. Stefano Bertilone, briefly presented the latest global news of the RINA Group with a focus on the new acquisition of Companies around the world that aim to strengthen its position among the Testing, Inspection and Certification, as well as the Engineer-ing and Consultancy Companies, worldwide. These acquisitions along with a considerable organic growth complement the services offered by the RINA Group to its clients in Shipping and other Markets.The technical part of the HTC meeting started with Mr. Matteo Fiori, RINA Con-tainer Ship Expert, who delivered an interesting presentation on “Container Ship Safety” with very useful information on the strength of big container vessels, as well as additional services and class notations (like the Route Specific Lashing) offered today by RINA to its clients in this highly specialized market.Mr. Andrea Cogliolo, RINA Deputy General Manager, Marine Business Solutions, with his presentation updated the Members on the “MRV and CO2 Emissions”, while Mr. Michael Markogiannis, Manager of Greece Plan Approval and Technical Support Center, gave an overview of the current and forthcoming “IACS and IMO work”.Another view was offered to the participants by the presentation on “Marine Industry Challenges from the Shipmanager’s perspective”, brilliantly delivered by Mr. Panagiotis Koutris, Managing Director of Roxanna Shipping and Member of the RINA Hellenic Technical Committee.The technical part of the presentations was closed by Mr. Andrea Cogliolo, who spoke about “RINA Initiative on Ro-Ro Ships”, a very important issue in this extremely sensitive market in which RINA is the leading classification society worldwide.

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Responding to the industry’s need for more guidance on procedures related to liquefied natural gas (LNG) bunkering, the US Coast Guard (USCG) has published two new Policy Letters on LNG Bunkering, Personnel Training and Waterfront Facilities. With regard to simultaneous opera-tions (SIMOPS) USCG points to DNV GL’s Recommended Practice for “Development and Operation

of LNG Bunkering Facilities” for guidance.Since US ports do not have LNG liquefaction and storage facili-ties yet, ships will have to rely on small-scale bunkering for the time being. This practice harbors certain risks that had not been addressed by US legislation until now, but are covered in DNV GL’s Recommended Practice RP-0006: 2014-01 on the Development and

Operation of LNG bunkering. In 2013, DNV GL developed the Recommended Practice to help facilitate the development of an international LNG infrastructure while waiting for the final release of the ISO 18683 workgroup docu-ment on systems and installations for supply of LNG as fuel to ships. It was released on 15 January 2015 and builds on DNV GL’s RP.USCG’s LNG Expert Ken Smith, General Engineer at the Office of Vessels’ and Facilities’ Operating Standards, recently said: “DNV GL is already doing everything the USCG could hope for and more, and we recognize and appreciate the vast experience and in-depth expertise that DNV GL has when it comes to LNG as fuel, both here in the US and internationally. The recommended practices and stan-dards that you issue and the work you have done in other technical committees are helping to shape our policies and regulations in this area.”

“The early phases are essential when performing risk assessment in the context of LNG bunker-ing,” Tony Teo, Technology and Business Director North America, explains. “They set the boundar-ies for risk acceptance, define the scope and lead either into a scenario-based or to a full quanti-tative risk assessment.” Simul-taneous operations like loading/unloading of cargo or passenger movements at the terminal during bunkering operations require special attention. Says Teo: “We recommend carrying out a full quantitative risk assessment with the aim to demonstrate that overall safety targets are met, evaluate and select safeguards and risk reducing measures and eventually confirm or develop safety zones. A quantitative or probabilistic risk assessment as against the consequence risk method is based on our 30 years data bank refined from the UK Health and Safety Executive.”

US Coast Guard completes LNG bunkering regulations with reference to DNV GL’s Recommended PracticeCaption: The port of Jacksonville could become a key LNG bunkering centre in the United States. (Credit: Ramunas Bruzas)

50 NAFS MAY 2015

Market News

The “magic” of urea & ammoniaIn 2014, Yara strengthened its position within emission reduc-tion technology by acquiring H+H Umwelt- und Industrietechnik, who uses urea and ammonia to trans-form dirty exhaust gas into clean air. Yara Environmental Technolo-gies, formerly H+H Umwelt- und Industrietechnik GmbH, was founded in Hargesheim, Germany in 1998, and is today a leading provider in the field of environmen-tal technologies. The company specialized in exhaust gas treat-ment systems for the reduction of NOx emissions from ships and industrial plants.The acquisition fits in well with Yara’s strategy of seeking business opportunities through tackling major global challenges

- in this case, air pollution. Yara Environmental Technologies’ systems reduce harmful NOx emissions by up to 99%, helping preserve nature and life. This is how it works:

From harmful to harmlessThe Selective Catalytic Reduction (SCR) process for ships can be broken down to 3 steps:1. Injection of a urea solution 2. Conversion of urea into am-monia 3. NOx reacts with ammoniaAnd voilà:NOx has been con-verted into nitrogen and water. It might look like magic – but it is, in fact, all about chemistry.NOx emissions are created when burning fossil fuels. They cause a

variety of health issues from irrita-tion of eyes and nose to shortness of breath to lung cancer. They also significantly increase the risk of asthma. They are a source of acid rain, causing harm to the environment.Ships are heavy emitters of NOx gases, polluting coastal areas. Increasingly stricter environmen-tal regulations for NOx reduction standards are being imposed for vessels ranging from cruise ships to and oil tankers. Legislation is also becoming stricter for station-ary industrial plants.“Our mission is to provide an ac-tive contribution to safeguarding the environment,” says Michael Heck, Managing Director at Yara Environmental Technologies.

“Thanks to the long experience of our engineers and our deep knowledge about SCR catalysts, Yara Environmental Technologies provides specific and reliable solu-tions to reduce NOx emissions. ”Yara Environmental Technologies’ systems help ship owners and industrial plant managers around the world achieve their environ-mental targets in a reliable and cost-effective manner. Yara Envi-ronmental Technologies has more than 1,200 SCR units installed on vessels and factories worldwide.Stricter emissions regulation will drive this market. Yara Environ-mental Technologies is ahead of the curve, allowing its customers today to fulfill the requirements of tomorrow.

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The ‘Clear Advantage’ tanker design series reduces ballast requirements by 40%. Ready to be built, the designs combine operational and environmental performance improvements

Dalian Shipbuilding Industry China (DSIC), Dalian Ocean Shipping Co. and Lloyd’s Register, having completed a joint industry project to develop a minimum ballast ship VLCC, have continued to develop a further detailed designs to provide a series of reduced ballast Suezmax and Aframax tanker designs.

The ‘Clear Advantage’ reduced ballast designs

provide substantial performance improvements over conventional tanker designs. The benefits are: reductions in energy consumption during ballast passages; a reduction in ballast water treatment capacity – and the associated time, energy and cost penalties incurred in treating ballast water; and a reduction in the harmful ef-fects of mud or silt.

Mud and silt are significant operational realities in China where oil import terminals are located on major rivers. Intake of river water ballast during cargo discharge can result in substan-tial volumes of mud or silt accumulating after operations leading to as much as 1,000 tonnes becoming ‘stuck’ in a VLCC’s ballast water tanks. The combined impact of the loss of cargo capacity, the economic drain of transporting the mud during laden passages and the eventual cost of removing the muddy slurry as well as the strain on ballast water treatment systems have all been reduced in the new ‘Clear Advantage’ designs. With Chinese oil imports growing, such improvements will have a welcome impact on environmental, operational and financial perfor-mance for tanker operators in Chinese ports and worldwide.

“This is another example of an initiative that moves the industry beyond concepts towards the reality of a design that can be built*,” commented Nick Brown, Lloyd’s Register’s Marine Chief Op-erating Officer. “DSIC is a leading builder of large tankers and Dalian Ocean Shipping Co. is one of the top tanker owners and operators in China,

so the project partners provided the necessary leadership and experience. It seems likely that, subject to market conditions, orders will soon be placed for these practical new designs.”

DSIC’s President, Mr Yu Fengping commented: “DSIC is committed to the concept of innovation, promoting research and development of new ship types, efficient for operations, energy saving and emissions reductions. In close co-operation with the ship owners and with Lloyd’s Register over the years, DSIC has taken the lead in com-pleting the development of series of oil tankers with less ballast water Ballast water was signifi-cantly reduced in the design – by 40% – and ship performance is improved through optimised hull lines. CFD analysis and model tests have played a key role combined with adoption of effective energy saving devices, innovative tank division and structural design as well as better piping layout.

These new designs are not only suitable for some of China’s silt-laden water ports but can significantly reduce energy consumption while in ballast condition, realising energy yet further savings and emission reductions to bring com-petitive advantages to owners.”

IMAGES1.(Left) Nick Brown, Lloyd’s Register Marine COO with Mr. Yu Feng Ping, president of DSIC.2.Dalian Shipbuilding Industry China yard photo

Reduced ballast water capacity VLCC, Suezmax and Aframax designs now available

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54 NAFS MAΥ 2015

Market News

On 17 March, 2015 at MAN Diesel & Turbo’s Diesel Research Centre in Copenhagen, the company successfully demonstrated the ME-LGI concept in front of existing ME-LGI customers and partners, including Westfal-Larsen, Marin-vest, Waterfront Shipping/Meth-anex, MES, HHI-EMD, MOL, and Minaminippon. For the purposes of the event, the company rebuilt its 50MX test engine to an ME-LGI unit.Vice President and Head of R&D, Søren H. Jensen, said: “Attend-ees showed great interest in the demonstration and the accompa-nying technical presentations; their feedback has been very positive.”He continued: “A number of years ago we identified the need to develop an engine that could run on more environmentally-friendly, competitively-priced fuels as an alternative to MDO/MGO. We believe the ability of the ME-LGI engine to run on sulphur-free fuels offers great potential. Methanol carriers have already operated at sea for many years. With a viable, convenient and economic fuel already on-board, exploiting a frac-tion of the cargo to power a vessel makes sense.”To date, MAN Diesel & Turbo has received orders for 7 × ME-LGI en-gines – a mixture of 7S50ME-LGI and 6G50ME-LGI variants – from Mitsui O.S.K. Lines, Marinvest and Westfal-Larsen.The very first engine will be produced by Mitsui Engineering & Shipbuilding Co., Ltd. (MES) for a vessel currently under construction by Minaminippon Shipbuilding Co., Ltd. for Mitsui O.S.K. Lines, Ltd.MAN Diesel & Turbo has previ-ously stated that it is already work-ing towards a Tier-III-compatible

ME-LGI version that can meet IMO NOx limits with the aid of second-ary measures.

Methanol as fuelMethanol as a ship fuel is interest-ing for ship operators because it does not contain sulphur and is liquid in ambient air conditions, which makes it easy to store aboard ships. For ships operating in IMO Emission Control Areas (ECAs), methanol is a solution to the demands of sulphur-emission legislation.A further advantage of methanol is its ability to be stored in normal, unpressurised tanks, making it straightforward to transport. As delivery by train, truck and/or ship is already in place in many areas globally, establishing and expanding the existing methanol infrastructure is perfectly feasible, even for individual ships operating in remote areas.

In contrast with the ME-GI en-gine where fuel is injected in its gaseous phase, the MAN B&W ME-LGI engine is the dual-fuel solution for low-flashpoint liquid fu-els. The ME-LGI design success-fully overcomes the challenge of low- cetane-number fuels – such as methanol – whose self-ignition quality is characteristically poor, using the well-known ME-GI principle of pilot injection of MGO or HFO. The ME-LGI’s operation principle and safety concept are similar to those of the already accepted ME-GI concept. Fuel injection is accomplished by a Fuel Booster Injection Valve (FBIV), us-ing 300 bar of hydraulic power to raise the fuel pressure to an injec-tion pressure of some 600 bar.

Two-Stroke Methanol Engine Successfully Completes DemonstrationME-LGI (Liquid Gas Injection) engine tested at customer event in Copenhagen

World’s First G45 Engine Passes TAT

Fully electronic control system heightens green profile of ultra-long-stroke G-type engineRecently, STX Heavy Industries successfully built the world’s first 45-centimetre-bore, ultra-long-stroke, low-speed engine. The MAN B&W 5G45ME-C9.5 engine passed its TAT (Type Approval Test) and features a fully electronically-controlled system that optimises vessels’ green profile. MAN Diesel & Turbo considers the G45 engine as an excellent choice for smaller, oceangoing ships.Development of the new engine focussed on reduc-ing exhaust-gas emissions to a minimum, while the introduction of a fully electronically controlled system aims at optimising fuel economy.The new engine is the first in a series of eight indi-vidual main-engines bound for vessels currently under construction by Chinese shipyard NanTong Sinopa-cific Offshore & Engineering Co. Ltd. and ordered by Odfjell, a leading company in the global market for the transportation and storage of bulk liquid chemicals.The TAT was performed at STX’s Changwon plant with the attendance of several classification societies and ship owners.

G45 application exampleMAN Diesel & Turbo offers the example of a G45 engine installed aboard an 800-teu container ship as an illustration of a typical application for the new engine type.Given a design draught of 8 metres for the vessel, a 5.7-m, four-bladed propeller could be employed. With this propeller and a service speed of 17 knots, an SMCR engine speed of about 105 rpm would be optimal and the SMCR power would approximately be 6,070 kW (with a 15% sea margin and 10% engine margin). At a normal continuous rating of 5,465 kW, a typical, modern, low-speed engine would have a specific fuel-oil consumption of 166 g/kWh, resulting in a daily fuel-oil consumption of 24.2 t/day.In contrast, applying an MAN B&W 6G45ME-C9 unit using the same parameters, the specific fuel-oil consumption would be 161.4 g/Kwh – a significant reduction in the daily fuel-oil consumption of 2.85%.Further improvements could be gained by increasing the propeller diameter to make use of the G-engines lower shaft-speed range. In this respect, increasing the propeller diameter from 5.7 to 5.9 metres, the optimal propeller speed would then become 97 rpm. However – at 97 rpm – a typical, modern, low-speed engine is no longer suitable for this application. With the larger propeller, the power requirement for 17 knots is reduced by about 1%, which translates into further fuel savings if a G-engine is used.

MAY 2015 NAFS 55

Market News

MAN PrimeServ, MAN Diesel & Turbo’s ser-vice division, has announced the 100th sale of its PMI (Pressure Measuring Instrument) Auto-tuning retrofit package. The ‘MSC Filippa’, a 2011-built, 13,400-teu container ship owned by Germany’s Peter Döhle Group, will be retrofit-ted to accommodate the system.Hagen Koslowski, Technical Director of Peter Döhle Schiffahrts-KG, said: “The main driver for us in ordering PMI Auto-tuning was to re-duce fuel consumption and therefore become more attractive to the charter market. Taking a broader view, the CO2 reduction and our environmental responsibility, paired with our trust in MAN products, also played key roles in the decision.”

Previous experienceThe Peter Döhle Group has previous experi-ence with PMI Auto-tuning, having recently installed it aboard a series of 6,800-teu vessels – MV ‘Pangal’, MV ‘Puelche’ and MV ‘Petro-hue’ – equipped with MAN B&W 10K98MEC-7 low- speed engines. Of their experience with this, Koslowski said: “On all our vessels, the system runs reliably. The PMI works really well and adjustments can be seen on the CoCoS computer and MOP, while engine parameters are always at the optimal value.”

Koslowski also praised an “outstanding performance” by MAN PrimeServ’s service engineers who installed, commissioned and pre-adjusted the PMI Auto-tuning system aboard the container fleet. He added: “With the PMI system in place, we observed an SFOC drop on our engines using Bluetraker® perfor-mance monitoring. In the long term, our main expectations are extended TBOs and a smaller workload for our crews as engine performance will be permanently, automatically optimised.

AutotuningPMI Autotuning measures the pressure in a cylinder’s combustion chamber through online sensors. These automatically send signals in real time and the data is used to automatically adjust the cylinders for optimal performance. The system replaces the older PMI Offline and Online systems.Christian Ludwig – Head of Retrofit & Upgrade – MAN Diesel & Turbo, said: “We introduced our first PMI Autotuning system in 2010 as a result of the possibilities arising from the launch of MAN Diesel & Turbo’s electronic ME- engines in 2005. The strong sales perfor-mance of our Autotuning package shows how successfully the market has taken to it. So much so, in fact, that we recently decided to

make it standard on our newbuilding engines.” In fact, MAN PrimeServ reports that many owners of newbuilding engines that have fea-tured PMI Autotuning as standard have been inspired to retrofit the rest of their fleet with the system after observing its effectiveness in the field. Ludwig also states that the next develop-ment within PMI Autotuning is ‘PMI VIT’ for its MC engines. MAN Diesel & Turbo introduced the first prototype system in 2013 that uses PMI data to adjust the VIT (Variable Injection Timing) system to get an optimal combustion pressure. Ludwig said: “With PMI VIT, we are addressing our sizable, mechanical MC-portfo-lio of engines and aiming to emulate that which PMI Autotuning has achieved with electronic engines.”

BenefitsPMI Autotuning offers a number of advan-tages:• confirmed fuel savings of 1-3 g/kW• contributes to engine safety by elimi-nating excessive cylinder pressures• offers better combustion with less stress to the engine and a commensurate reduction in maintenance• real-time surveillance that reduces engine maintenance.

100th PMI Auto-tuning Retrofit Package SoldAutomatic control of combustion pressure offers significant advantages

Trawlers Specified with MAN’s SCR SystemIn connection with the recent announcement of the construction of three wetfish trawlers for HB Grandi, the Icelandic fishing concern, MAN Diesel & Turbo has announced that the newbuildings’ MAN main engines will also feature its SCR (Selective Catalytic Reduction) system. The company states that the system will enable the trawlers’ IMO Tier II-compliant engines to fulfil the strict IMO Tier III NOx emission requirements.Vilhjalmur Vilhjalmsson, CEO of HB Grandi said: “When we decided to renew our fresh-fish fleet, we immediately focused on the task of curtailing the ships’ power requirements, both in terms of the pro-pulsion plant as well as electricity production, so as to make the exhaust gas as clean as possible.”Vilhjalmsson added that HB Grandi deliberately pursues a green company profile and that its focus on clean and responsible fishing ultimately led to MAN technology being chosen for the trawlers. As such, HB Grandi’s profile suited the minimal environmental foot-print from operations, including the cleaner exhaust gasses and NOx reduction that the MAN package

offers. A further advantage of choosing MAN was the relatively straightforward integration of engine, propeller, propulsion controls and SCR system that equipment from the same manufacturer entails.MAN Diesel & Turbo reports that special attention was given to selecting the optimal position for the SCR system aboard the trawler. This challenge was met and solved in great part through good cooperation with Nautic, the Icelandic specialist designer and ship consultant, at an early stage of the project.Nautic – based in Reykjavík – is designing the new vessels, which will replace three wetfish trawlers currently in service. The vessels, with their distinctive bows, will be built in Turkey by Celiktrans Deniz Ltd. Sti. with delivery scheduled for May 2016, late-2016 and spring 2017, respectively.

Propulsion package characteristicsThe new HB Grandi wetfish trawlers will enjoy the benefit of several features to optimise operation. These include employing a floating-frequency concept that increases their flexibility and economical part-

load pattern with an up to 17% lower engine/propeller speed and a commensurately lower fuel consumption.MAN Diesel & Turbo’s new, advanced Alphatronic 3000 generation propulsion-control system will also be installed aboard the trawlers and, among other characteristics, features tailored ‘dual-propeller load curves’ for optimising towing/trawling and free-sailing conditions.

Selective Catalytic ReductionSCR is the most tested and approved system for achieving NOx reduction rates up of to 90%. SCR involves the injection of ammonia or urea, into the die-sel engine’s exhaust stream. The urea decomposes into ammonia and carbon dioxide, with the ammonia subsequently reacting with NOx and oxygen in the presence of a catalyst, transforming into the ecolog-ically-benign constituents of water and nitrogen. In order to optimise the SCR process at part load, the engine is specified with a turbocharger bypass as part of the exhaust gas temperature system that ensures sufficiently high temperatures.

Case Study

56 NAFS MAY 2015

PPG’s SIGMADUR ONE coating is an ideal, user-friendly, heavy-duty finish to support crew members during on-board maintenance. Instead of a typical two-pack finish, it comes in one pack, meaning that no mixing is required which saves time and reduces mistakes during application. The finish is compatible with existing aged coatings, is easy to apply and quick-drying, providing proven, long-lasting performance, making it a unique product in the market.The SIGMADUR ONE finish coat is suit-able for topsides, decks and superstruc-tures, and can be applied on virtually all ship types during onboard maintenance

CASE STUDY: SIGMADUR ONE Single Pack Fin-ish Coat and Wagenborg Shipping B.VWagenborg Shipping in The Netherlands has more than 100 years’ experience in North-west Europe, the Mediterranean, Trans-Atlantic routes and beyond. Its modern and environmentally friendly fleet of around 180 vessels has an average age of only 6.7 years with a capacity of 2,000–23,000 tonnes.Wagenborg was looking for a coating system for their L-series vessels - multipurpose vessels transporting mostly dry cargo.The main requirement was that the system should be easy to apply for onboard staff, resulting in less application errors and spillage. As a result of the changing of crews, a great deal of paint was spilled because of errors in mixing the paint and through incorrect application. This resulted in a demo-tivated crew and weak results on the company’s L-series vessels.PPG proposed the SIGMADUR ONE single-pack finish coat to reduce the coating process complexity and make it easy for the crew to apply the coat-ing and simplify stock control.

Using the SIGMADUR ONE single-pack system, mistakes and spillage resulting from mixing errors is drastically reduced. In addition, the paint quality and performance achieved is similar to a traditional two-component system. The high-gloss SIGMADUR ONE finish offers good color and gloss reten-tion and comes in an extensive range of colours available through PPG’s colour network centres. A modern colour identification computer and an advanced blending process ensure that all tinted coatings match the colour standards of any corporate livery or owner preferences. PPG colour net-work centres can be found in all key ports along the main trading routes, so PPG can supply sea stock paints when and where customers bunker their vessels.The system is also supported by the SIGMACARE® PLUS onboard mainte-

nance crew support package.

SIGMADUR ONE: Technical Spec and User Benefits• Single-pack finish - user-friendly for onboard maintenance• Reduces complexity and maintenance time – improves crew efficiency• Durable, high gloss performance – provides good ship aesthetics• Smooth film – easy to clean• Good mechanical properties• Quick drying – fast return to service• Excellent brush and roller application properties• Compatible with existing aged coatings• Available in any color of choice supplied through PPG global colour network centres• Supported by SIGMACARE PLUS onboard maintenance crew support package

Since the application of the SIGMADUR ONE system, Wagenborg has seen much improved results in maintaining their L–series vessels. In par-ticular, the easy application, fast curing and reduction of paint spillage have resulted in Wagenborg now using the SIGMADUR ONE system for more vessels.

Izak van Rhijn, Technical Superintendent of Wagenborg Shipping B.V. said: “We have noted the improved performance in our maintenance work with SIGMADUR ONE. With less spillage and less paint used, we can see a better quality application and surface finish, which results in a happier and more motivated crew.”

SIGMADUR ONE: Heavy-duty, single-pack finish improves onboard maintenance efficiency

Contributor: Sijmen Visser, Global Marketing Manager Marine, PPG Protective and Marine Coatings

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 formulationthat 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.

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58 NAFS MAY 2015

HEMPEL: Evolving environmental regulations - a key driver of the marine coatings industry

Recently, the marine industry has been put under increasing pressure to comply with evolving environmental regulations. Amendments adopted in 2011 to Annex VI of The MARPOL Convention, set mandatory measures to reduce emissions of greenhouse gases (GHGs) from international shipping. More specifically, with the amendments to the Energy Efficiency Design Index (EEDI) and the Ship Energy Efficiency Management Plan (SEEMP) coming into force on the 1st January 2013, as well as the intro-duction of the low sulphur emission limits on the 1st January 2015, has forced every ship operator to focus on protecting the environment, as well as on fuel and fuel savings.

These environmental demands have been a key influencer for innovation and technological advancement within the marine coatings sector. There is a demand for antifouling products with lower volatile organic com-pounds (VOCs), higher solids and less harmful biocides. Leading marine coatings manufacturer Hempel has been harnessing cutting edge technol-ogy and investing heavily in R&D to develop environmentally responsible products to keep micro-organisms at bay, as well as to save time and cost. Over the past few years Hempel has successfully launched a range of products to meet the environmental and efficiency demands of its global customers.

Revolutionary product HEMPAGUARD® was successfully launched in 2013 and was introduced against the backdrop of these tightening environmental regulations. The results have been remarkable with an outstanding resistance to fouling dur-ing idle periods (even during vessel idle periods of up to 120 days) and delivering significant fuel savings which has given shipowners enhanced trading flexibility. HEMPAGUARD® is the only product of its kind to come with a customer satisfaction guarantee.

The five year in development technology behind HEMPAGUARD®, named ActiGuard®, is based on silicone-hyrdrogel and biocide science. ActiGuard® integrates silicone-hydrogel and full diffusion control of bio-cides in a single coating. Surface retention of the biocide activates the hy-drogel, which effectively holds fouling organisms at bay, cutting friction to a minimum while utilizing a minimum amount of biocide. This low amount of biocide ensures that the coating is very smooth after application. It also has the long-term stability and mechanical properties required of a durable solution. The result is a unique fouling defence system which provides significant advantages for fleet operators across the world. Presently, over 260 vessels have been coated with HEMPAGUARD®, a true testament to how well this product has been received by ship operators.

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MAY 2015 NAFS 59

Additionally, building on the established GLOBIC and DYNAMIC range of antifouling systems, Hempel launched a further two antifouling products in December 2014 for dry-dockings and new buildings which deliver fuel sav-ings and provide added flexibility to shipowners and yards. GLOBIC 8000 is a hydrolysing self-polishing antifouling product that utilises proprietary nano acrylate technology to deliver a fine polishing control mechanism. DYNAMIC 8000 uses silylated acrylate technology to deliver an outstand-ing antifouling service at higher speeds.

Hempel launched two ground-breaking pure epoxy coatings more re-cently, HEMPADUR 15600 and HEMPADUR EASY 47700. HEMPADUR 15600 is an innovative IMO PSPC cargo oil tank compliant, pure epoxy tank coating which is resistant to a range of chemicals. It delivers signifi-cant benefits not seen before in a single pure epoxy product, this includes its two coat system which reduces expensive application times. Other properties of HEMPADUR 15600 include its high volume solid content of 77% which makes it both more efficient and reduces the release of volatile organic compounds (VOCs).

The HEMPADUR EASY 47700 is a pure epoxy “all seasons” primer de-signed for the marine maintenance market. It was developed in response to demands for a reliable, user friendly and flexible coating for use in

dry-dock under all climate conditions. This new coating can be used on almost all vessel surfaces, above and below the waterline, and delivers high surface tolerance and reliability across the temperature scale. It can be used in most dry docks and at most times of the year.

In March this year, Hempel announced HEMPADUR QUATTRO XO, a high performance range of pure epoxy PSPC compliant coatings for marine new-buildings. Although this coating was specifically developed for ballast water tanks in new vessels, it can also be used as a uni-primer for most vessel areas, above and below the waterline, providing high quality performance and peace of mind for customers. HEMPADUR QUATTRO XO offers state-of-the-art high quality pure epoxy technology, high effi-ciency for yards due to fast drying times and year-round applications from -10C to +40C; plus the option to upgrade with aluminium pigmentation and proprietary fibre reinforcement technology to enhance anti-corrosion prop-erties and long-term durability with reduced maintenance expectations.

Hempel guarantees to remain on top of all regulatory developments. This conscientious approach ensures any new coating created will be kind to the natural environment, relevant to the individual operating patterns of different types of vessel, and meet the environmental and efficiency demands required.

Market News

«Θαλάσσιο Περιβάλλον, Ναυτιλία και Επιστήμες»

Total Lubmarine gains compre-hensive approv-al of Bioneptan products from KemelTotal Lubmarine has received approval from Kemel, a key producer of stern tube seals and other marine sealing technol-ogy, for its Bioneptan range of lubricants. Total Lubmarine’s Bioneptan range is composed of high quality synthetic bio-degradable lubricants designed specifi-cally for vessels’ stern tubes. Bioneptan products are classed as environmentally acceptable lubricants (EALs) and comply with the US Environmental Protection Agency’s 2013 Vessel General Permit (VGP) regulations for stern tube applica-tion. Bioneptan products are now being made available in all shipping hubs.Bioneptan products are approved for use with all types of Kemel seals, of all diameters. They are particularly recom-mended for the lubrication of sliding roll-ing bearings within stern tubes. Offering outstanding viscosimetric performances, the lubricants perform in a wide range of operating temperatures, including especially low temperatures, and have outstanding anti-wear and anti-corrosion properties.Total Lubmarine’s Global Marketing Manager Serge Dal Farra said: “Ke-mel’s comprehensive approval comes after a year of demanding sea trials us-ing the Bioneptan range on-board almost 200 vessels. Total Lubmarine techni-cians remained in close contact and co-operated strongly with Kemel throughout the trial period. Product engineer Arnaud Amiot also played a key role throughout the approval process.”Total Lubmarine offers a complete range of environmentally acceptable lubricants (EALs) for use with all marine oil-to-sea equipment interfaces.Total Lubmarine’s EALs are developed through its own extensive, in-house R&D that incorporates rigorous testing at all stages of development. Total’s own worldwide Diagomar Plus lubricant analysis laboratories conducted 800 tests during the year-long vessel trial period to accurately assess and verify the behaviour of Bioneptan products.

Market News

60 NAFS MAY 2015

Εγκαινιάστηκε στη Βιβλιοθήκη Bissell του American College of Thessa-loniki (ACT), μέλος του Κολλεγίου Ανατόλια, η Έκθεση «Θαλάσσιο Περιβάλλον - Ναυτιλία - Επιστήμες», της Εκστρατείας Ενημέρωσης της Εκπαιδευτικής Κοινότητας και του Ευρύτερου Κοινού της HELMEPA. Η Εκστρατεία υποστηρίζεται οικονομικά από το Βρετανικό Κοινωφελές Ίδρυμα Lloyd’s Register Founda-tion (LRF)* και στη Θεσσαλονίκη πραγματοποιείται υπό την αιγίδα του Δήμου.Την εκδήλωση τίμησαν με την παρουσία τους ο Γενικός Πρόξενος

των Η.Π.Α. στη Θεσσαλονίκη κ. Robert Sanders, εκπρόσωποι του Δημάρχου και του Κεντρικού Λιμεναρχείου Θεσσαλονίκης, καθώς και άλλων φορέων και στελέχη του Κολλεγίου Ανατόλια.Στο χαιρετισμό του, ο οικοδεσπότης Δρ. Πάνος Βλάχος, Πρόεδρος του Κολλεγίου Ανατόλια, τόνισε πως στόχος του Κολλεγίου είναι οι μαθητές του να γίνουν υπεύθυνοι πολίτες που αντιλαμβάνονται τη σημασία της προστασίας του περιβάλλοντος. Είναι μακρά, συνέχισε, η συνεργασία Κολλεγίου-HELMEPA η οποία και θα συνεχιστεί. Ο Γενικός Διευθυντής της HELMEPA, κ. Δημήτρης Κ. Μητσάτσος, ευχαρίστησε το LRF για την υποστήριξή του και το Κολλέγιο Ανατόλια για τη φιλοξενία του. Κάνοντας συνοπτική διαδρομή της HELMEPA, υπογράμμισε πως σκοπός της παραμένει από το 1982 που ιδρύθηκε, η ενημέρωση του ανθρώπινου παράγοντα στη ναυτιλία και την κοινωνία για να διατηρήσουμε το περιβάλλον μας όπως το όρισε η φύση. Ο κ. Θεοδόσης Σταματέλλος, Area Marine Manager, Greece, East Mediterranean and Adriatic, του Hellenic

Lloyd’s S.A., αναφέρθηκε στην αποστολή του LRF τονίζοντας πως για να αλλάξει κάτι και να προστατέψουμε τις θάλασσες και το περιβάλλον μας, χρειάζεται πρώτα να απευθυνθούμε στα παιδιά, γιατί αυτά είναι το μέλλον.Ο εντεταλμένος Σύμβουλος του Δήμου Θεσσαλονίκης για την κυκλοφορία, το περιβάλλον και τη

βιώσιμη κινητικότητα, κ. Γιώργος Δημαρέλλος, επανέλαβε αυτό που είχε πει ο Δήμαρχος ότι η «Θεσσαλονίκη, παραθαλάσσια πόλη, έχει γυρίσει την πλάτη στη θάλασσα» και γι αυτό ο Δήμος Θεσσαλονίκης συνεργάζεται με τη HELMEPA γιατί πιστεύει στη διαπαιδαγώγηση των παιδιών για σωστή περιβαλλοντική συμπεριφορά στο μέλλον. Η εκπρόσωπος του Ινστιτούτου Εκπαιδευτικής Πολιτικής του Υπουργείου Πολιτισμού, Παιδείας και Θρησκευμάτων, κα Μαρία Δοκοπούλου, αναφέρθηκε στον Δαρβίνο που επέμενε πως «επιβιώνει στη φύση ο καλύτερα προσαρμοσμένος» και επομένως, είπε, σε έναν κόσμο που αλλάζει, οι μαθητές χρειάζονται πολλές και σύγχρονες δεξιότητες, στοιχεία που προσφέρουν τα εκπαιδευτικά προγράμματα της HELMEPA.Η Έκθεση που εγκαινίασαν οι κύριοι Βλάχος, Σταματέλλος, Δημαρέλλος και Μητσάτσος, θα παραμείνει στη Θεσσαλονίκη μέχρι την 26 Μαρτίου 2015 και θα την επισκεφθούν περισσότεροι από 1000 μαθητές δημοσίων δημοτικών και γυμνασίων όπως και του Κολλεγίου Ανατόλια.

H Νέα Εκστρατεία της HELMEPA στη Θεσσαλονίκηστο Κολλέγιο Ανατόλια

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It was figured out that only a very few people know about the existence and environmental impact of emissions from crankcase gases (blow-by) of internal combustion engines and lube oil tank ventilation at gas turbines. Even if this emissions compared to exhaust emissions of combustion engines and turbines are not that much they should be included in observa-tion of total emissions of ship operation. Especially as it is very easy and does not require high investment/maintenance costs to reduce these emissions significantly.

The vented gases contains oil droplets, and in general they will be discharged without any effective filtration on nearby every ship into the atmosphere. Something which is not allowed for passenger vehicles since a very long time. Different to stationary applications on ships in most cases you could not see the direct impact. The picture shows the impact of oil mist from the open crankcase ventilation without filtration of a stationary combustion engine. The wall and the soil were contaminated already after short time, the plants in this area died off. This was caused by only one engine

with a power output of approx. 8,5 MW.Only a very few marine engines feature a closed crankcase ventilation which also solves the problem of oil mist into the atmosphere, but without highly efficient filtration negative impacts on engine performance can occur.The amount of oil, which is blown out via the ventilation of crankcases from combustion engines on a midsized cruise ship for example is approx. 1200 l (5 to 6 barrels of oil!) oil per year. This amount was calculated and based on measure-ments over several days on a midsize cruise ship (length 253 m, 71.100 RT and 4 Diesel engines each 9.000 kW with open crankcase ventilation) during typical operation. With a high efficiently

filtration system, so called oil mist eliminator, for crankcase and lube oil tank ventilation this amount could be reduced by 99,9%.The operator of the ship and the shipyard were surprised by the high amount of oil discharged into the environment and the effective possibil-ity of reduction.

Since that the shipping company retrofitted oil mist eliminators on nearby complete fleet and all new builds. Also the shipyard installs in the meantime every cruise ship new build with oil mist eliminators for crankcase ventilation. Another positive effect was that no more oil mist contamination in the funnel and engine room as well as on guest decks, which oc-curred under bad weather conditions, were found. Thus, the comfort and safety on board could be increased while the cleaning effort was strongly reduced. By the use of highly efficient oil mist elimina-tors also oil consumption can be reduced at all combustion engines. At gas and dual fuel engines the engine efficiency can be increased by up to 0.7 percentage points by switching to closed crankcase ventilation, if a highly efficient

oil mist eliminator is installed. The company UT 99 AG is one of the pioneers at highly efficient oil mist eliminators for crank-case and lube oil tank ventilation. More than 50 years of experience and more than 10.000´s of supplied systems make them to one of the leaders in highly efficient oil mist separation for open and closed crankcase ventilation at large combustion engines and lube oil tank ventila-tion at turbines. At closed crankcase ventila-tion systems UT 99 oil mist eliminators - with very low residual oil amounts below 1mg/m³ blow-by - prevent reliably and over the entire life negative side effects, such as sediments on turbochargers and charge air coolers. The filters have long service lives of up to 24.000 h, which reduces costs for maintenance of an oil mist eliminator. Due to the low pressure drop over the oil mist eliminators of UT 99 no side channel blower is required. So the energy con-sumption at active systems with fan is very low.

Environmental and safety requirements are getting higher and higher in the marine and offshore sectors in the future. Customers are demanding products that meet the specific requirements in maritime and offshore opera-tions. Due to the continuous under pressure in crankcase, a fan assisted oil mist eliminator will reduce the risk of a crankcase explosion especially at dual fuel engines.So UT 99 AG is the world´s first and only man-ufacturer which offers an oil mist eliminator with a type approval by Germanischer Lloyd (GL) - even this is not mandatory. This emphasize the innovative and leading role of this company in the marine and offshore market. The oil mist eliminators are also capable to clean the venting gases from separators (e.g. bilge water, fuel oil, sludge), oil and fuel tanks. For application in hazardous areas also ex proof design is available.

The actual oil mist eliminators of UT 99 covers a range from 15 m³/h up to 1.400 m³/h nominal volume flow and can be used for crankcase ventilation at combustion engines from 50 kW up 100 MW and for lube oil tank ventilation at turbines up to 2000 MW. The UT99 oil mist separators were developed for the use on gas, diesel, heavy-fuel-oil (HFO) and dual-fuel (DF) engines as well as for gas and steam turbines.A large number of renowned engine and system manufacturers as well as shipyards already rely on UT99 oil mist eliminators since a long time.

Reduction of emissions from crankcase and lube oil tank ventilation

62 NAFS MAΥ 2015

Market News

We support innovative solutions to improve energy efficiency

and reduce emissions

Move Forward with Confidence

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: [email protected] Visit us on: www.bureauveritas.com - www.veristar.com - www.bureauveritas.gr

AP_Marine_210x280-2014:AP_Marine_210x280-2014 05/05/14 10:07 Page1

Barbados Port leads the way in environmental sustainability

WSS warns of potential problems with ECA-busting low sulphur fuels

New 0.1% sulphur limits in emission control areas (ECA) have increased the use of distillate fuels, but without care-ful management and treatment, they can cause significant harm to engines according to WSS experts. Distillate fuels can cause blockages in fuel lines, in addition to damaging fuel pumps and injectors and in some cases contribute to the loss of engine power, according to Jonas Östlund, Product Marketing Manager Marine Chemicals, Wilhelmsen Ships Service (WSS). “If you are aware of the fuel’s basic properties and limitations, and are prepared to treat your distillates in order to manage and maximise their performance, they pose few challeng-es,” says Östlund. Released in 2014 in anticipation of regulatory changes concerning emis-sions, WSS’s new range of Fuel Oil Treatment products has been designed specifically for marine distillate, low sulphur fuels and has been positively received by customers.

Increasing your fuel’s shelf-lifeIn a white paper published by Östlund, he argues that uncertainty regarding distillates can be easily overcome. “For many customers working within the constraints of the 0.1% ECA sul-phur cap this added complexity is totally unwanted and unnecessary, and instead they are choosing to fall back on additional fuel treatments. However, using proven products, such as WSS’s DieselPower Lubricity will sig-nificantly improve the lubricity of low sulphur distillate fuel, reducing com-ponent wear”. Östlund explains that in addition to lubricity issues, the refinery process also eliminates distillates naturally occurring antioxidants, which can cause the fuel to deteriorate. In re-sponse, refineries treat distillate fuels with stabilisers to prevent deteriora-tion and the formation of peroxides, the forerunners to soluble gums. Unfortunately, these stabilisers have a limited shelf life, typically of six months, after which deterioration can begin. If unchecked this tends to lead to the formation of deposits, especially on the fuel injectors, but such fuel deterioration can also be tackled with additives.

Market News

64 NAFS MAY 2015

Demonstrating leadership and commitment to environmental sustainability, Barbados Port Inc. has committed to work in partnership with RightShip to develop an incentive program encouraging more efficient vessels to their port. During the 1st Hemispheric Seminar on Port Legislation held in Montevideo on the 24-25 November David Jean Marie, CEO of Barbados Port and Anuj Chopra, RightShip’s Vice-President - Americas, signed a letter of intent to develop a port incentive program using the RightShip and Carbon War Room Greenhouse Gas (GHG) Rating. The port incentive program rewards vessels with better energy efficient ratings. Measuring their carbon dioxide emissions, vessels are rated from A (most energy efficient) to G, with rewards – often in the form of reduced port fees – to the more efficient vessels. RightShip will begin the process by benchmarking vessel arrivals over time to set a baseline for displaying trends in carbon dioxide emissions. “In this way we tailor the incentive program to ensure maximum benefit for the port community” explains Chopra. “Understanding current CO2 emissions of vessels, both in-port and for their entire journey, is a key factor in our program management.” Lauded as a champion of environmental sustainability in the region, David Jean Marie was quick to acknowledge the contribution of the Organization of American States in setting up this agreement. “OAS have played a key role in facilitating our partnership with RightShip. Barbados Port is an early adopter to this program, however we are one part of a coordinated effort across the industry to promote efficient shipping. By ‘acting local’ and protecting our port environment we are part of a larger global movement intent on reducing the carbon footprint of the ship-ping industry.” Barbados Port is joining a growing community of worldwide ports who are utilizing the RightShip and Carbon War Room GHG Emissions Rating to reward sustainable ships. Canadian ports Vancouver and Prince Rupert use the same Emissions Rating to offer discounts to the most efficient ships visiting their ports, and the world’s third largest port, the Port of Rotterdam in the Netherlands, has also committed to investigating a similar incen-tive. “We are delighted to be working with the Port of Barbados to develop a program,” says Chopra. “Sustainabil-ity and efficiency are on the agenda for many organizations, however it takes leadership such as this to put these plans into action.” Carbon War Room, a global nonprofit organization, has been working with RightShip to provide transparent ac-cess to the GHG Emissions Rating via Shippingefficiency.org, promoting use of the rating amongst ports, charter-ers, and other shipping stakeholders. Chairman of Carbon War Room, Jose Maria Figueres, commented “Ports are an economic lifeline in island nations. By rewarding the cleanest ships that deliver goods, people and resources to their island, the Port of Barbados is taking a leadership role in promoting a reduction in carbon emissions and signaling a market shift towards cleaner vessels. This is an ambitious step forward and something we want to support and replicate in our work in the maritime industry and on islands.”

Working togetherfor 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.

Meet the teamthat’s exploringtomorrow’s fuelsHere’s to today’s explorers. The visionaries behind GMFT2030 can see thefuture of fuel demand, and share their vision withthe rest of us.

Lloyd’s Register and University College London areproud to share our findings on the future marinefuel mix to 2030, so that today we can all negotiate arapidly changing future. Find out what we’ve discovered so far:

Dimitris ArgyrosLloyd’s Register Project manager for GMFT2030

Dr Tristan SmithLecturer at UCL Energy Institute

www.lr.org/gmft2030

CD3532_LR_Marine_Advertising_Press_Ads_A4_AW.indd 1 08/05/2014 14:00:39

MacGregor, part of Cargotec, has secured a new contract from the Meyer Turku Shipyard for a complete turnkey delivery of RoRo cargo access and handling equipment for an environ-mentally friendly RoPax ferry under construc-tion for Estonian ship operator Tallink. The 49,000gt, 212m long liquefied natural gas (LNG) dual fuel powered ferry complies with the latest strict regulations for emission control ar-eas (ECAs) including the Baltic Sea. Designed to carry 2,800 passengers, it will operate on the shuttle route between Tallinn and Helsinki. MacGregor’s RoRo equipment package includes a bow door, bow and stern ramps/doors, front and rampway doors, hoistable and movable ramps, lifting platform, stores hatches, doors for passengers, pilots and bunkering, along with associated hydraulic power packs. The contract includes design, hardware and in-stallation, with deliveries planned during 2016. The completed vessel is scheduled for delivery in early 2017. “We are very pleased that Tallink and Meyer

Turku have selected MacGregor to design, supply and install the vital RoRo equipment for this advanced vessel,” says Andreas Behr, Sales Manager, MacGregor RoRo Division. “MacGregor is known throughout the industry as a reliable supplier. This order demonstrates that respected market players trust our ability to supply an attractive turnkey solution, based on

our proven technical solutions, our unparalleled experience of international production partners and our skilled installation team. ImageCaption: MacGregor designs, supplies and installs the vital RoRo equipment for Tallink’s advanced RoPax ferry

MacGregor to supply turnkey RoRo package for environmentally friendly ferry

66 NAFS MAY 2015

Market News

NYK to Team with ClassNK and Others to Develop Technologically Advanced Exhaust Gas Cleaning System

Nippon Yusen Kabushiki Kaisha (NYK Line), the Monohakobi Technology Institute (MTI), which is an NYK Group company, and ClassNK have teamed up with Singapore-based Nan-yang Technological University and Sembcorp Marine Technology Pte. Ltd. for research on an exhaust gas cleaning system (EGCS)* intended to be used to control SOx emissions** outside emission control areas (ECAs).This joint research project between Singapore and Japan will be funded by a grant from the Singapore Maritime Institute and carried out

with the support of the ClassNK Joint R&D for Industry Program.***Unlike the development of EGCSs intended for use inside ECAs, this research will focus on the future need to comply with SOx emissions regulations outside ECAs after 2020 or 2025. Working with a leading EGCS manufacturer, the project will utilize the most advanced tech-nology available to simplify EGCS operations, as well as reduce costs and CO2 emissions compared with existing conventional EGCSs for ECAs. The project will also aim to promote the development of new technologies for system installation such as simplification and miniaturization, in order to ensure that the sys-tem can be installed on a variety of ship types, as well as newbuildings and existing vessels.NYK, MTI, and ClassNK will continue their efforts, ahead of international regulations, in the research and development of beneficial environmental measures.* Exhaust gas cleaning system (EGCS)A system that removes harmful substances,

such as SOx and particulate matter, by spray-ing the exhaust gas in the scrubber with wash water and then treating the used wash water. ** SOx emissionsThe requirements applicable to ships for con-trolling air pollutant emissions are becoming stricter every year. In particular, regulations aimed at reducing SOx emissions from vessels are becoming ever more stringent.-Within Emission Control Areas (ECAs)Emission limits of sulfur in fuel oils used in ECAs, which are mostly located off Europe and North America, will fall from the current 1.0% to 0.1% from January 1, 2015.- Outside ECAsEmission limits will fall from the current limit of 3.5% to 0.5% in 2020 or 2025. (The exact year will be determined by 2018.)*** ClassNK Joint R&D for Industry ProgramThe ClassNK Joint R&D for Industry Program provides research support and funding for joint research projects that address challenges faced by the maritime industry.

Market News

68 NAFS MAY 2015

Top ship recycling experts from around the globe gathered in Tokyo on 10 December at the ClassNK Ship Recycling Seminar to discuss the latest updates to the EU Ship Re-cycling Regulation (EU Regulation). Members from Japan’s Ministry of Land, Infrastructure, Transport and Tourism (MLIT), the EU Direc-torate-General, and the International Chamber of Shipping together with approximately 220 other maritime professionals and policy mak-ers attended the event hosted by leading ship classification society ClassNK (Chairman and President: Noboru Ueda).Japan’s Minister of Land, Infrastructure, Transport and Tourism, Akihiro Ota opened the event with a keynote speech discussing in detail the Hong Kong Convention for the Safe and Environmentally Sound Recycling of Ships (Hong Kong Convention) and the EU Regulation which went into effect in December 2013.

Emilien Gasc, Policy Officer in the Directorate General for the Environment of the European Commission, joined the seminar via video call to speak on the latest EU developments say-ing: “Seminars like this are extremely impor-tant. At the core of the EU Regulation is the Hong Kong Convention. At present, we have received roughly 40 comments surrounding the EU Regulation Guidance document and we are in the process of considering each one carefully.”International Chamber of Shipping Manager (Environment and Trade), John Stawpert delivered his message stating: “To create safe and environmentally friendly ship recycling practices, it is essential for shipowners and other stakeholders to take responsibility and fulfil their duties in accordance with the Hong Kong Convention requirements to the best of their abilities. The EU Regulation is largely based on the already internationally recog-

nized Hong Kong Convention, but follow-up guidance has the potential to differ signifi-cantly. Shipowners, cash buyers and ship recyclers should work towards compliance and states must drive towards ratification of the Hong Kong Convention.” Wilhelmsen Ship Management Sdn. Bhd. Head of Lay-up, Green Recycling and IHM Services Rakesh Bhargava discussed the necessary Inventory of Hazardous Materials (IHM) under the EU Regulation. DSIC Marine Services Co. Ltd. and DSIC Ship Recycling Co. Ltd. Vice General Manager Shang Hong along with GSR Services GmbH CEO Hen-ning Gramann spoke on proper ship recycling facilities. All three speakers are leaders in their respective fields and demonstrated their continued efforts towards establishing new ship recycling regulations.ClassNK Operating Officer and Team Leader of the Ship Recycling Team Takano Hirofumi spoke about what ClassNK is doing to support safer and greener ship recycling such as the IHM creation software offered by ClassNK and how it is quickly becoming the de facto stan-dard worldwide being utilized by over 2,200 companies. In addition, ClassNK has certified five ship recycling yards that have upgraded their facilities to be in line with the Hong Kong Convention.

Top Ship Recycling Experts gather in Tokyo

ClassNK invests in the Wind Energy Institute of TokyoLeading classification society ClassNK (Chair-man and President: Noboru Ueda) has further strengthened its renewable energy activities by agreeing to form a capital alliance with the Wind Energy Institute of Tokyo Inc. (WEIT) (President and Representative Director: Aki-hiro Suzuki) on 15 January. Based on the agreement, ClassNK will acquire around 30% of WEIT’s shares through a third-party allotment and a nonexecutive director will represent ClassNK on the Institute’s Board of Directors. The partnership enables both parties to leverage their wealth of experience and knowledge to develop solutions to issues currently faced by the renewable energy industry.Operating Officer and General Manager of the ClassNK Renewable Energy Department Mr. Hirofumi Takano said: “Through this mutually beneficial agreement we will further acceler-ate the technological development of marine renewable energy and promote its practical

application and commercialization. By offering our services we can help ensure the safety and success of future renewable energy proj-ects for the benefit of the greater community.”Since its establishment in 2004, WEIT has provided a variety of services such as wind re-source assessment and load analysis for wind turbine structures, making WEIT renowned as a leading technical institute for wind energy systems. WEIT has also been involved in multiple successful wind energy projects in complex site conditions common in Japan’s geography such as typhoon and earthquake environments, delivering an array of services including feasibility study investigations and system standardization. Since 2011, ClassNK has offered certifica-tion services for onshore and offshore wind turbines and over the years has expanded its activities to include the verification and certification of offshore wind farm projects and marine renewables. ClassNK conducted clas-

sification surveys and certification services for the world’s first floating offshore wind project which was built as a demonstration project off the coast of Fukushima. Due to the typhoon and earthquake environment in Japan, ClassNK gained unique technical experience which the classification society utilizes to develop its independent technical rules and guidelines, and improve its services.Building on WEIT’s analytical expertise and proven track record, ClassNK is strengthening its resources to meet the increasing demand for services such as the independent third-party Marine Warranty Survey (MWS). This service evaluates potential operational risks in the design, transportation, and installation of renewable energy projects established off-shore and is essential in securing financing and insurance for new projects. The survey focuses on key factors such as sea fastening and cable laying and will be provided through ClassNK’s Renewable Energy Department.

70 NAFS MAY 2015

Liberian Registry – Your Partner in Green Ship Initiatives

Article

Today, shipping is not only a core transporta-tion and trade activity around the world but it is also an activity with major effects on economies, societies, the environment and all human beings. As such, the shipping industry, its efficiency, technology, safety, social responsi-bility, and economy-of-

scale are very significant to both developed and developing countries. Technology and modern equipment, high standards in management, operating practices and services, profitability and market dynamics, tougher standards and statutory regulations have all combined together to create today’s fascinating shipping industry that even cyclical in na-ture in the long run has seen high prosperity and growth in a competi-tive environment. The idea of “partnership” then, seems to fit well in today’s fast evolving shipping industry and appears to be one of the best foundations to build the new era of the shipping industry. The designers, the shipbuilders, the shipmanagers and operators, the flag administrators and the other regulatory bodies, the insurers, and also the owners, the principals, and even the bankers and financiers, they all need to be viewed as “part-ners” in the chain of today’s shipping industry and they all need to look critically at how efficiently, safely, and environment-friendly, the shipping industry, relates and discharges its responsibilities to the public at large.

As part of its ongoing commitment to environmental excellence, the Liberian Registry recently entered into a partnership with US-based consultancy EfficientShip Finance (ESF) to launch an innovative environmental initiative designed to reduce global carbon emissions, enhance fleet efficiency and competitiveness, and promote a greener Liberian fleet. The Liberian Registry is also offering special tonnage tax discounts for ships participating in this green initiative. Each ship in the program will be entitled to a 50 per cent annual tonnage tax discount in the first year, and up to a 25 per cent discount in both the second and third years. Scott Bergeron, CEO of the Liberian International Ship & Corporate Registry (LISCR), the US-based manager of the registry, says, “The Liberian Registry it is determined to ensure that the Liberian-flag fleet remains a leader in environmental compliance. We have launched a new initiative to help shipowners improve their green credentials and meet other corporate social responsibilities. Our aim is to ensure that Liberia remains the greenest fleet afloat. This is part of our “partner-ship” perspective with industry’s stakeholders to welcome any new

technology and ship designs which improve operational efficiency and lower ship emissions to the atmosphere, including greenhouse gases.”

ESF’s partnership with LISCR offers a complete turnkey energy-saving solution for ships on a global basis with an add-on specifically crafted for Emissions Control Areas (ECAs). ESF will provide the financial capi-tal needed for each project, and assume responsibility for technology performance and fuel volatility risk, along with the technical supervi-sion and monitoring to perform retrofits. Owners and operators remit to ESF a proportion of the amount they save on fuel costs, or which they receive in the form of additional negotiated hire. The retrofit projects re-quire no upfront capital by owners and, since the payments are always a share of the savings, there is an ongoing net benefit to customers.Michalis Pantazopoulos notes, “This initiative represents a great op-portunity for owners with ships delivered prior to the eco-boom to have their ships retrofitted with proven fuel-saving technologies. This is yet another example of Liberia’s innovative approach to help its shipowners to keep their lead in an increasingly competitive environment.”

The ESF global program includes an optimal mix of fuel efficiency retrofit solutions for each target vessel, based on its trading pattern, age, size, speed, and consumption. The technologies used represent the most widely accepted and tested solutions in the market including, among others, wake-improving ducts, rudder bulbs and fins, protracted tip propellers, engine improvements, smooth coatings, and performance and trim optimizing software.

For ships trading within ECA zones, the program may include the instal-lation of exhaust scrubber systems or the conversion of engines to LNG dual-fuel, to comply with emissions requirements which came into effect on 1 January, 2015.

Christian Mollitor, LISCR Vice-President and project manager of the green initiative states, “We are delighted to have concluded this agree-ment with ESF. It should help owners and operators reduce fuel costs while creating the potential to increase hire or charter rates or achieve better pool points, and increase asset values in the secondhand market. “It should also produce improved utilization rates and marketability, and reduce port costs, freeing up funds for core business investments, including new ship acquisitions, or just facilitating the preservation of cash reserves to make it through a tough market.”

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

Text: Michalis Pantazopoulos, Senior Vice-President & Managing Director of the Liberian Registry in Greece

www.LISCR.com — A YCF GROUP COMPANY —

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Hull form optimization and hydrodynamic design from Foreship are at the core of major fuel consumption savings to be achieved by a new genera-tion coastal general cargo ship. Finnish owner Meriaura Group signed for two 4,700DWT Ice Class 1A VG EcoCoasterTM general cargo newbuilds at Dutch yard Royal Bodewes in mid-January, with the first due for delivery at the end of July, 2016. Hull form and machinery optimization are expected to almost halve fuel con-sumption compared to conventional dry cargo vessels of similar type and size, in turn making a significant impact on fuel emissions.Foreship worked with Meriaura and Aker Arctic Technology at the Eco-Coaster’s concept stage, in a project that also envisages the ship using either MGO or the biofuel ‘EcoFuel’, to meet and even exceed maritime environmental regulations.“Altogether, 45 hull alternatives were considered, of varying lengths and hydrostatics, with the aim of minimizing resistance while achieving small wave formation and good wake field for the propeller,” says Risto Ajanko, Senior Specialist, Hydrodynamics, Foreship Ltd. “The main dimensions of the EcoCoasterTM were optimized, achieving the best ratio between capacity and fuel consumption.”Using Foreship’s advanced in-house Computational Fluid Dynamics tools, designers also reached the best compromise for performance in open water and in the ice channel, with Aker Arctic advising and model testing to enhance performance in ice. In addition, analysis focused on optimizing the smooth wave profile along the hull.The hull form includes a long and narrow bow that will achieve lower resis-tance in ice channels, while flare angles minimize additional resistance in waves. The aft shape features a narrow gondola to enhance wake field for the propeller.The EcoCoaster’s dual fuel propulsion will be delivered by an ABC 8DZC medium speed main engine which will be suitable for biofuel and MGO. VG-Shipping (part of Meriaura) operates its own biofuel refinery in

Uusikaupunki. The owner’s goal is for EcoCoasters to make up at least half of its fleet (currently 20 vessels) within five years. A larger EcoCoaster design is also under development.

72 NAFS MAY 2015

Market News

Foreship hull form yields substantial fuel savings

Europort: Compliance shouldn’t be a choice!The new sulphur emission regulations have been a hotly contended issue from the start but now debate has moved to their implementation, or more accurately, enforcing compliance. The enforcement of these regulations will be the driver of change, not the regulations themselves. Europort envisages opportunities for innovation not just in relation to the technolo-gies employed in order to be compliant but also in relation to enforce-ment. Imaginative tools for detection abound, ranging from technology on vessels to ‘sniff out’ the use of heavy fuel oil to unmanned drones with emission sensors. Shipowners and operators should be deciding on which strategy to embrace for compliance not deciding whether or not to comply. However, inconsistent and weak rule enforcement, together with the prospect of potential punishments that are often insignificant, can cre-ate a ‘cost differential’ that amounts to a temptation not to comply at all.Industry analyst SeaIntel recently revealed in a survey:“Our analysis showed that a 4,500 teu vessel sailing at 16 knots from the entrance of the Channel to Hamburg, using 1% sulphur fuel instead of the mandated 0.1%, would save EUR12,000 – six times more than the Ger-man fine, and that is just one way.”However, failure to ensure uniform compliance with the sulphur emission limits will significantly distort the competition between shipowners globally, as it will not be sustainable for a compliant ship to compete with another ship operating in noncompliance. A level playing field is commercially critical for owners and without it there is a danger of a two-tier market developing. This would not be beneficial to the industry as a whole in the

long-term; nor is it conducive to technological advancement.Europort, in line with its position of supporting innovation and pioneering measures in relation to ship efficiency, is endorsing a responsible industry that looks to mitigate this risk by forming a coalition of shipowners and operators who share the common interest in consistent and robust en-forcement of maritime sulphur regulations. The Trident Alliance is mainly focused on raising awareness of the issue, supported by member com-panies’ transparency on enforcement, as well as on initiatives to foster innovation in enforcement technology.The Alliance has attracted some 31 member companies to date, including leading Dutch ship owners Spliethoff, Transfennica and Biglift.“Spliethoff is glad to note that states like the Netherlands and Finland have sharpened their enforcement policy,” says Sjoerd Hupkes Wijnstra – environmental strategist and spokesman for the Spliethoff Group. “We are also pleased with the coordinating work on enforcement done by the European Sustainable Shipping Forum. Much work remains to be done, though.” The Trident Alliance’s cause has recently been strengthened, with BIMCO adding its voice to the call on governments to exercise “robust” enforcement of sulphur limits applicable to ships operating in Emission Control Areas. Following discussion at its recent board meeting, BIMCO President John Denholm described this position as crucial to maintaining a level playing field for shipping companies operating in Emis-sion Control Areas (ECAs) and ensuring that compliant companies were not left at a disadvantage.

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NAF Survitec Advert_V4.indd 1 11/11/2014 14:04

Market News

74 NAFS MAY 2015

MARORKA has secured a contract with United Arab Shipping Company (S.A.G.) to deliver ship performance monitoring solutions which will help to optimize vessel performance and subsequently seek to reduce the fuel con-sumption and carbon emissions of the UASC fleet. “At UASC, we focus on providing our custom-ers with environmentally sustainable and cost-efficient transport solutions. Having worked together with Marorka for some time in helping to optimize our fleet’s fuel performance, we have now selected Marorka energy manage-ment solutions for both new buildings and existing vessels. We have been running Ma-rorka systems on two of our vessels and this decision is based on the results of the trials we have undertaken. The Marorka Wallboard has delivered verifiable fuel savings and significant eco-efficiency benefits, as well as greater transparency, which is important for our fleet management team. We look forward to working with Marorka to deliver ever higher levels of eco-efficiency for our customers,” said Mr Waleed Al Dawood, COO UASC. Ole Skatka Jensen, CEO at Marorka: “We are very proud of our coop-eration with UASC and delighted that they have selected Marorka en-ergy management systems for their fleet. UASC is one of the industry’s largest and most technologically advanced shipping companies and a leader in the global shipping sector. The partnership between UASC and Marorka, will ensure that UASC has the most advanced Energy Manage-ment Solution available for its entire fleet and that the fleet is operated in the most cost efficient and environmentally friendly way. Their invest-ment in fuel efficiency demonstrates their ambition to offer environmen-tally friendly transportation. We look forward to extending Marorka’s cooperation with UASC.”

United Arab Shipping Company (UASC) is a global shipping organization based in the Middle East. Founded in 1976, UASC is present in more than 75 countries around the world, covering over 200 ports and destina-tions worldwide. UASC offers containerized and conventional cargo transportation, temperature-controlled cargo and value-added services to a diversified global client base, covering the Middle East, Europe, Mediterranean, Indian Sub-continent, Far East, Australia, West Africa and The Americas. Marorka is the global leader in energy management solutions and the primary energy management research company. Marorka’s mission is to empower people to increase energy efficiency and reduce harmful emis-sions. Marorka delivers high-quality products and services to allow cus-tomers to save fuel, increase profitability and reduce harmful emissions.

Marorka wins UASC energy management contract

New software from Korean Register assists vessels comply with ECA requirementsThe Korean Register (KR) – an IACS member classification society – announces the launch of an in-house developed software program to assist vessels with fuel oil change over when complying with the new low sulphur regulations. From 1 January, MARPOL Annex VI Reg 14 requires vessels sailing within an emission control area (ECA) to burn fuel with a sulphur content of 0.1% or less. This means that ships must switch from normal fuel to low sulphur fuel before entering the restricted zone. KR’s new software assesses fuel consumption at actual operating speed to calculate the time required to completely switch to a low sulphur fuel. The current practice is generally to rely on the experience of the chief engineer which KR has found often results in the vessel burning more of the expensive low sulphur fuel than is necessary. The new software (called fuel oil change over - FOCO) gives much more accurate timings

that will save fuel and cost. The software also provides accurate techni-cal data that can be used to report to port state control if change over times are questioned. On announcing this new program, KR’s Chairman and CEO, Dr. B. S. Park said: “As a professional engineering service provider, we have developed a variety of technical solutions to help our ship operating customers achieve fuel economy. This software program comes at a time when the shipping community is working hard to comply with strict environmental controls and is part of a range of tools we are developing to help our customers and stakeholders”.

The FOCO program is now available for free download from KR’s web-site (www.krs.co.kr)

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NAF Survitec Advert_V4.indd 1 11/11/2014 14:04

Ballast Water Management Summit 2015

76 NAFS MARCH 2015

Market News

Some 500 delegates from 14 countries representing 228 companies spent over eight hours, March 31, at a summit in Athens, debating issues concerning ballast water management and at the end of a day “well spent” the event can be summed up in four words, “certainty, challenge, cost, confusion”.Held under the auspices of the influential Greek Marine Technical Manager Association, MARTECMA, and organised by Newsfront / Naftiliaki, the Ballast Water Management Summit, left little doubt there are still many challenges ahead.

As summit and MARTECMA chairman, Stavros

Hatzigrigoris, noted “all engaged in the BWM exercise, from ship operators through class societies, flag administrations to equipment vendors, are certain BWM is here, it poses great challenges, it is costly and it is causing confusion”.

From the outset, keynote speaker Debra DiCianna warned the requirements of “a convention not yet ratified” but, all the same, is in force presented “many challenges for shipowners both operating in the US and glob-ally”. Under the Ballast Water Management Convention (BWMC), “Complex and expensive systems need to be installed onboard ship,”

said DiCianna, ABS’ senior environmental solutions engineer.

She believes it is only a matter of time before the outstanding 2.14% tonnage requirement is attained for the convention to be ratified. “We know flag administrations tend to announce ratifications at Imo meetings”... and the next one is in May.

Among flag administrations yet to ratify are Bahamas, China, Greece, Malta, Panama, Sin-gapore and the UK, each alone could bring the convention into force. Argentina, Indonesia and Italy have indicated they are in the process of ratification.

As was expected it was hammered home that notwithstanding Imo’s BWMC, vessels wanting to operate in US territorial waters must be fitted with BWM systems that are US Coast Guard (USCG) type approved in accordance with their implementation schedule. It was also stressed the USCG is well known for insisting on stricter test standards with a view to giv-ing a greater confidence on the reliability of BWMS.

But, as Intertanko deputy md, Joe Angelo pointed out the first vendor request for USCG type approval came in just recently, in March and “the coast guard in-dicates it expects to have USCG approved BWMS sometime in 2015”. “For proprietary reasons, the USCG cannot tell us which BWMS manufacturers are cur-rently pursuing USCG approval,” said Angelo. He added, “Inter-tanko contacted BWMS manu-facturers to determine which of them have submitted a ‘letter of intent’ and 14 BWMS manufac-turers informed us they intend to pursue USCG approval.” There are over 50 equipment vendors out there.

But, only after the testing is completed and the results have been evaluated, will a BWMS manufacturer then submit an application to the

USCG for approval of their BWMS and this will take months.

Angelo said the coast guard “understands po-tential installation scheduling problems once a BWM system is approved” and the coast guard “indicates they will be pragmatic in requiring when a ship calling at US ports must have a CG approved BWM system installed”. But the US is not party to Imo BWM treaty, noted Angelo.The USCG allow the use of Alternate Management System (AMS) for five years after which a ship trading in the US will require a USCG approved BWMS.

And there’s the dilemma for the owner. “The ship operator must decide to either install AMS and hope it gets USCG approval or request an exten-sion and hope there is a coast guard approved BWMS available for installa-tion on their ship prior to the required installation date under the Imo conven-tion,” said the Intertanko man.

This particular approval requires a high level of ability and involves the passing of at least five valid and successful test repetitions at each differing levels of salinity during land-based testing; and a higher standard of sampling and analysis. USCG requirements are more onerous than those demanded by Imo and are expected to become the benchmark for BWM systems. Vendors at the summit all spoke of seeking US approval.

While it is estimated that near 2,000 ships have a sys-tem on board, experience is very limited and upgrades are com-mon. Of the ships with a system all but a handful are newbuildings and retrofits are costly and time consuming.

Further, as Charalampos Anastasakis, of Lloyd’s Register pointed out “there is no single solution for all ships” in fact far from it. This as it may be, LR believes Piraeus will have a leading

role in BWM compliance.

It was repeated time and time again that ship-owners must start acting now, despite all the uncertainty. “Planning at least must be taking place,” said Dino Cervetto, RINA’s director of technical services. He also emphasised there must be a balance between safety and perfor-mance.

Thus risk assessment is very important. Many delegates were concerned about this issue and while it was admitted risk assess-ment is somewhat in its infancy, leading class societies have all de-veloped a system and are prepar-ing rules for “risk assessment” but, as one class man said, “these systems are generally considered as a novelty”.

“Risk assessment is a classical example of the lack of harmonisation between IACS and its members,” commented John Kokarakis of Bureau Veritas. Adding: “It is important there be cooperation within IACS otherwise there will be more confusion.”

With equipment still in the development stage, shipowners in the audience were concerned about redundancy, especially when trading in US waters. “What is a system breaks down?” asked one delegate. Angelo explained in case of a system breakdown, the owner need not panic. In the US “you are allowed ballast water exchange, but first you must notify the USCG your system is not working”. He noted however, this exchange has to take place 200 miles off the US coast.

There were some 15 equipment vendors present on panels and among delegates, covering the full range of systems.

“No system is equal,” declared Knutsen Technology’s director Per Lothe, whose system is “one developed by a shipowner for shipowners”. The company has experience with newbuildings and retrofits. “Our aim was to avoid a filter” said Lothe.

President and director of vendor Ecochlor, Tom Perlich, said owners considering a retrofit

“must start planning early as all this takes time”. Ecochlor, which uses a two-step process, filtra-tion followed by disinfection, also warned owners must “be pre-pared for charterer’s changes in schedules, so they have to be able to adapt”.Electrocatalytic’s Dimitris Tsou-los, warned retrofitting “is not easy and all parties involved need

Market News

MAY 2015 NAFS 77

to cooperate closely”.

Erma First’s Konstantinos Stampe-dakis said a retrofit from planning to operation takes between six months and a year, something OceanSaver’s Kashif Javaid agreed with this assessment, but stressed planning of the drydock-ing for a retrofit was key. He also said make sure the yard treats the retrofit as a repair and not a con-version “as is the yard’s prefer-ence” for repairs have precedence over conversions.

Similar points were stressed by Rasmus Folso, ceo of DESMI Ocean Guard, also a shipowner-backed company, “which has developed two

type-approved BWM systems” and believes “they meet USCG requirements”.

Then there is the issue of system upgrades as experience is gained. Alfa Laval, a pioneer in BWM with some 600 units ordered, 440 of them on board including 25 retrofits, has already had three major upgrades.

Japan’s JEF Engineering is building up experience and currently holds some 600 orders “with 156 deliveries to new and existing ships,” said its Masahiro Teranishi. The company will start testing in May for US CG ap-proval of its system based on chlorination.

One shipowner delegate was concerned the “12 systems ordered to go on our newbuildings would soon need an upgrade” and wanted to know if exist-ing systems or upgraded systems would be installed. The vendor involved, NK Co, Ltd said the system, based on the ozonation process, would not need an upgrade and were currently in the process of “getting” US CG approval.Shipowners were worried about crew training, but as most who have installed the equipment said this is not really a problem and can be handled in-house, though some vendors offer crew training backed-up by training videos and very detailed manuals.

“It reminds us of the challenges faced when double hulls were introduced, but look at what a difference they have made in protecting the environment,” said Hatzigrigoris, who as md of Maran Gas Maritime, part of the Angelicoussis Group is among Greek owners with the most experience in BWM with systems on board many of its tankers and VLGCs.

78 NAFS MAY 2015

Market News

Ballast Water Management Summit 2015

nafs March 2014 51

JUNE-2006.indd 191 5/23/06 12:59:32 PM

An advanced Navis Nav DP 4000 dynamic positioning system was specified for F.A-Gauthier, the first ever gas-powered passenger ship to be built in Italy. The technology ensures that the recently-de-livered ro-ro vessel achieves optimum performance in the difficult navigational conditions it faces in North America’s Gulf of St Lawrence.The 133m long, 800-passen-ger capacity vessel, delivered by the Fincantieri group’s Castellammare di Stabia shipyard to Canadian operator La Société des traversiers du Québec (STQ), is the first ferry of its type to operate in North America. It features a unique, integrated diesel elec-tric propulsion system, with four power generators that can run on either LNG or marine diesel oil.Finland-based Navis Engineering supplied its dynamic position technology to the new ferry, which has been accorded DP (CM) notation by Lloyds Register.

Navis also supplied DP technology to the world’s first LNG-powered ferry, Viking Grace, which was delivered to Viking Lines in 2012.The F.A.-Gauthier is capable of service speeds of up to 20 knots, and will provide year-round passenger and vehicle transportation on routes linking the communities of Matane, Baie, Comeau

and Godbout. With an anticipated1,600 sail-ings a year, the vessel is expected to transport over 200,000 passengers and close to 120,000 vehicles a year. The vessel has the ice class 1A, and is able to break sea ice, thanks to an innova-tive bow and stern, designed and patented by Fincantieri.

Successfully completed sea trials by gas-powered ferry

80 NAFS MAΥ 2015

Market News

Shipping must remain energy-efficient in a low crude price environmentShip efficiency remains just as relevant and important in a bearish oil market as it does when shipowners have to pay over US$600 for a tonne of Heavy Fuel Oil.“With crude oil prices at their lowest since April 2009, the temptation is to put your foot on the gas and speed up a bit but this is not the way forward. When oil prices are low shipowners can benefit more fully from energy-saving technologies,” said Hakan Ozcan, the Chief Financial Officer of Ecoships, the technical ship management arm of Newport Shipping Group,“Admittedly bunker fuel will continue to be the largest single operational cost for shipowners, but with fuel prices continuing to drop, profit and loss accounts will improve, providing own-ers with the resources needed to re-invest in new ship designs, equipment and technologies capable of reducing fuel consumption even further. It’s a win-win situation for the merchant fleet.” Whilst Ozcan does not suggest that the

industry embarks on the kind of newbuilding spending spree that will prolong or perpetu-ate over-capacity, he does believe shipowners have a commercially-viable opportunity to replace ageing, less efficient tonnage with ves-sels capable of meeting increasingly stringent environmental regulations.“It just makes economic sense. It is highly un-likely that we will see a return to fast steaming, so vessels designed for low fuel consumption to minimise shipping’s impact on the environ-ment will continue to be an integral part of the ship manager’s business model.” Harald Lone, Newport Shipping Group’s Chair-man and CEO, confirmed that vessels under the company’s management will continue to operate sustainably. “All our vessels continue to operate to optimum energy-efficiency and have systems installed capable of providing a better return for the owner. The industry must continue to do all it

can to operate ships more effectively so that the economics of shipping remain commercially and environmentally viable.”The energy-efficient bulk carrier design Ecoships’ unveiled in September last year is indicative of the shipmanager’s commitment to sustainable shipping.The Green Lotus 32 is a 32,500dwt geared, wide-hatched, double-hulled bulk carrier designed to meet existing and future CO2, NOx and SOx emissions regulations. Its 170.90m long, 27m wide hull form, op-timised for energy efficient operation using computational fluid dynamics and finite ele-ment analysis, has a propulsion arrangement based around a Tier III compliant MAN B&W SG50ME-B9 two-stroke main engine driving a large diameter, fixed pitch propeller. This configuration provides a heavy fuel oil consumption of just 15.6t/day at a service speed of 14kn and 7.6 t/day at 11kn.

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Since the implementation of Emission Control Areas (ECAs) on 1 January 2015, ships entering waters in the Baltic Sea; the North Sea; the North American ECA, including most of the US and Canadian coast, as well as the French overseas collectivities of St. Pierre and Miquelon; and the US Caribbean ECA, including Puerto Rico and the US Vir-gin Islands. Sea had to use fuels with up to 0.1% sulphur content. Shell Marine Products (SMP) was the first to introduce a complete line of ECA-ap-proved marine lubricants in September 2014. This com-plete portfolio includes Shell Alexia S3, formulated for use in two-stroke engines with low sulphur and distillate fuels up to 0.5% sulphur. SMP also offers Shell Gadinia for medium-speed four-stroke engines like the one in the Harvey En-ergy, Shell’s new chartered offshore supply vessel (OSV) in the Gulf of Mexico. Shell Mysella for gas-powered engines is used on Shell’s chartered barge Greenstream, the world’s first 100-percent LNG-powered barge which carries goods along Europe’s Rhine River.“We have been pleasantly surprised by the

demand that our ECA-approved lubricants have gotten. We have been quick to expand availability of our product range throughout our port network. Today, Shell Alexia S3 is available in over 330 ports in 20 countries, while Shell Gadinia and Shell Mysella are available throughout our global port network,” said Jan Toschka, General Man-ager of Shell Marine Products.The combination of newer high-performance en-gines, practices like slow steaming and now, ECA zone implementation have presented increased complexity among ship operators, who tend to

switch fuels and engine oils as they go in and out of ECA zones. “We see an increased need for technical services, be that in offering used oil analysis programmes, helping to interpret and implement OEM require-ments , cylinder oil condition monitoring or in assisting ship operators in crew development. Shell is well placed to provide this support, as we have dedicated technical experts around the world who can help solve customers’ lubrication issues and also improve equipment performance,” added Jan.

SHELL ready to meet lubricant customer challenges presented by ECAs

82 NAFS MAΥ 2015

Market News

Stena Bulk charters out LNG carrier Stena Blue SkyStena Bulk has signed an agreement covering the charter of the LNG carrier Stena Blue Sky for the North West Shelf Project in Australia. The duration of the charter is up to three years with a possible further extension as a goal. The contract was signed at current market freight rates. The tanker will sail between Australia and Japan as well as other countries in the Far East.

The North West Shelf Project is Australia’s larg-est oil and gas development and has delivered more than 4000 LNG cargoes to customers predominantly in the Asia Pacific region since 1989. “We are pleased with the charter signed with the North West Shelf Project, which we view as a key strategic partner within a market

with tremendous growth prospects. As always, we take the long-term view and are looking forward to developing the potential we see here”, says Erik Hånell, CEO of Stena Bulk, in a comment.

“Since 2011, we have very quickly become es-tablished in the transportation of liquid natural gas and we have developed a good reputation in the market where quality and safety are paramount. We regard the LNG segment as a continuing and long-term investment where, additionally, our successful technical manage-ment plays a prominent role”, says Erik Hånell.In addition to the Stena Blue Sky, Stena Bulk owns two modern Tri-Fuel Diesel Electric vessels. The Stena Crystal Sky, which is on a

medium term charter until this autumn and the Stena Clear Sky which was recently redeliv-ered from a three year charter. In 2011, Stena Bulk invested in the three LNG carriers from Taiwan-based TMT (Today Makes Tomorrow). All three carriers are ice-classed and winter-ised. Their commercial operation is handled by Stena Bulk’s organisation in Gothenburg and the company’s offices in Singapore and Hous-ton are also active in this segment. Northern Marine Management is responsible for the technical operation. Stena Bulk’s three LNG carriers are the 145,500 cbm Stena Blue Sky (built in 2006) and the two 173,000 cbm sisters the Stena Clear Sky and the Stena Crystal Sky (built in 2011).

Are you looking for a reliable and accurate fuel monitoring system? EcoMATE® from KROHNE Marine is the answer.In combination with the highly precise OPTIMASS Coriolis mass flowmeters, EcoMATE® monitors fuel consumption and/or bunkering over a set time period or in regular intervals.

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84 NAFS MARCH 2015

Krohne: Ship Energy Efficiency Management with Mass Flow Metering

Fuel consumption of ships is currently a topic of significant importance to operating costs, profitability and with the amend-ments of MARPOL Annex VI “Regulations for the prevention of air pollution from ships“, which entered into force on 1 January 2013 the monitoring of Ship energy efficiency is mandatory. The two areas of the regulations of interest to the operator for ship energy efficiency are the Ship Energy Efficiency Manage-ment Plan (SEEMP) and the Ship Energy Efficiency Operational Indicator (EEOI).How can continuous measurement help in supporting the operat-ing company and the crew in meeting their obligations of the regulations?

Ship Energy Efficiency Management Plan (SEEMP)The Guidelines advise that the SEEMP is a living document, developed and maintained by the ships’ masters, operators and owners. The SEEMP should be an integral part of the ship safety management system and the environmental management system under ISO 14001. And as a “living” document the process of maintenance should be driven by continuous improvement. The establishment of the SEEMP requires planning to de-velop a relevant, effective plan which can be implemented to minimize the onboard administrative burden and identify staff responsibilities.Record keeping and the responsibilities for documenting are clearly required in order to implement the SEEMP and generate a base line of performance and record changes.These recorded changes need to be monitored to show the effect, both advantageous and detrimental. This can only be achieved by quantita-tive measurement and this directly relates to the Ship Energy Efficiency Operational Indicator (EEOI) discussed further below.The forth step, self-evaluation, closes the loop and instigates the next planning phase of continuous improvement. This objective evaluation of the data collected and the measures implemented deepen understanding of the individual ship and highlight the possible areas of investigation for the evolution of the SEEMP plan.

Ship Energy Efficiency Operational Indicator (EEOI)The monitoring section of the SEEMP implementation requires quantita-

tive measurement; the EEOI defines a simple indicator for the highest level of monitoring.EEOI = mass of CO2 / transport workThe quantity of CO2 can be calculated from the fuel(s) consumed both at sea and in port for main and auxiliary engines, generators, boilers and incinerators using the conversion factors defined in the IMO guideline.The transport work has two components; firstly the cargo carried, the unit of which must be derived consistently for the vessel and depends on the nature of the cargo and allows for comparison between vessels in a working fleet.The second component of transport work is the distance of the voyage or the distance travelled per day.The transport work is generally the quantity of cargo carried multiplied by the distance. For special vessels other measures of transport work may be more appropriate.Caution should be taken when collecting data for EEOI and monitoring the value, the EEOI is only the highest level indicator.Secondary indicators used to calculate the EEOI should also be moni-tored and reviewed to understand the influences on those. Below we discuss the monitoring of fuel consumption and its influences and also consider cargo. These second level indicators are the ones the operator and crew can influence.

Fuel consumption monitoring as part of your SEEMPThe SEEMP requires that data is collected to monitor the efficiency of the vessel and to calculate the EEOI, this can of course be collected manually on a voyage basis or day to day basis, dipping tanks and estimating the fuel used. This may be relevant and practical in an initial SEEMP, but three factors quickly take effect;1. The data collected is collected on voyage by voyage or better on a day by day basis but in both cases the data is collected and can only be acted on after it has been analyzed. If the data for that period is wildly different from the previous period often the reason for the change is lost. Or if we take an action we do not know the effect until we have made the next series of data samples.2. As we want to find out more we need to collect more data at shorter time intervals and the burden of data collection increases onboard and for shore based staff to analyze.3. For operational reasons we do not collect data at the specific time or

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analyze it in a timely manner and the trend is lost or we must average and back-calculate, losing the accuracy of the real data collected.Mass flow metering offers the opportunity to automatically collect data; this reduces the operation burden of onboard personnel in collecting data and allows for data to be available in “real time”.Data is collected consistently in a way which is not possible by any manual method.But collecting data is only the beginning; a meter system only gives data. That data must be represented and displayed in a consistent way where it provides information which can be understood and acted on. This can be done by shore based staff, but the real time advantage of the data collec-tion is lost. To provide this functionality, dedicated software visualization tools such asKROHNE Marine’s EcoMATE® collects the real time data and represents this in a visual form which can be easily interpreted by the onboard staff responsible under the SEEMP. The data can also be made available to operational shore based staff.

Using EcoMATE® to achieve your current and future SEEMP’sThe IMO SEEMP guidelines refers the use of computer software, Eco-MATE® is proven proprietary solutions specifically designed for real time fuel consumption monitoring of marine fuel systems.The investment in any new equipment onboard is always difficult, justifica-tion for the purchase and installation of mass flow metering and monitor-ing software on its own to deliver savings is seen as especially difficult to quantify. But in other sectors which have a long established experience of implementing energy efficiency monitoring can say, monitoring as part of a commitment to the efficiency plan will on its own create awareness and yield a 2% efficiency saving. 2% of the fuel you use in 12 months is a sig-nificant justification for the capital expenditure and return on investment.

But going forward the advantage of real time monitoring becomes clear when you conduct studies as part of your SEEMP, such as:1. Speed optimization – finding the optimum speed for the vessel and the propulsion system, validating the engines and propeller curves.2. Optimum trim – finding the optimum trim conditions at a specific draft for the cargo on board3. Optimum ballast – validating cargo planning and supports optimum trim above4. Hull and propeller maintenance – optimize cleaning regimes and vali-date the use of coating systems5. Propulsion systems – maintenance schedule optimization and monitor-ing degradation of performance preempting possible equipment failures.6. EcoMATE® can provide data for the EEOI calculations and can provide directly the CO2 Tonnage and can transmit all data to shore for land based performance monitoring.

Using CARGO MASTER® to support your current and future SEEMP’s KROHNE Marine CARGOMASTER® system offers complete solutions for tank monitoring and alarming. The system sends readings from all tanks and lines onboard to leading edge, user-friendly software which runs on all standard marine computers.The CARGOMASTER® system provides measurements also relevant to the EEOI such as:1. Trim and actual draught2. Ullage/level3. Volume (based on volume tables)4. Weight and cargo density

KROHNEKROHNE has also pioneered bulk transfer mass flow meters with twin straight tubes suitable for bunkering applications which are far more compact than the traditional and cumbersome twin bent tube meters. This ease of installation and small installation envelope, combined with the natural viscosity insensitivity of the innovative straight tube design, coupled with the synthesized drive will deliver mass flow meters for bunkering which provide the op-erator with “continuous” “direct” and “accurate” measurement of the bunker stem. KROHNE continues to work with customers to enhance this portfolio of products in bunkering and allied sectors such as fuel consumption measurement and lube oil monitoring. KROHNE’s maritime division, KROHNE Marine, has developed in parallel EcoMATE®, a suite including fuel consumption and bunkering visualization which also complements the long estab-lished CARGOMASTER® portfolio.

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TOTAL sees the opening of new laboratory facili-ties at Total Lubmarine’s main research centre, already one of the largest lubricant research centres in Europe. Located in Solaize, near Lyon in France, the new facilities are dedicated to the research and formulation of new marine lubricants and equipped with state of the art equipment to support the research team’s quest to develop the next generation of lubes for the shipping sector. The move comes against a backdrop of changing ECA regulations and the development of marine engines with several operating modes, capable of burning two types of fuel. The lubes required to keep these engines running are more complex than ever before and the new facilities will enable Total Lubmarine researchers to develop a new range of lubricants suitable for the challenges of the next 10 years.Inaugurating the new facilities, Norbert Schieren, General Manager of Total Lubmarine said: “To-tal Lubmarine’s success to date has been due in large part to our commitment to long-term research programmes. These programmes, run by scientists at the top of their field, enable us to scope out and evaluate all the options. We are re-imagining the lubes of today and develop-ing lubes suitable for the stresses and strains of the marine environment: whatever the fuel and

whatever the engine. Our investment in these new facilities demonstrates our ongoing commitment to this vital research.” He added: “We strongly believe that innovative, research-based chemistry is the key to creating adaptable lubricants. The next generation of lubricants must be born out of innovative chemistry if they are to be simple for operators to use and at the same time match tough and variable operating conditions.” The spacious new facilities include engine testing

and tribology equipment, along with significant analytical resources. All existing test beds have been extensively re-built and modernised and meet the most stringent safety and quality regula-tions. Total’s new facilities significantly add to the company’s existing capabilities for both formula-tion and testing, enabling collaboration between Total’s research scientists and technical marine engineering teams to anticipate the future needs of customers.

New Total Lubmarine research labs to boost innovation

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Seawater is the only commercially viable EAL for propeller shaftsThordon Bearings Inc., has questioned the rise of so-called environmentally acceptable lubricants (EALs) in oil-based stern tube seals and bearings when the industry can use the most environmentally safe lubricant there is – seawater.The US Environmental Protection Agency is enforcing regulations introduced in December 2013 that stipulate that all vessels over 24m in length operating in US waters must switch over to EALs in all oil-to-sea interfaces before their next drydocking. “But what is the point in ship-owners investing in costly bio-lubricants when seawater is widely available and 100% free? It’s akin to paying for the very air we breathe,” said Craig Carter, Thordon Bearings’ Director of Marketing and Customer Service.“When used in conjunction with Thordon Bear-ings’ COMPAC propeller shaft bearing system, seawater lubricates the bearings to ensure the smooth, effective and safe operation of the

vessel. Not only do we guarantee our seawater-lubricated COMPAC system for a wear life of fif-teen years, but it reduces a shipowner’s annual operating and maintenance costs substantially, compared to an EAL-lubricated metal bearing and two seal system,” continued Carter.In its recently published comparative research into the operational costs of using mineral oil, approved EALs or seawater in a propeller shaft bearing system, Thordon Bearings found that EALs – vegetable oils , synthetic esters and polyalkylene glycols – are over seven times more expensive than the mineral oils typically used in oil-lubricated propeller shaft bearing systems. “When you take into account that between 130 million to 240 million litres of operational oil lu-bricant is leaked into the oceans each year and needs to be replaced, the cost to the shipowner is simply staggering – and this is without add-ing any monetary penalties incurred by way of

environmental fines.”Whilst the need to limit the impact that traditional mineral oil lubricants have on the marine envi-ronment is obvious, Carter indicated that some analysts and shipowners have already ques-tioned the performance and reliability of EALs.“In DNV GL’s newsletter 12-77, the classification society states that ‘there are different drawbacks in the way EALs react to the challenges of lubricating machinery’. More specifically, biode-gradable oils deteriorate when mixed with water, and the inevitable result is that the lubricating capabilities will be adversely affected. Our seawater-lubricated COMPAC system is proven to completely avoid this problem.“While strides have been taken by many EAL manufacturers to combat this issue, the technol-ogy has certainly been introduced to the market in a hurry and not thoroughly tested, so there are no guarantees about their longevity. Seawa-ter is the ultimate EAL.”

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88 NAFS MAY 2015

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Two Ro-Ro vessels owned and operated by Stena Line, the Sweden based transport and ferry company, are to be retrofitted with Wärtsilä in-line closed-loop scrubber systems. The scrubbers will be installed on the ‘Stena Transit’ and ‘Stena Transport-er’ ferries operating between Hoek van Holland in the Netherlands and Killingholme in the U.K. The order was placed with Wärtsilä in December 2014 and the retrofitting is scheduled to take place in Q4 2015 and Q1 2016.By installing Wärtsilä scrubber systems, the ferries will comply with the regulations covering emissions of sulphur oxides (SOx) while using conventional residual marine fuel (HFO). The operating routes of these two ferries fall within the North Sea’s Sulphur Emission Control Area (SECA). This is the first ever order for an in-line closed loop scrubber system, as the in-line option has earlier only been available with open loop systems. The compact design of the inline system saves space and it also facilitates easier and faster installation, thereby reducing the length of time that the vessel needs to be out of service for retrofitting. The Wärtsilä closed loop scrub-ber system operates so that the wash water is being circulated within the scrubber. Exhaust gas enters the scrubber and is sprayed with sea water that has been mixed with caustic soda (NaOH). The sulphur oxides in the exhaust react with this mixture and are thereby neutralised. The cleaned effluents can be safely discharged over-board without causing harm to the environment.

“Wärtsilä was the first company to be awarded certification for marine scrubber technology, and we are the clear market leaders in this field. Our in-house know-how of engines, scrubber systems and marine applications is backed by our extensive resources and global reach. Furthermore, our extensive experience in retrofitting projects added considerable value to our engineering preparations for the project, and has thus helped the customer in their discussions with the yard. With the latest restrictions to sulphur emissions affecting more and more of the global fleet, our scrubber systems offer a competitive alternative to low sulphur fuels,” says Mr Juha Kytölä, Vice President, Environmental Solutions, Wärtsilä Ship Power.“Stena Line takes environmental issues very seriously and the retrofitting of Wärtsilä scrubber systems to these vessels will significantly lower their environmental foot-print. We are also, in cooperation with Wärtsilä and other partners, converting the Stena Germanica on the route Göteborg-Kiel to be run on Methanol, another step in our strive to achieve sustainable shipping. In the scrubber retrofit we are especially happy with the in-line option, which means that the retrofitting will take less time and allow the ships to be back in service with a minimum of delay,” says Mr Bjarne Koitrand, Technical Director, Stena Line.As part of this contract Wärtsilä will, in addition to the scrubbers, also supply engi-neering support, technical advisor services, and commissioning of the systems.

Wärtsilä exhaust scrubber systems to achieve emissions compliance for two Stena Line ferries

Wärtsilä and VTT the main contributors to new propulsion technology research programme

A new technology research programme aimed at developing propulsion products specifically for operating in arctic conditions has been implemented with Wärtsilä and VTT, the Technical Research Centre of Finland, as the main contributors. The ArTEco (Arctic Thruster Ecosystem) project will altogether be supported by ten industrial and academic partners from Finland and other countries.ArTEco is a three year programme, commencing in 2015 and ending in 2017. Its primary aim is to foster new technology for propulsion solutions in an arctic oper-ating environment. The platform will consist of developing state-of-the-art simula-tion and load determining methods for dynamic loading conditions; researching possibilities for dampening dynamic loads; researching the use of Environmentally Acceptable Lubricants in propulsion products; and researching new sensor tech-nology for components used in propulsion products.The new technology that is expected to emerge from this project will have the potential to significantly improve the competitiveness of solutions, in terms of cost, size and reliability, compared to products currently available. This will be aided

through the creation of a technology demonstrator, i.e. a large-scale prototype, to be used for validating the technology within the project. This validation will take place at the Wärtsilä Propulsion Test Centre in Tuusula, Finland.The specific focus will be on creating an Extreme Value Thruster as a platform for demonstrating quantum leaps in thruster technologies. Wärtsilä is confident that this research will form the foundation of an extended and highly advanced product portfolio. The programme has a budget of EUR 7.5 million.“The challenge to create increasingly reliable and competitive solutions is ongo-ing. Wärtsilä has a duty to its customers to ensure that its R&D activities are supported by the best tools, technologies and partners so as to develop the best solutions. The creation of this project consortium will help us maintain our position as an innovator and technology leader within the marine sector. In particular, the state-of-the-art simulation methods and the possibility to carry out full scale valida-tion of our new products will keep us at the forefront of new technology develop-ment,” says Arto Lehtinen, Vice President, Propulsion, Wärtsilä Ship Power.

Stena Transporter is to be retrofitted with Wärtsilä in-line closed-loop scrubber systems.

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90 NAFS MARCH 2015

Market News

DNV GL is launching an advanced hull and propeller performance analytics module as part of the new fleet performance management service ECO Insight. The module is based on computational fluid dynamics (CFD) methods to correct for changing operational conditions and produces much more accurate results than existing ap-proximate or experimental methods.Fuel efficiency remains a key concern for shipping, but tracking hull and propeller degradation is a challenge that has not yet found an adequate solution. Experts suggest that, as a result of hull fouling, the world fleet could be sailing with approxi-mately 30 per cent added resistance and consequently significantly higher levels of fuel consumption. Undertaking hull and propeller cleaning on a more regular basis is already recognized as improvement lever by many shipping companies. However, the question of when and how the procedure should be carried out has not yet been

addressed systematically.

Hull and propeller performance computations show how much resistance is added over time due to fouling, by analysing the gap between the theoretical and measured power demand of a vessel, after correcting for influences like speed, draft, trim, weather and other operating conditions. “We use data that shipping companies are already collecting,” Dr Torsten Büssow, DNV GL’s Head of Fleet Performance Management, explains. “Our CFD capabilities, which we also use in our lines opti-misation, retrofit and trim assistant services, allow us to very accurately normalize vessel specific power demand under each reported condition.” The hull and propeller degradation computation is offered as part of DNV GL’s new fleet performance management service ECO Insight.

DNV GL launches advanced hull and propeller performance analytics

Πρωτοβουλίες από την Celestyal Cruises για τους μαθητές της ΜήλουΜε επιτυχία ολοκληρώθηκε η επίσκεψη αντιπροσωπείας της Celestyal Cruises και του Μουσείου Ηρακλειδών στη Μήλο την Τρίτη 3 και Τετάρτη 4 Μαρτίου με στόχο την παροχή εκπαιδευτικών προγραμμάτων που συνδυάζουν την Τέχνη με τα Μαθηματικά και την Επιστήμη, στους μαθητές όλων των σχολείων της Μήλου. H Celestyal Cruises, στο ευρύτερο πλαίσιο του προγράμματος εταιρικής κοινωνικής ευθύνης, επενδύει στους νέους και τους προσφέρει ένα «ταξίδι στη γνώση». Συνοδοιπόρος στο ταξίδι αυτό είναι το Μουσείο Ηρακλειδών με το εκπαιδευτικό πρόγραμμα «Επιστήμη, Τέχνη και Μαθηματικά», όπου οι μαθητές καλούνται να γνωρίσουν από την αρχή και να αγαπήσουν τον κόσμο της επιστήμης μέσω της ελεύθερης αναζήτησης. Το πρόγραμμα, που απευθύνεται σε 400 μαθητές του νησιού, έχει ως κύριους άξονες: τη διάδραση των παιδιών με ειδικά κατασκευασμένα εκθέματα, τα οποία λειτουργούν με την μορφή παιχνιδιών ή κατασκευών, την παρατήρηση, τον προβληματισμό, τη διατύπωση ερωτημάτων, την αναζήτηση μιας επιστημονικής απάντησης στα ερωτήματα που δημιουργήθηκαν και την εφαρμογή. Η Celestyal Cruises, αναγνωρίζοντας την αξία του επιτυχημένου προγράμματος του Μουσείου Ηρακλειδών, επέλεξε να υποστηρίξει την επέκτασή του στη Μήλο, σε συνεργασία με τον Δήμαρχο Μήλου, Γεράσιμο Δαμουλάκη, προκειμένου η τεχνογνωσία του Μουσείου Ηρακλειδών να διατεθεί για τη βελτίωση-αναβάθμιση της ποιότητας της εκπαίδευσης των σχολείων του νησιού.

Την Τρίτη 3 Μαρτίου στην αίθουσα εκδηλώσεων του Δήμου, παρουσία εκπαιδευτικών όλων των βαθμίδων, παρουσιάστηκε το πρωτοποριακό, επιμορφωτικό πρόγραμμα. Το όραμα του Δημάρχου για την επιμόρφωση των παιδιών της Μήλου βρήκε σύμμαχο τη Celestyal Cruises η οποία στηρίζει έμπρακτα τις τοπικές κοινωνίες. Ο Δήμαρχος Μήλου, Γεράσιμος Δαμουλάκης ευχαρίστησε τους: Φρόσω Ζαρουλέα, Διευθύντρια Δημοσίων Σχέσεων της Celestyal Cruises, Νικόλαο Κοντοπρία, Εκτελεστικό Διευθυντή του Μουσείου Ηρακλειδών και τους Αποστόλη Παπανικολάου και Άρη Μαυρομμάτη, επιστημονικούς υπεύθυνους του Μουσείου για την άμεση ανταπόκριση και το ενδιαφέρον τους.

Λίγα λόγια για το πρόγραμμαΤο Μουσείο Ηρακλειδών ιδρύθηκε το 2004 και υπηρετεί την τέχνη, την παιδεία και τον πολιτισμό. Εμπνευστές και ιδρυτές του μουσείου είναι ο Παύλος και η Άννα-Μπελίντα Φυρού οι οποίοι μοιράζονται το ίδιο όραμα, να προσφέρουν πνευματική και ψυχική καλλιέργεια στους νέους. Το πρόγραμμα θα πραγματοποιηθεί για τους μαθητές της Μήλου στο πλαίσιο του προγράμματος της Εταιρικής Κοινωνικής Ευθύνης της Celestyal Cruises. Σκοπός του συγκεκριμένου εκπαιδευτικού προγράμματος είναι να αναπτύξει τη διερευνητική σκέψη των μαθητών, σε ένα περιβάλλον ελεύθερης αναζήτησης και άτυπης μάθησης.

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92 NAFS MAΥ 2015

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To Energean Force οδηγεί τον Πρίνο στη νέα εποχήΤο μεγαλύτερο γεωτρητικό πρόγραμμα στην ιστορία του Πρίνου από την έναρξη της εκμετάλλευσης των κοιτασμάτων πετρελαίου σηματοδοτούν τα εγκαίνια του γεωτρυπάνου «Energean Force», ιδιοκτησίας της Energean Oil & Gas, τα οποία πραγματοποιήθηκαν την Πέμπτη 2 Απριλίου στο Πέραμα.Το Energean Force είναι το πρώτο ελληνικό πλωτό γεωτρύπανο στην Ιστορία. Φέρει την ελληνική σημαία και μετασκευάστηκε στη Ναυπηγοεπισκευαστική Ζώνη του Περάματος, δίνοντας δουλειά σε περισσότερους από 300 εργαζόμενους στην περιοχή. Το Energean Force πρόκειται να εκτελέσει συνολικά 15 γεωτρήσεις στον Πρίνο, στο κοίτασμα Έψιλον και στον Βόρειο Πρίνο στη διάρκεια της διετίας. Με αυτόν τον τρόπο υλοποιείται ένα επενδυτικό πρόγραμμα ύψους 200 εκατ. δολαρίων, μέσω του οποίου θα προκύψουν 48 άμεσες νέες θέσεις εργασίας στην περιοχή της Καβάλας.Στόχος του προγράμματος είναι η παραγωγή 30 εκατομμυρίων βαρελιών πετρελαίου, που έχουν πιστοποιηθεί στον Κόλπο της Καβάλας από τον ανεξάρτητο οίκο ERC Equipoise, καθώς και η αύξηση της παραγωγής στα επίπεδα των 10.000 βαρελιών ημερησίως. Η αξιοποίηση των διαπιστωμένων (2P) αυτών αποθεμάτων θα διασφαλίσει τουλάχιστον για μια δεκαπενταετία την μοναδική στην Ελλάδα παραγωγή πετρελαίου καθώς και τις θέσεις απασχόλησης, οι οποίες

σήμερα φτάνουν τις 307 άμεσα, ενώ εκτιμάται ότι έμμεσα ξεπερνούν τις 1.000 στην τοπική οικονομία της Καβάλας.Από την υλοποίηση του γεωτρητικού προγράμματος και με την παραδοχή για διακυμάνσεις των τιμών πετρελαίου μεταξύ των 55 και των 70 δολαρίων ανά βαρέλι, τα συνολικά οφέλη για το ελληνικό Δημόσιο από την καταβολή φόρου εισοδήματος, παρακρατούμενους φόρους και δικαιώματα (royalties) εκτιμάται ότι θα ξεπεράσουν τα 400 εκατ. Από αυτά, περισσότερα από 60 εκατ. θα καρπωθεί η τοπική κοινωνία, μέσω της απόδοσης του περιφερειακού φόρου 5% που υπολογίζεται επί της κερδοφορίας της παραγωγικής δραστηριότητας με βάση την ελληνική νομοθεσία. Τα έμμεσα οφέλη (μισθοί, προμήθειες, μεταφορές, ενοικιάσεις κ.α.) για την οικονομία είναι, βεβαίως, πολλαπλάσια.Με την ευκαιρία των εγκαινίων του Energean Force, ο πρόεδρος και διευθύνων σύμβουλος της Energean Oil & Gas κ. Μαθιός Ρήγας επεσήμανε τα εξής: «Η σημερινή μέρα είναι ιδιαίτερα σημαντική για την εταιρεία μας, την τοπική οικονομία της Καβάλας αλλά και την ελληνική οικονομία γενικότερα. Μέσα σε ιδιαίτερα αντίξοες για επενδύσεις συνθήκες, η Energean προχωρεί σε ένα μεγάλο επενδυτικό πρόγραμμα με δεκαπέντε νέες γεωτρήσεις στον Πρίνο. Ένα πρόγραμμα που αποτελεί μονόδρομο για την συνέχιση της πετρελαϊκής δραστηριότητας και τη

διασφάλιση της απασχόλησης στην περιοχή, ένα πρόγραμμα που, με την αύξηση της παραγωγής, θα θωρακίσει τον Πρίνο έναντι των μεταβολών στις διεθνείς τιμές πετρελαίου, οι οποίες συχνά είναι ιδιαίτερα βίαιες, όπως συνέβη τους τελευταίους μήνες. Η Energean, το επιστημονικό της δυναμικό και οι εργαζόμενοί της εγγυώνται την ανάπτυξη των διαπιστωμένων αποθεμάτων πετρελαίου στον Κόλπο της Καβάλας προς όφελος της τοπικής κοινωνίας και της ελληνικής οικονομίας, πάντοτε σε συνθήκες πλήρους ασφάλειας, με αρμονική συνύπαρξη προς τον τουρισμό και με απόλυτο σεβασμό προς το μοναδικό φυσικό περιβάλλον της περιοχής. Με το Energean Force, o Πρίνος περνά στη νέα εποχή!».

Το Energean ForceΤο νέο ιδιόκτητο γεωτρύπανο Energean Force αγοράστηκε από την γερμανική εταιρεία KCA Deutag. Η συνολική επένδυση στο γεωτρύπανο είναι της τάξης των 30 εκατ. δολαρίων.Το Energean Force έχει τη δυνατότητα να λειτουργήσει σε μέγιστο βάθος θαλάσσης 220 μέτρων και να φτάσει σε βάθος γεώτρησης 6.700 μέτρων, ενώ έχει προσωπικό 116 άτομα. Το Energean Force θα ξεκινήσει τις γεωτρήσεις από την εξέδρα Alpha του Πρίνου, θα συνεχίσει στην εξέδρα Beta του Πρίνου και στη συνέχεια θα εκτελέσει γεωτρήσεις από τη νέα εξέδρα Lamda στο κοίτασμα Έψιλον.

Intra Mare announces principals’ BINSFELD ENGINEERING the new “digital” torque meter TPM2

Συνεργασία HELMEPA και Neda Maritime Agency για την Πειρατεία

Μέλος της Ένωσης SEA EUROPE η ΗΕΜΕΧΡΟ

Μέλος της ένωσης SEA Europe Ships and Maritime Equipment Association είναι από τις 5 Μαρτίου του 2015 η ΗΕΜΕΧΡΟ – Έλληνες Κατασκευαστές Ναυτιλιακού Εξοπλισμού.Στην εν λόγω Ένωση συμμετέχουν τα Ευρωπαϊκά ναυπηγεία και οι επιχειρήσεις κατασκευαστών ναυτιλιακού εξοπλισμού. Κύριος στόχος της είναι η προώθηση και η υποστήριξη των Ευρωπαϊκών επιχειρήσεων, που εμπλέκονται στην κατασκευή, συντήρηση και επισκευή όλων των τύπων πλοίων και άλλων θαλάσσιων κατασκευών.Η κίνηση αυτή αποτελεί μεγάλη τιμή αλλά και ευκαιρία για την συμμετοχή των Ελλήνων Κατασκευαστών στο Ευρωπαϊκό γίγνεσθαι του ναυτιλιακού εξοπλισμού αλλά και των ναυπηγείων. Τους καθιστά θεσμικούς συνομιλητές της Commis-sion και του Ευρωπαϊκού Συμβουλίου και τους δίνεται η δυνατότητα πρόσβασης τόσο σε πηγές πληροφοριών όσο και σε υψηλού επιπέδου networking.

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94 NAFS MAΥ 2015

Intra Mare is pleased to announce that principals BINSFELD ENGINEER-ING have launched a new shaft torque meter: it is the TPM2 the new “digital” torque-meter. BINSFELD ENGINEERING is a US maker of torsion meters for marine and industrial applications with more than 35 years manu-facturing experience. Their references for marine torque products include ship owners, engine makers, naval institutions, shipyards and performance monitoring system integra-tors. Based on well-proven strain-gauge technology, BINSFELD ENGINEER-ING torque-meters, either

for fixed installation or as portable sets for sea-trials, are well-known for their accuracy, reliability and cost effectiveness.

Their new TPM2 product was presented in September 2014 during the Hamburg SMM and is bringing togeth-er all features asked by service engineers and opera-tors; quick and easy commissioning & high accuracy and compatibility with 3rd party processing systems. For customers that expect a turn-key solution (torque measurement with a standalone HMI), BINSFELD ENGINEERING offers a 12’’ touch panel-computer; this can be linked with all on-board torque meters and, optionally, with flow meters & GPS to provide a simple and intuitive interfacing solution for performance indicating purposes. Alternatively, for all cases of inte-gration with a 3rd part system (performance monitoring or automation system), the new TPM2 is designed with a communication output of RS-422 full duplex (cables runs are up to 300 m). The “digital architecture” offers an exceptionally high performance: 15bit signal (torque/speed) resolution, Baud rate of 1200 to 460,800 bps and Sample rate with 10 user-selectable settings from 4800 to 9375 sample/sec. The interface comes with an IP-67 industrial connector with a 1m cable included; also RS-422 to USB converter is available. Configura-tion is simply performed by a laptop PC loaded with BINSFELD’s set-up software; no need to open the in-strument control box – no need to adjust or fix anything inside! TPM2 makes it easier for all of you!

Αξιωματικοί και στελέχη εταιρειών μελών της HELMEPA παρακολούθησαν χθες, Τετάρτη 18 Φεβρουαρίου, το πιστοποιημένο από το Lloyd’s Register Σεμινάριο για την Πειρατεία, της εταιρείας μέλος Neda Maritime Agency Co. Ltd, στο κτίριο της στον Πειραιά.

Με την πρωτοβουλία της να προσφέρει το Σεμινάριο αυτό σε όλα τα μέλη της HELMEPA, η Neda συνδράμει και εμπλουτίζει σημαντικά το Εθελοντικό Επιμορφωτικό Πρόγραμμα του 2015 της ένωσης. Η εφαρμογή του ISPS-SSP και οι βέλτιστες πρακτικές για την αντιμετώπιση περιστατικών πειρατείας και ένοπλης ληστείας στα πλοία, τα θέματα που αναπτύχθηκαν, έτυχαν άριστης αξιολόγησης από τους συμμετέχοντες.

Η κα Μαρία Χριστοπούλου, Quality & Training Manager της Neda αλλά και Πρόεδρος της Training Committee της HELMEPA καλωσόρισε τους συμμετέχοντες. Η κα Κριστιάνα Πρεκεζέ, Executive Coordinator της HELMEPA, στην εισαγωγή του Σεμιναρίου, κάλεσε όλους να τηρήσουν ενός λεπτού σιγή στη μνήμη του άτυχου Έλληνα Υποπλοίαρχου Ν. Δαγρέ που έχασε τη ζωή του στο πρόσφατο περιστατικό πειρατείας στο Δ/Ξ ΚALAMOS.

Τα θέματα παρουσίασαν ο κ. Χρήστος Κεχρής, CSO/S&Q Officer της Neda και ο Ναύαρχος ΠΝ (ε.α.) Αντώνης Παπαϊωάννου, Commercial Director της Diaplous Maritime Services.

Η Neda θα φιλοξενήσει το Σεμινάριο άλλες δύο φορές μέσα στο 2015, την 14 Μαΐου και την 15 Οκτωβρίου.

MAY 2015 NAFS 95

Market News

Well established ship manager, TSAKOS COLUMBIA SHIPMANAGE-MENT (TCM) SA chose Lloyd’s Register to support the development of an enhanced Fuel Management Plan. TCM’s aim has been to develop an “A to Z” Fuel Management Plan which will incorporate all aspects of fuel management from the point of the contractual ordering, to determining the quality and quantity of the bunkers supplied, through to the on board handling and use of the fuel. The Plan will enable the company to further contribute towards ensuring the safe, efficient and compliant handling of bunkers on board, along with quantity and quality disputes resolution.Lloyd’s Register worked closely with TCM providing tailored fuel manage-ment solutions at a level that best suits TCM’s business needs and phi-losophy. The Fuel Management Plan covers a wide range of areas such as regulatory background and requirements, safety and environmental protection procedures, fuel oil change over procedures, implementation of bunkering practices and management of off specification/ problematic fuels among others. Sokratis Dimakopoulos, TCM Deputy Managing Director commented: ‘Having in place comprehensive procedures to handle bunkers safely and efficiently is essential in ensuring the quality and safety of our operations

as well as the compliance with the applicable fuel-related regulations. As such, we decided to develop an all-inclusive, comprehensive and user-friendly Fuel Management Plan that would provide to our respon-sible personnel all the required procedures, instructions and guidance related to fuel management. We are glad to have joined forces with LR FOBAS on this project, utilizing the extensive experience and expertise that FOBAS has in fuel related matters, and we are confident that the end-product will be proven a best in class document’. Maria Kyratsoudi, Lloyd’s Register FOBAS Senior Specialist, commented: ’Lloyd’s Register has a long and successful history of working closely together with TCM. Working in partnership on the Fuel Management Plan produced a solid deliverable that can be proven a valuable tool for TCM to achieve their aspirations.’TCM is a Ship Management Company specializing in the management and operations of a diversified marine fleet of approximately 70 vessels consisting of tankers, container and dry cargo vessels with a total dwt of over 6 million tons. TCM is committed to safe, clean and efficient shipping operations and is ISO 9001, 14001, 50001 and OHSAS 18001 certified.

Lloyd’s Register and TSAKOS COLUMBIA SHIPMANAGEMENT SA join forces in an enhanced, all-encompassing Fuel Management Plan

Q1 TSAVLIRIS ACTIVITIESDredger “Tiandao”The cutter suction dredger “Tiandao” caught fire, capsized and sank at the Port of Gizan in Saudi Arabia, end of November 2014. CHEC, a Chinese civil engineering (harbour construction) company, owners of subject dredger, responsible for her refloating/raising, engaged Huta Marine Works’ 1,200 tons SWL sheer leg crane (Huta 311) for the operation.

On 1 December 2014, TSAVLIRIS SALVAGE were contracted by Huta Marine Works to provide technical consultancy/support including plan-ning, surveillance and risk assessment.The operation was temporised due to further water-tightening work be-coming necessary. Operations resumption expected in mid-April 2015.

General cargo vessel “Lady Gaia”On 15 January 2015, our S/T “MEGAS ALEXANDROS” (6,200 BHP - 73 TBP) proceeded from her Piraeus salvage station to the assistance of the general cargo vessel “Lady Gaia” (6,204 GT - 7,643 DWT) fully laden with a cargo of cement, which had become immobilized due to main engine failure in Kafireas straits, north of Andros island.The S/T “MEGAS ALEXANDROS” arrived at the casualty’s position later that day, established towage connection and commenced towage towards Piraeus, arriving at Piraeus roads the following morning (16 January).

General cargo vessel “Andromeda S”On 22 January 2015, the general cargo vessel “Andromeda S” (GT 1,908, DWT 3,170 ), laden with 2,500 metric of powder ‘’Etibor-48’’, ex-

perienced engine failure about 50 miles south east of Tarragona, Spain. The vessel was on a voyage from Bandirma, Turkey to Tarragona, Spain. Tsavliris Salvage were contracted to provide salvage assistance. Due to prevailing adverse weather and strong currents, the vessel drifted towards the northern coast of Palma de Mallorca. Salvage tug “Marta Mata”, was dispatched from Palma de Mallorca and towed the distressed vessel to Palma de Mallorca Port on 26 January. The casualty was subsequently towed to the discharge Port of Tarragona by the tug “Charuca Silveira”. On 16 February the convoy arrived safely and berthed at the discharging terminal.

Chemical/Products Tanker “FT Odin”On 6 March 2015, the Chemical/Products Tanker “FT Odin” (GT 2,600, DWT 3,471), experienced mechanical failure and was adrift 12 miles south south west of Kythira island, Greece. The vessel was in ballast en route from Augusta, Italy, to Port Said, Egypt. Tsavliris Salvage were contracted to provide salvage assistance. Salvage tug “Christos XVIII” (2,366 BHP, 32 TBP) sailed from Souda, Crete to the assistance of “FT Odin”. Due to gale conditions prevailing in the area, the casualty was drifting towards the shore. In the meantime, the passing Chemical/Product tanker “Medkem Three” (GT 2,657, DWT 3,742) provided stand by services and endeavored to connect up in order to prevent the casualty from ground-ing. The “FT Odin” managed to anchor but experienced significant dragging of both anchors. Upon arrival at casualty’s position the salvage tug “Christos XVIII” established towage connection with “FT Odin” and commenced towage to port Gulluk, Turkey. On 8 March the “FT Odin” arrived safely at Gulluk under tow.

Market News

96 NAFS MAY 2015

Azipod XO propulsion units will power two new vessels that MEYER WERFT will build for Norwegian Cruise Line.

ABB, a global leader in power and automa-tion technology, has been awarded a contract worth $60 million to deliver Azipod ® propul-sion and power systems to two Norwegian Cruise Line vessels. The Breakaway-Plus class cruise ships will be built by MEYER WERFT of Germany and delivered in Q2 2018 and Q4 2019. The new 164,000 gt vessels will be equipped with ABB’s fuel-saving Azipod XO electri-cal propulsion systems, which are already featured on several of Norwegian Cruise Line’s new vessels: the top-of-the-line ‘Norwegian Breakaway’ and ‘Norwegian Getaway’ as well as the larger Breakaway-Plus class ships, Nor-wegian Escape and Norwegian Bliss, currently under construction at MEYER WERFT. ABB will also deliver complete electric power plants, generators and drives to the ships. “ABB designed the Axipod XO concept to reduce ship lifecycle costs and increase the profitability of vessels, and this repeat order with MEYER WERFT, the world’s leading cruise ship builder, is a validation to the customer value our flagship propulsion solution delivers”, says Heikki Soljama, Managing Director for ABB’s Marine and Ports Business. “We value the longstanding relationship with Norwegian Cruise Line and are dedicated to earning their confidence in the reliability and quality of our solutions.”

About Azipod® XOABB’s Azipod propulsion is a gearless steerable propulsion system where the electric drive motor is in a submerged pod outside the ship hull. Azipod XO concept is designed to reduce vessel lifecycle costs and increase ship profitability. Azipod XO provides shipowners and operators with high efficiency, excellent maneuverability and increased transporta-tion capacity.

ABB wins $60 million repeat Azipod order

Η Celestyal Cruises αναδείχθηκε νικήτρια με 3 βραβεία στα Tourism Awards 2015Την Πέμπτη 12 Μαρτίου, η Celestyal Cruises «έλαμψε» στην απονομή των βραβείων Tourism Awards 2015, που πραγματοποιήθηκε για δεύτερη συνεχή χρονιά στο Μέγαρο Μουσικής και διοργάνωσε η έκδοση Hotel & Restaurant της Boussias Communications, υπό την αιγίδα του Υπουργείου Οικονομίας, Υποδομών, Ναυτιλίας και Τουρισμού, καθώς και του ΕΟΤ. Η Celestyal Cruis-es απέσπασε ένα χρυσό βραβείο στην κατηγορία «Κρουαζιέρα - Θεματικές Εκδηλώσεις» για τις πάνω από 80 θεματικές εκδηλώσεις ετησίως, που προάγουν την ιστορία, τη μουσική, τη γαστρονομία, το κρασί και την ελληνική πολιτιστική κληρονομιά. Απέσπασε επιπλέον και δύο αργυρά βραβεία στις κατηγορίες «Συνεισφορά στην εθνική οικονομία» και «Υποστήριξη τοπικών κοινοτήτων – Νέοι προορισμοί». Αξίζει να σημειωθεί ότι η Celestyal Cruises είναι η μοναδική εταιρεία που έλαβε βραβείο στις δύο τελευταίες συγκεκριμένες κατηγορίες.Πρόκειται για πολύ σημαντικές διακρίσεις, καθώς η Celestyal Cruises, παραμένει η μοναδική ελληνική εταιρεία κρουαζιέρας που επιλέγει ως αφετηρία τα ελληνικά λιμάνια, καταβάλλοντας κάθε δυνατή προσπάθεια για να στηρίξει τον τουρισμό αλλά και την εθνική οικονομία. Τα συγκεκριμένα βραβεία αποτελούν μία επιβράβευση για τις πρωτοβουλίες της εταιρείας να συμβάλει με τα νέα δρομολόγια της στην οικονομική ανάπτυξη των τοπικών κοινωνιών που επισκέπτεται.Ο κ. Κυριάκος Αναστασιάδης Διευθύνων Σύμβουλος της Celestyal Cruises

ανέφερε σχετικά: «Προτεραιότητα μας, είναι να προωθήσουμε και να αξιοποιήσουμε τις ομορφιές του τόπου μας προβάλλοντας τη φιλοξενία, τη γαστρονομία και τον πολιτισμό της Ελλάδας στους ξένους επισκέπτες. Τα βραβεία που κερδίσαμε αποτελούν επιβράβευση των προσπαθειών μας αλλά και μια δέσμευση για ακόμα περισσότερες εποικοδομητικές πρωτοβουλίες, με άξονα να προάγουμε περαιτέρω τον κλάδο της κρουαζιέρας στη χώρα μας».Τα Tourism Awards αποτελούν διοργάνωση-γιορτή για τον τουρισμό, κατά την οποία επιβραβεύονται οι πρακτικές των εταιρειών για την χρονιά που πέρασε σε επιμέρους τομείς, όπως Travel, Hospitality & Leisure, παρουσία υψηλόβαθμων στελεχών κορυφαίων εταιρειών και φορέων του τουρισμού της χώρας μας. Όλες οι υποψηφιότητες αξιολογούνται από ανεξάρτητη δεκαεξαμελή κριτική επιτροπή, η οποία απαρτίζεται από καταξιωμένους ανθρώπους του χώρου του τουρισμού με άποψη και εμπειρία στον τομέα της φιλοξενίας όπως οι: Νίκος Σκουλάς, Γιάννης Μπουτάρης, Peter Economides, Γιάννης Τσεκλένης και Κωνσταντίνος Λαζαράκης.

Η Celestyal Cruises η μοναδική ελληνική εταιρεία κρουαζιέρας με αφετηρία ελληνικά λιμάνια (home porting) επιβεβαιώνει με τις διακρίσεις της, για ακόμη μια φορά τις άριστες και καινοτόμες πρακτικές της στο χώρο και προχωρά τη δυναμική πορεία ανάπτυξης και αυτή τη χρονιά.

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MAY 2015 NAFS 97

The world’s leading ship and offshore clas-sification society DNV GL welcomes the world’s largest containership into class – the MSC Oscar. Delivered by Daewoo Shipbuild-ing & Marine Engineering (DSME) in Geoje, South Korea, in January the 19,224TEU vessel is already plying its trade on the new East-West service.Not only does MSC Mediterranean Ship-ping Company’s newest vessel set a size benchmark for containerships in terms of capacity, but it has also been designed with a number of efficiency enhancing features. For example, the engine has been optimized so that fuel consumption can be automati-cally controlled to take into account both speed and weather conditions and she has a broad optimal speed range for enhanced operational flexibility.

“For over forty years the MSC family has been growing – and so too has our fleet,“ Diego Aponte, MSC President and CEO, shares with us. “Our partnership with DNV GL continues to be an important part of our journey. Today we are proud to own the larg-est container vessel on the seas, the MSC Oscar, which adds to our solid reputation as a leading ocean carrier. She will soon be joined by sister ship MSC Oliver, built to the same demanding class regulations, which marks yet another milestone in our ongoing relationship with DNV GL.”

In less than twenty years the loading capacity of container vessels has more than tripled – with the length of the biggest vessels jumping from just over 300 to 400m during that time. MSC Oscar measures in at 395.4m long and 59m wide with a draft of 16m. Initially specified at 18,000TEU MSC Oscar was expanded during the building phase to add an extra tier above decks. The state of the art containership is unique in its wide beam design and use of torsion box and hatch coaming plates with steel plate thickness up to 100mm. The vessel is able to carry dangerous goods in holds, and ap-proximately 1,800 reefer containers.

The vessel’s cargo capacity has also been enhanced by implementing the RSCS class notation (Route Specific Container Stow-age). The RSCS notation was developed by DNV GL to provide an even more efficient usage of cargo capacity with more flexibility for laden containers on board for specific routes while not compromising on safety.“We are very pleased to mark this historic event with MSC, given our longstanding business relationship,” said Jan-Olaf Probst, Global Ship Type Director at DNV GL – Maritime. “DNV GL is proud to have been a part of MSC’s growth into a world leader in container shipping and we hope to be able to continue our successful cooperation for many years to come. MSC’s decision to construct MSC Oscar and its upcom-ing newbuildings according to the DNV GL regulations reflects a clear focus for quality, maximum efficiency and an awareness of the need for a more sustainable industry.”The vessel’s construction took only eleven months to be completed from steel cutting to delivery, which included extensive commis-sioning and sea trials. MSC Oscar is the first of the series of six ultra large containerships (ULCS) of Olympic Series. The remaining sister vessels of the series are expected to be completed by November 2015.The cooperation between MSC and DNV GL stretches back to some of MSC’s first ves-sels. And in 2005 the company’s first entry into the large boxship market, the 9,000TEU MSC Pamela, was built to DNV GL class rules.

Today, MSC has 18 more vessels of over 19,000TEU on order. These deliveries could move MSC into the position of being the largest container shipping line in the world. The next of these vessels, MSC Oliver, also with DNV GL class, is expected for delivery in April.

DNV GL has been the class of choice for shipowners moving into the ULCS segment, with virtually all of the largest vessels being constructed according to DNV GL rules.

DNV GL welcomes MSC Oscar, world’s largest boxship, to fleet

Το νέο Διοικητικό Συμβούλιο του International Propeller Club Μετά τις επιτυχημένες εκλογές που διεξήχθησαν στις 02/04/2015 οι 16 εκλεγμένοι Σύμβουλοι συνήλθαν σε Σώμα την Τρίτη 07/04, κατόπιν προσκλήσεως του πρώτου σε ψήφους κ. Κώστα Κόντε με σκοπό να εκλέξουν την νέα επιτροπή Διοίκησης του International Propeller Club, Port of Piraeus.Μέσα σε κλίμα απόλυτης συνεργασίας και χαράς όπως αρμόζει στις αρχές και αξίες του Σωματείου, με περίσσιο το αίσθημα της προσφοράς όλων των μελών του Δ.Σ. και με σύντομες αλλά διαφανείς διαδικασίες το νέο Διοικητικό εξέλεξε την νέα επιτροπή Διοίκησης όπως ορίζει το καταστατικό ως ακολούθως:Γεώργιος Κ. Ξηραδάκης Πρόεδρος Δημήτριος Ι. Φαφαλιός Α’ Αντιπρόεδρος Δημήτριος Πατρίκιο Β’ ΑντιπρόεδροςΚώστας Θ. Κόντες Γενικός ΓραμματέαςΔημήτριος Βασιλάκος ΤαμίαςΜετά το πέρας των διαδικασιών ο επανεκλεγής Πρόεδρος του Σωματείου, κ. Ξηραδάκης δήλωσε προς το Σώμα: “Το Νέο μας Διοικητικό Συμβούλιο με σημαία τις αξίες του Σωματείου και την παράδοση θα συμβάλλει στην διάδοση του International Propel-ler Club - Port of Piraeus με σκοπό να προσελκύσει νέα μέλη ενεργά και έτοιμα να προσφέρουν στο εθελοντικό έργο. Σε αυτή την δύσκολη εποχή είναι μια πραγματική ανακούφιση να έχουμε την στήριξη από όλα τα μέλη μας με σκοπό να συνεχίσουμε το έργο της ανάπτυξης του Propeller Club. Στη Σωματειακή αυτή προσπάθεια θα καλέσουμε όλα τα μέλη να συμμετέχουν σε αυτό το έργο. Οι αξίες ειναι ειλικρινείς και πολύτιμες. Μέσα από το CLUB κάναμε στενές φιλίες που πραγματικά μέτρησαν πολύ και σύντομα θα νιώσετε και εσείς αυτούς τους δεσμούς που το Διοικητικό Συμβούλιο μπορεί να προσφέρει .”Ο Γενικός Γραμματέας κ. Κώστας Θ. Κόντες ευχαριστώντας τόσο τα μέλη που τον ψήφισαν στη Γενική Συνέλευση όσο και τα Μέλη του Δ.Σ. που του ανέθεσαν το δύσκολο έργο του Γενικού Γραμματέα τόνισε: “ Έιμαστε όλοι μέλοι ενός ιστορικού Σωματείου, του αρχαιότερου ανάλογου Σωματείου της Ελληνικής Ναυτιλίας. Παίρνουμε δύναμη από την στήριξη όλων των μελών, παλαιών και νέων για να συνεχίσουμε την προσπάθεια μας για ανάπτυξη των σχέσεων των μελών μας μέσα στην Ελληνική κοινωνία, την ναυτιλιακή αγορά της και τον επιχειρηματικό κόσμο της. Θα πρέπει να είμαστε περήφανοι που είμαστε μέλη αυτού του CLUB που έχει πραγματικά μια ιστορία με μεγάλες προσωπικότητες να έχουν διατελέσει μέλη του Διοικητικού έχοντας προσφέρει τα μέγιστα σε αυτόν τον εθελοντικό αγώνα και εμείς καλούμαστε να το συνεχίσουμε διατηρώντας την παράδοση χωρίς να αγνοούμε το μέλλον και την ανάγκη του εκσυγχρονισμού. Είμαι δεύτερης γενιάς μέλος και νιώθω υποχρέωση μαζί σας να συνεχίσουμε την προσπάθεια με σκοπό να αφήσουμε κάτι στις άλλες γενιές.”Το Νέο Διοικητικό Συμβούλιο απαρτίζεται πλέον από:Γεώργιο Κ. Ξηραδάκη Πρόεδρος Δημήτριο Ι. Φαφαλιό Α’ Αντιπρόεδρος Δημήτριο Πατρίκιο Β’ ΑντιπρόεδροςΚώστα Θ. Κόντε Γενικός ΓραμματέαςΔημήτριο Βασιλάκο Ταμίας(Μέλη σε αλφαβητική σειρά)Γιαλούρη Δημήτριο, Δαλακούρα Μιχάλη, Κωνσταντίνου Κώστα, Λάππα-Παπαματθαίου Ζωή Μπελούση Ιωάννη, Ρόκκο Κωνσταντίνο, Σκόρδια Γεώργιο, Τιμαγένη Γρηγόριο, Τριπολίτη Μάρκο Φόρου-Τσιροζίδη Δέσποινα, Χειλά Ιωάννη.

Market News

98 NAFS MAY 2015

RINA chosen for Egyptian Golden Triangle development projectD’ Appolonia, engineering subsidiary of RINA group, has been chosen by Egypt’s Industrial Development Authority to lead the development of the master plan for Egypt’s mineral and energy rich Golden Triangle. The project, funded by International financial institutions and DONORs, is expected to create 400,000 jobs in the area between the Red Sea cities of Safaga and Al-Qusayr and Eastern Qena in Upper Egypt. The plan integrates agricultural, transport, indus-trial and tourist projects in the area. Roberto Carpaneto, CEO, D’Appolonia, says, “Egypt’s Golden Triangle offers the possibility to exploit phosphate for fertilizers projects, raw materials for the cement industry from shale and lime-stone, gold ores and gasoline produc-tion from oil shale and wind energy. Our expertise will be focused on developing a plan which will produce the economic benefits which Egypt needs while pro-tecting the environmental and social as-pects of the area. One of the industrial ‘quick wins’ transferred to Egypt will be the arrangement in clusters using facility managers with land leased to investors based, as an example, on a value chain approach applied to the exploitation of construction material or to phosphates for agro-industry ”.The planning will be led by D’Appolonia, working with Dutch industrial develop-ment Ecorys and USA J.T. Boyd mining experts. The aim is to create sustainable economic development while halting and reversing the destruction of the local ecosystem. The Egyptian government has declared the area a special economic zone and a 6000 sq km pilot project will begin in 2016 with the identification of mineral resources and development of infra-structure.

ABB, a global leader in power and automation technology, will deliver electrical propulsion and power systems to a new flagship hospital vessel for the Mercy Ships organization. The vessel, Atlantic Mercy (working title) will be built by China Shipbuilding Industry Corporation (CSIC) at the Tianjin Xingang Shipyard and scheduled for delivery in 2017. The Atlantic Mercy project construction will be managed by Stena RoRo. To be certified as a passenger vessel, the Atlantic Mercy will be fitted with a pair of ABB’s Azipod® C propulsion units, the most advanced propulsion system in modern passenger ships. ABB’s scope of delivery includes an energy saving Azipod C electrical propulsion system, which provides a high level of maneuverability, reliability and passenger comfort due to minimal vibration, and the main electrical power plant. When completed, the Atlantic Mercy will be the world’s largest civilian hospital vessel. The 37,000 gt vessel will feature full hospital, accommodation and training facilities and once in service, she will expand the Mercy Ship or-ganization’s activity on the African continent. There will be two hospital decks onboard, and six surgery rooms that can be used for both medical care and educational training. The ship will have beds for 109 acute-care patients, 45 self-care patients, and over 487 crew members and medical staff in 277 cabins. While in port, the ship’s capac-ity increases to 950 people. “We have done many challenging new buildings over the years but this is truly a fantastic project to work with. To know that the work we do on behalf of Mercy Ships can contribute to the wellbeing of so many make ourselves and selected partners such as ABB very proud to be involved,” says Staffan Stenfelt, New building manager at Stena RoRo. The power production system on board the Atlantic Mercy is designed to ensure power supply for the hospital functions in any possible fault situation. In addition, the ABB power and propulsion plant will be supported by a remote diagnostics system and around-the-clock telephone assistance to ensure uninterrupted operations. “ABB’s marine solutions supported with a global service network have already established a strong position across several high-end vessel segments that require outstanding reliability, flexibility and energy efficiency. This hospital vessel project continues the successful collaboration between ABB and Stena on state-of-the-art ships”, says Heikki Soljama, Managing Director for ABB’s marine and ports business.

ABB’s Azipod propulsion selected for world’s largest civilian hospital ship

An advanced hospital vessel under construction for the Mercy Ships charity will feature complete electrical power and propulsion systems from ABB.

H Endeavor Greece, διεθνής μη κερδοσκοπικός οργανισμός στήριξης της επιχειρηματικότητας και η Celestyal Cruises, η μοναδική ελληνική εταιρεία κρουαζιέρας που επιλέγει ως αφετηρία τα ελληνικά λιμάνια, ενώνουν τις δυνάμεις τους για τη στήριξη των ελληνικών προϊόντων και του τουρισμού. Μέσω της συνεργασίας, οι εταιρείες του δικτύου της Endeavor έχουν την ευκαιρία να διαθέσουν τα προϊόντα τους προς κατανάλωση ή αγορά στα κρουαζιερόπλοια της Celestyal Cruises αναδεικνύοντας τη μοναδική αξία των ελληνικών προϊόντων διατροφής στο διεθνές κοινό επιβατών κρουαζιέρας. Με τον τρόπο αυτό συμβάλλουν στη θετική εικόνα της χώρας στο εξωτερικό ενώ αξιοποιείται η παραδοσιακή ελληνική διατροφή που αποτελεί ανταγωνιστικό πλεονέκτημα για τη χώρα μας. Ο κ. Κυριάκος Αναστασιάδης Διευθύνων Σύμβουλος της Celestyal Cruises ανέφερε: “Είναι μεγάλη μας χαρά να συνεργαζόμαστε με το διεθνή μη κερδοσκοπικό οργανισμό στήριξης της επιχειρηματικότητας Endeavor καθώς μοιραζόμαστε το ίδιο όραμα, να προωθήσουμε την ελληνικότητα με κάθε τρόπο στους ξένους επισκέπτες μας. Είμαστε σίγουροι ότι η συνεργασία αυτή θα αποφέρει τα μέγιστα αποτελέσματα.”Ο Χάρης Μακρυνιώτης, Διευθύνων Σύμβουλος Endeavor Greece, δήλωσε: “Οι συνεργασίες αποτελούν αναπόσπαστο κομμάτι της φιλοσοφίας και της λειτουργίας μας. Είμαστε πολύ ικανοποιημένοι που ενώνουμε τις

δυνάμεις μας με τη Celestyal Cruises για την προώθηση των εταιρειών του δικτύου μας και των προϊόντων τους, αξιοποιώντας την κρουαζιέρα σαν μέσο προβολής της χώρας.”

Συνεργασία Endeavor Greece και Celestyal Cruises για προώθηση ελληνικών προϊόντων

RINA chosen for Egyptian Golden Triangle develop-ment project

RINA has been awarded a contract to provide design review and third party certification services for a major port and logistics hub development at Turk-menbashi, on the Caspian Sea coast of Turkmenistan.The $1.5bn Turkmenbashi International Port is being built by one of the lead-ing Turkish construction companies, Gap Insaat Yatırım ve Dış Ticaret A.Ş.. The port complex is due for completion in 2017 and will include four terminals, road and rail links, and a ship-repair yard. Freight throughput is expected to reach 25 million tonnes by 2020.Michele Francioni, CEO, RINA Services, says, “RINA has been chosen for the project design review and construction monitoring and certification because

we can bring together maritime, construction, infrastructure and project-management skills. RINA has a strong footprint in Turkmenistan, which is a growing and important trading nation in a key geo-strategic location. All parties respect our independence. We will provide our services to ensure the project is delivered on specification, making it a powerful economic generator in the Caspian region and a key link in the Silk Route.”A major pipeline is already being built to link Turkmenistan’s Galkynysh gas field, the world’s second-largest natural gas deposit, to Turkmenbashi. The port complex will export oil and gas products and textiles and facilitate trade between Europe and the Middle East and Asia.Says Francioni, “RINA’s experience with and focus on the environment is a key factor. The State Service of Maritime and River Transportation of Turkmenistan intends that the new port will be built from the outset as part of a multi-modal network linking road, rail and water transportation in an environmentally-friendly way. We know about ports, we know how to manage environmental issues, we know Turkmenistan, we understand what they want and we have good experience of working with Turkish construction companies on major infrastructure projects.”

Market News

MARCH 2015 NAFS 99

100 NAFS MAY 2015

Market News

Ships and offshore structures are increasingly dependent on programmable control systems. These integrated and networked solutions provide an ever-larger target for cyber threats. Cybersecurity in the maritime and offshore industry was also up for discussion at this year’s CMA Shipping event during a session with the US Coast Guard, ship owners and class representatives.In the past, critical network segments onboard vessels used to be kept isolated. This has changed a lot recently. “Ships and offshore structures are becoming more and more interconnected,” said Tor E. Svensen, CEO DNV GL - Maritime, when taking the stage at this year’s CMA (Connecticut Maritime Association) event in Stamford, CT. “In theory, all programmable components may be exposed to cyber threats, be it machinery, navigation or communication systems.”“This is a weak spot,” says Svensen. “There are many ways something can go wrong with the systems or software – be it caused by technical or human error, or cyber criminals.” According to Svensen, cyber-attacks pose an additional risk of someone with evil intent exploiting already existing vulnerabilities. The industry has seen its first cyber events, e.g. the manipulation of AIS, ECDIS and GPS data. Just last year, more than 50 cyber security incidents were detected in the Norwegian energy and oil and gas sector.There is already a lot that can be done today to improve protection against cy-ber-attacks: “At DNV GL, we have always favored a risk-based approach and also advocate this to reduce cyber risks,” Svensen said. He also recommended that asset owners and operators should consider cybersecurity self-assess-ments, third-party assessments, audits, testing and verification, and suggested that such requirements could also be implemented into future regulations.

Cybersecurity audits or “health checks” are starting points. With a combination of so-called Hardware In-the-Loop (HIL) and cybersecurity testing, DNV GL’s Marine Cybernetics unit offers tests addressing typical threats such as network storms and penetrations, password attacks, disconnections and communica-tion failures.Focusing on the integration of software dependent systems, DNV GL intro-duced its own Integrated Software Dependent Systems (ISDS) standard in 2009. Originally developed for the offshore industry and enhanced ever since, ISDS helps ensure that the integrated and stand-alone control-systems of a vessel perform reliably and safely. ISDS requirements are ensuring quality con-trol throughout the development process, which means the resulting systems are more robust by design.“If you have already taken care of software integrity, installed data protection and assessed the risks e.g. with HIL testing or ISDS, you are in a good position to take the next step in improving cybersecurity.”DNV GL has long-standing experience and a dedicated service portfolio addressing risks related to integrated information systems and also consults organizations such as the US Coast Guard (USCG) on building a regulatory framework. Recently, DNV GL provided comments to the USCG on “Guidance on Maritime Cybersecurity Standards,” drawing on DNV GL’s competence and cross industry cyber security knowledge in the Maritime, Oil & Gas and Energy industries. “If regulating authorities such as the USCG define cybersecurity requirements, DNV GL is well positioned to contribute to regulations, and to establish rules, class notations, recommended practices and guidelines,” Tor E. Svensen promised.

CMA Shipping 2015: DNV GL - Maritime CEO Tor Svensen addresses cybersecurity risks

MAY 2015 NAFS 101

Admissions have now opened for the new Postgraduate Diploma in Ex-ecutive Maritime Management, offered by the World Maritime University (WMU) in cooperation with DNV GL Maritime Academy. Managers in today’s extremely competitive maritime industry need to cope with ongo-ing technical, regulatory and commercial developments. They must also be able to anticipate future developments and react in advance. To give participants maximum flexibility, the Postgraduate Diploma is offered as a distance-learning programme, using the latest e-education systems or as an open-enrolment classroom-based learning programme in selected DNV GL Maritime Academies worldwide.“This new Postgraduate Diploma programme is a very exciting op-portunity to work with WMU to offer the industry something of unique value,” said Bernhard Löbermann from the DNV GL Maritime Academy. “Maritime executives must stay ahead of a rapidly changing complex set of technological, regulatory, environmental, and commercial factors to deliver optimal performance to their businesses. In recognition of this we have developed a programme, together with DNV GL, that keeps them ahead of the curve,” said Dr. Ilias Visvikis of WMU. “It addresses current topics that are critical to the market and provides a holistic education for maritime managers”, Löbermann adds.The programme lasts for eleven months, with a new module starting approximately every eight weeks. Participants can combine distance-learning with pre-recorded videos on an e-learning platform, self-assess-ments and collaboration tools, and classroom-based learning with live instructors, face-to-face discussions, hands-on exercises and access to

online material. To ensure that the programme adapts to the educational needs of each participant, a different method of delivery can be selected for each individual module.When participants successfully complete the five modules of the Diploma, they will be invited to attend the annual WMU Graduation Ceremony in Malmö, Sweden, where degrees are conferred by the Chancellor of WMU, the Secretary General of the International Maritime Organization (IMO).The five modules cover key issues in the maritime industry, including safety, technology, financial, environmental and leadership issues:

1) Setting the Scene: Contemporary Global Maritime Regulatory and Management Issues in the Shipping Sector2) Remaining Competitive in a Changing Market: Strategic Finan-cial Tools3) Managing Resources: Human Resource Management, Organ-isational Processes and Leadership in a Maritime Context4) Mastering Complexity: Effective Management of Safety, Security and Risk5) Staying Ahead of the Curve: Maritime Environmental Technol-ogy, Sustainability and ChallengesRegistration is open now and will close at the end of June. Courses will begin in September 2015.

Registration now open for new Postgraduate Diploma in Executive Maritime Management

Market News

102 NAFS MAY 2015

Market News

Amarcon, an ABB Group company, today announced that the company will deliver SEEMP-compliant OCTOPUS-Onboard fuel monitoring sys-tems for 12 Handysize bulk carriers that will be built by YangZhou GuoYu Shipbuilding Co., Ltd and delivered to the Singapore based owner Pioneer Marine Inc. in 2015 and 2016.

The Ship Energy Efficiency Management Plan (SEEMP) is an opera-tional measure that establishes a mechanism to improve the energy efficiency of a ship in a cost-effective manner. It has been mandatory on all vessels since 2013.

ABB’s SEEMP-compliant OCTOPUS-Onboard fuel monitoring set-up consists of Coriolis flow sensors, a Torductor torque measurement

system and a software solution. By sending the sensor-measured data to the software, the OCTOPUS-Onboard system makes important fuel consumption indicators available to the vessel crew and the onshore op-erations department. This way the system supports the crew in decision-making and enables them to optimize the fuel efficiency of the vessel. The data collected from the sensors can also be analyzed later using the OCTOPUS-Online portal.

ABB’s advisory solution allows Pioneer to take the fuel efficiency of the new vessels one step further: the vessels are of Green Dolphin design, which was created to reduce fuel consumption and to meet both current and future expected air and water emissions regulations.

“Safety of our people and protection of the environment are our top priorities. The OCTOPUS-Onboard advisory system compliments the Green Dolphin newbuild design and introduces a new dimension to ensuring optimal fuel efficiency. Accurate advice based on the sensor-measured information enables the crew to operate the vessel in the most fuel efficient manner, thus reducing our carbon footprint,” says Pankaj Khanna, President and CEO of Pioneer Marine.

“Fuel consumption is the highest operational expenditure for each and every vessel of the global fleet, and one of the biggest environmental concerns. Our OCTOPUS-Onboard system helps ship operators to effi-ciently optimize the fuel consumption of their fleet while they also reduce their emissions,” says Heikki Soljama, Managing Director for ABB’s Marine and Ports business.

ABB advisory selected to boost fuel efficiency of Pioneer Marine’s new bulk carriers

Bureau Veritas Marine appoint New Marketing Director & Chief Executive Marine for Greece & CyprusLeading International Classification Society Bureau Veritas has appointed Paillette Palaiologou as Marine Marketing & Sales Director within the Marine & Offshore Operating Group. She is tasked with defining and leading Bureau Veritas’ business development strategy and priorities in the maritime market.

Paillette Palaiologou says, “In tight markets each client needs specific support and services. The strength of Bureau Veritas is the wide portfolio of experi-ence we can bring to tailoring and delivering what shipowners and shipyards need. I am proud to have been given the chance to extend my marketing and sales activity to our global Marine Operations.”Philippe Donche-Gay, Executive Vice President Marine & Offshore Operating Group, says, “Paillette Palaiologou has a strong technical knowledge and a deep understanding of the needs of shipowners and shipyards. She will bring a great deal of energy to this position and will be the key to the continued suc-cess of our Classification Society.”

Paillette Palaiologou is a Naval Architect and holds a Master of Science in Ma-rine Engineering from the University of Newcastle upon Tyne. She started her professional career in Oceanbulk Maritime S.A. as Technical Superintendent, and then Head of Hull & Classification Department. In July 2005 she joined Bureau Veritas as a Marine Surveyor. She has subsequently been promoted first to Senior Surveyor, then Marketing & Business Development Manager for

the Hellenic and Black Sea Region.Anastasios Angelopoulos has been promoted to Marine Chief Executive for Greece & Cyprus, at Director Level.

Lambros A. Chahalis, Vice President Marine & Offshore Division for the Hel-lenic & Black Sea Region, says, “Both Paillette and Anastasios have strong knowledge in shipping & assist the shipping community in its entirety”.

The “Bureau Veritas Piraeus Greek Government” started its operation in October 2012, continuously providing for the successful growth in the Society’s registered tonnage. Last August Bureau Veritas reached 100.000.000 GRT in all type of ships, a forty per cent of which is to be attributed to Bureau Veritas Piraeus’ efforts.Anastasios Angelopoulos, since 2008, has been Marine Department Manager for Greece & Cyprus and Deputy Country Chief Executive since 2013. He started his professional career in Elefsis Shipyard (Greece) and in 1981 joined TROODOS SHIPPING covering different positions, from assistant Super-intendent Engineer up to Technical Manager, until 1994. He joined Bureau Veritas Piraeus as field Surveyor in 1994. In 1996 he was promoted as Senior Surveyor and later on became Ships in Service Operational Manager (SSOM). Anastasios Angelopoulos graduated in Naval Architecture & Marine Engineer-ing and holds a degree from Sunderland Polytechnic (UK-1976).

Market News

SKF’s seminar “Condition Based Maintenance optimizing Asset efficiency”

MAY 2015 NAFS 103

SKF Hellas’ seminar “Condition Based Maintenance (CBM) optimizing Asset efficiency” was held in Piraeus on Tuesday 21st April and was kindly hosted in the auditorium of Neda Maritime Agency.The seminar drew the participation of 30 individuals, compris-ing technical directors, superintendent engineers & journalists.The main speaker of the seminar was Mr Gerald Rolfe, Service Business Development Manager of SKF Marine who is respon-sible for SKF Asset Management Services, including the Ma-rine Condition Based Maintenance Service Strategy, offering Specialist Condition Monitoring Product and Service solutions to Fleet Owners, Operators and Managers worldwide.During his presentation, the need for a strategic approach to Fleet maintenance, including selection of critical equipment, optimization of the maintenance strategy and integration of the Condition Based Maintenance program with planned mainte-nance procedures, were discussed. The correct approach to Condition Based Maintenance program management, able to deliver value in longer term, and a brief overview of Condition Monitoring services, using Portable and Online Condition Monitoring technology were among the key issues of the discussion.Condition based maintenance, supported by effective condition monitoring techniques, not only helps ship operators gain significant benefits from effective maintenance planning and simplified classification surveys, but it also helps to improve reliability and up-time of the most critical onboard machines. With a foundation of high-quality engineering, SKF has throughout the years supported both OEMs and end users to improve the design and reliability of marine machinery. Combining this engineering knowledge with the wide portfolio of SKF products and services for asset efficiency, SKF has gained global leadership and acceptance as today’s preferred provider of condition-based maintenance solutions of the marine industry.

Το Ίδρυμα «Μαρία Τσάκος» και η HELMEPA σε εθελοντικούς καθαρισμούς στα Καρδάμυλα της Χίου

New Board of Directors for PAMA

Η HELMEPA υποστήριξε και συμμετείχε στην πρωτοβουλία του Ιδρύματος «Μαρία Τσάκος»-Διεθνές Κέντρο Ναυτικής Έρευνας και Παράδοσης, να οργανώσει εθελοντικούς καθαρισμούς στα Καρδάμυλα, 25 και 26 Απριλίου, στο πλαίσιο της Ευρωπαϊκής Ημέρας Καθαρισμού 2015.Στέλεχος της HELMEPA ενημέρωσε και συντόνισε μαζί με στελέχη του Ιδρύματος τους διήμερους καθαρισμούς, στους οποίους συμμετείχαν μαθητές και μέλη της Συμβουλευτικής Επιτροπής της Μαθητικής Στέγης Καρδαμύλων «Το Σπίτι της Μαρίας», στελέχη της TSAKOS Shipping and Trading (γραφείο της Χίου), κάτοικοι των Καρδαμύλων, μέλη του Συλλόγου Γυναικών, του Φιλοπρόοδου Ομίλου και του Ναυτικού Ομίλου.Οι 60 εθελοντές καθάρισαν συνολικά 1,5 χλμ ακτής «από τους Μύλους του Μαυρή ως τα Κόκκινα» συλλέγοντας περίπου 230 κιλά απορρίμματα! Πέρα από τα συνηθισμένα αντικείμενα που δεν έχουν θέση στις ακτές μας όπως καλαμάκια, καπάκια, πλαστικά και αλουμινένια κουτιά, στα νέα «κοχύλια» των θαλασσών, όπως τα αποκάλεσε με απογοήτευση ένας εθελοντής, βρέθηκαν ξυριστική μηχανή, παπούτσια, καρέκλες, λάστιχα αυτοκινήτων, σκληρός δίσκος υπολογιστή, κατεστραμμένες φουσκωτές βάρκες και άγκυρες, πολλά κομμάτια από δίχτυα, ένας νεκρός Γλάρος και ένα χέλι. Οι εθελοντές ανανέωσαν το «ραντεβού» για δράση για τις 9 και 10 Μαΐου. Με χαρά περιμένουμε να καλωσορίσουμε στο Πρόγραμμα «Ναυτίλοι της HELMEPA» τους μαθητές της Μαθητικής Στέγης Καρδαμύλων «Το Σπίτι της Μαρίας», αλλά και άλλους νέους και νέες που συμμετείχαν στους καθαρισμούς.

The new Governing Body of the Piraeus Association for Maritime Arbi-tration, elected on the Annual General Board Meeting, consists of :

President : Georgakopoulos CharalamposVice President : Rakintzis LeandrosSecretary General: Pournara – Vardavilia Jenny Treasurer : Pentheroudakis NickMember : Tsavdaridis AntoniosSubstitute Members : Sariyannidis Chryson, Matthaiou Antony, Economou George, Pothitou Mary, Liouta Victoria

The Piraeus Association for Maritime Arbitration (PAMA) aims at de-veloping the institution of Maritime Arbitration and Mediation in Greece and particularly in Piraeus.Maritime disputes can be resolved in Greece following internation-ally accepted practices (UNCITRAL) and on highly favorable terms and conditions. PAMA is capable of producing high-quality results at a lower cost and faster compared to similar processes in other shipping centres.PAMA is closely working with the Hellenic Shipbrokers Association, ELINT, HMTCA , Naval Technical Consultants and Experts and the Maritime Lawyers Association, in order to enhance awareness and organize workshops, both internationally and locally, to familiarize with the advantages of arbitrating in Greece.These synergies, among other things, contribute to the national plan for the creation of added value in the area of shipping services. Resulting from the continuous growth of passenger ships’ calls and transport of goods, the development of Piraeus in one of the most important ports in Europe creates multiple needs and opportunities in all related areas.

104 NAFS MAY 2015

Market News

Over 200 Key Customers attended the Alfa Laval – Technava Event!Alfa Laval – a world leader in heat transfer, separation and fluid handling – has held together with our partner Technava - one of the leading companies in the supply, instal-lation and service of equipment on board all types of ships, for the promotion and distribution of Alfa Laval Aalborg products - a successful Marine event on April, 21st with more than 200 key customers attending it.

The event promoted an innova-tive product portfolio focusing on the Pure range, PureDry, PureSox, PureBilge and Boilers & their controls.

Mr Peter Leifland, Executive Vice President Marine and Diesel Division Alfa Laval, seized the opportunity to visit Alfa Laval refurbished offices and newly Certified Service Centre, meet customers and give a speech together with Technava during a forum at the Ledra hotel with over 600 executives.

“This event has been another sign of the great partnership with Technava and synergies being developed with them on the Greek market”, has com-mented Sergio Hike, managing director of Alfa Laval, Adriatic Region.

Transas and the Center for Simulator and Maritime Training (CSMART) -- the world-class training facility for Carnival Corporation & plc, the world’s largest travel and leisure company with nine global brands and a fleet of 101 cruise ships -- signed a multi-million euro contract to utilize Transas’ state-of-the-art simulators at CSMART’s new facility, scheduled to open in summer 2016 in Almere, just outside Amsterdam. Carnival Corporation has operated its current CSMART training facility in Almere since 2009. The new CSMART facility will be much larger, with capacity for providing annual training for 6,500 deck and engineer-ing officers. The CSMART facility will be the largest in terms of training capacity and will utilize the most advanced and innovative technology solutions available in the maritime industry.

The CSMART facility will house navigational and engine room simulators in various configurations from classroom stations up to part-task and full mission solutions, interlinked to provide training and assessment for the entire crew. The new simulation complex will be three times larger than the existing facility.Transas’ innovations for the CSMART project are likely to revolutionize the maritime simulation industry. Among them is the use of Nvidia grid computers, which will save 70 percent of power consumption and will greatly enhance the management of the system and its redundancy.

An IP-based matrix switching system will contribute to the most flexible information exchange ever. It will be possible to access any task on any screen within the simulator. CCTV camera technology used at the ESA Space Centre will provide professional broadcast, AV control, recording and archiving system with full synchronization of all workstations, cameras, audio and more. This was the essential requirement for the Carnival Corporation and CSMART team, as it will optimize the level of the training experience.Within this project, Transas will develop 12 cruise ship models and deliver 60 sailing areas specific for Carni-val vessels’ operations and three new cruise ship engine models with different propulsion systems, including virtual replica of ship automation systems.

“At Carnival Corporation, our number one priority is the safety and comfort of the nearly 11 million guests who sail with us every year,” said Captain Hans Hederstrom, managing director of CSMART. “For us, provid-ing the world’s best training to our deck and engineering officers is essential in helping us meet that priority. For that reason, we recruit the best and most passionate instructors in the maritime industry -- and we have formed important partnerships with companies such as Transas, one of the world’s most respected leaders in providing innovative and reliable software and hardware technology solutions for our industry and others. The solutions from Transas provide our instructors with truly state-of-the-art technology -- and that gives them the ability to provide the best possible training experience to the thousands of deck and engineering of-ficers who go through our intensive curriculum. We appreciate the commitment to excellence to training that Transas shares with all of us at Carnival Corporation.”

Transas Signs Agreement With Carnival Corporation

The World’s Largest Cruise Company Will Utilize the Maritime Industry’s Most Advanced Simu-lators from Transas at the Company’s World-Class Training Facility in Netherlands, Where 6,500 Deck and Engineering Officers Go Through Extensive Annual Training

Market News

MAY 2015 NAFS 105

6,39 εκατομμύρια Ευρωπαίοι ταξίδεψαν το 2014 παρά τις δύσκολες οικονομικές συνθήκεςΗ αγορά της κρουαζιέρας στην Ευρώπη αγγίζει επίπεδα ρεκόρ: • 44% αύξηση των επιβατών κρουαζιέρας από την αρχή της οικονομικής κρίσης• Η υποστήριξη από μετόχους και διαμορφωτές της πολιτικής είναι ζωτικής σημασίας για μια μακρόχρονη ανάπτυξη• Η Ελλάδα στρατηγικό ρόλο στην αγορά της κρουαζιέρας με αύξηση στο Home porting

Ο κος Pierfrancesco Vago, Διευθυντής της CLIA – Cruise Line International Association (Διεθνής Ένωση Κρουαζιέρας) στην Ευρώπη, ανακοίνωσε κατά το 31ο συνέδριο κρουαζιέρας στο Μαϊάμι, ότι περισσότεροι Ευρωπαίοι από ποτέ έκαναν κράτηση για κρουαζιέρα το 2014, σημειώνοντας αύξηση 0,5% σε σύγκριση με το 2013.

Από τo ξεκίνημα της οικονομικής κρίσης το 2008, η αγορά της κρουαζιέρας στην Ευρώπη έχει αναπτυχθεί κατά 44%, αποδεικνύοντας την ευελιξία του συγκεκριμένου κλάδου. Σύμφωνα με τα τελευταία διαθέσιμα στοιχεία, η επίδραση της κρουαζιέρας στην οικονομία της Ευρώπης άγγιξε τα 40 δισεκατομμύρια το 2013, προσφέροντας περίπου 340.000 θέσεις εργασίας.

Ο κος Pierfrancesco Vago, Διευθυντής της CLIA και Διευθυντικό Στέλεχος της MSC Cruises, ανέφερε σχετικά: «Για ακόμη μια φορά, ο αριθμός των Ευρωπαίων που επέλεξαν την κρουαζιέρα για τις διακοπές τους έσπασε ένα νέο υψηλό ρεκόρ, φτάνοντας τα 6,39 εκατομμύρια, παρά τις συνεχιζόμενες οικονομικές δυσκολίες στην Ευρώπη. Χάρη στις προσπάθειες μας, η κρουαζιέρα απέδειξε άλλη μια φορά ότι είναι μια εξαιρετική επιλογή για τις διακοπές για εκατομμύρια Ευρωπαίων επιβατών και όχι μόνο, ενώ έχει αποκτήσει ακόμα περισσότερη αξία».Το 2014, η Γερμανία «τερμάτισε» πρώτη στην Ευρώπη με 1,77 εκατομμύρια επιβάτες στην κρουαζιέρα, ενώ η Γαλλία κατοχύρωσε την τέταρτη θέση στην αγορά της Ευρώπης, με μια εντυπωσιακή αύξηση της τάξης του 13,7%. Την ίδια στιγμή παρουσιάστηκε μείωση στη δρομολόγηση κρουαζιερόπλοιων στη Μεσογείου, κάτι που επηρέασε αρκετές αγορές, αφενός λόγω των μεμονομένων στρατηγικών των τοπικών εταιρειών κρουαζιέρας και αφετέρου λόγω των συνεχιζόμενων οικονομικών δυσχερειών.Σχολιάζοντας την αύξηση της τάξης του 0,5% για το 2014 ο κος Pier-francesco Vago είπε: «Μπορεί να φαίνεται ένα μικρό επίτευγμα, αλλά αν αναλογιστούμε το οικονομικό κλίμα της Ευρώπης καταλαβαίνουμε ότι αυτό είναι ένα πολύ καλό αποτέλεσμα το οποίο εξυπηρετεί την τάση της βιομηχανίας για σταθερή ανάπτυξη κάθε χρόνο. Ενώ η Ευρώπη παλεύει να ανακάμψει από την οικονομική κρίση, ο κλάδος της κρουαζιέρας συνεχίζει να μεγαλώνει. Έχουμε αναπτυχθεί κατά 44% από το 2008.»Ο κος Pierfrancesco Vago συνοψίζοντας είπε: «Ο χαμηλότερος ρυθμός ανάπτυξης που παρουσιάζεται το 2015 μας υπενθυμίζει ότι η επιτυχία δεν πρέπει ποτέ να θεωρείται δεδομένη. Είμαστε αισιόδοξοι για το μέλλον καθώς βλέπουμε ότι η ζήτηση της κρουαζιέρας αυξάνεται σε παγκόσμιο επίπεδο και γνωρίζουμε ότι οι ευκαιρίες για την Ευρώπη είναι πολλές - από τα χαμηλά ποσοστά διείσδυσης της αγοράς, μέχρι τα νέα πλοία που πρόκειται να ταξιδέψουν. Χρειάζεται να δουλέψουμε ακόμα πιο σκληρά με τους Ευρωπαίους μετόχους και τους πολιτικούς φορείς ώστε να αντεπεξέλθουμε στις κοινές μας προκλήσεις και να αυξήσουμε την πίεση για μια Ευρώπη επιχειρηματικά πιο φιλική.»Ο κος Raphael von Heereman, Γενικός Διευθυντής της CLIA στην Ευρώπη, ανέφερε σχετικά: «Υπάρχουν ακόμα πολλές προκλήσεις που πρέπει να αντιμετωπίσουμε στην Ευρώπη, και σε αυτές συμπεριλαμβάνεται η επαναθεώρηση της Ευρωπαικής VISA. Αν δεν δράσουμε εγκαίρως με αυτό, η Ευρωπαϊκή Ένωση κινδυνεύει να χάσει την ανταγωνιστικότητα της σε τρίτες χώρες καθώς και σημαντικά έσοδα στο πλαίσιο του εμπορίου, των επενδύσεων και των θέσεων εργασίας. Στον αντίποδα, η έγκαιρη

αποδοχή μιας «smart Visa» θα δώσει ώθηση στον τουρισμό της Ευρώπης και θα προσφέρει ακόμα περισσότερες δυνατότητες στη βιομηχανία της κρουαζιέρας προκειμένου να ενισχύσει την Ευρωπαϊκή οικονομία και κοινωνία.»Μετά από δύο χρόνια σχετικά χαμηλών επιδόσεων για τη χώρα που οφείλονταν στην οικονομική κρίση, η Ελλάδα παρουσιάζει ανάκαμψη της κρουαζιέρας, με αύξηση 10% της εγχώριας επιβατικής κίνησης για το 2014. Η Ελλάδα παρόλο που έχει εξαιρετικές προοπτικές ανάπτυξης στον τομέα της κρουαζιέρας, με φυσική και πολιτιστική ομορφιά και στρατηγικό ρόλο, δεν έχει ακόμα προωθήσει σε μεγάλο βαθμό αυτόν τον τρόπο διακοπών. Η κρουαζιέρα στην Ελλάδα επικεντρώνεται στους προορισμούς και transit επιβάτες, με το 90% των δρομολογίων κρουαζιέρας να περιλαμβάνουν τη Μεσόγειο και τη Μαύρη θάλασσα. Αυτή η τάση φαίνεται ότι θα συνεχιστεί δεδομένου και του υψηλού κόστους των αεροπορικών εισιτηρίων.Ο κος Κυριάκος Αναστασιάδης, CEO της Celestyal Cruises και μέλος της Εκτελεστικής Επιτροπής CLIA Ευρώπης, δήλωσε: «Η κρουαζιέρα για άλλη μία χρονιά ακολουθεί μία δυναμική πορεία ανάπτυξης και θετικών επιδόσεων. Η ανάκαμψη του ελληνικού τουρισμού έχει επηρεάσει θετικά και την κρουαζιέρα στη χώρα μας και σύμφωνα με τις μέχρι τώρα εκτιμήσεις για το 2015, φαίνεται ότι θα είναι μία καλή χρονιά σε αριθμό επισκεπτών και επιβατών. Αναφορικά με την κρουαζιέρα με αφετηρία τα ελληνικά λιμάνια (Home Porting) συνεχίζεται η ανοδική τάση όπου εκτιμούμε μία αύξηση της τάξης του 20%»Βασικά στοιχεία που δημοσιεύθηκαν από την CLIA Ευρώπης:• Αριθμός ρεκόρ με 6.387.000 Ευρωπαίους να επιλέγουν κρουαζιέρα το 2014 • Βάσει αυτού του στοιχείου σημειώνεται ανάπτυξη της τάξης του 0,5% στην αγορά κρουαζιέρας στην Ευρώπης, συγκριτικά με πέρσι.• Ο αριθμός των Ευρωπαίων που επιλέγει την κρουαζιέρα για τις διακοπές του έχει αυξηθεί κατά 44% από το 2008, όταν ξεκίνησε η οικονομική κρίση. Ο κλάδος της κρουαζιέρας παρουσιάζει κάθε χρόνο σταδιακή ανάπτυξη.• Η Γερμανία έρχεται πρώτη στην αγορά της κρουαζιέρας στην Ευρώπη με 1,77 εκατομμύρια επιβάτες, αύξηση κατά 5%, κυρίως λόγω της σωστής στρατηγικής από τις εγχώριες εταιρείες κρουαζιέρας AIDA και TUI.• Ο αριθμός των επιβατών μεταφέρεται από τα λιμάνια της Μ. Βρετανίας, η οποία ενώ παρουσιάζει αύξηση στις πτήσεις, εμφανίζει μείωση κατά 4,8% στον αριθμό επιβατών κρουαζιέρας για το 2014.• Η Ιταλία παραμένει η τρίτη μεγαλύτερη αγορά στη βιομηχανία της κρουαζιέρας, παρά την μείωση που εμφάνισε κατά 3,1%, η οποία αποδίδεται στη μείωση της ανάπτυξης της χωρητικότητας της Μεσογείου.• Η Γαλλία έχει πετύχει μια εντυπωσιακή ανάπτυξη (13,7%), η οποία και την καθιερώνει στην τέταρτη θέση για την Ευρώπη.• Η Ισπανία συνεχίζει πτωτικά (-4,5%), λόγω της μείωσης του αριθμού επιβατών στη Μεσόγειο και τις κλειστές δραστηριότητες στην Ιβηρική χερσόνησο, παρόλο που αυτή η μείωση είναι πιο μικρή απ’ ότι ήταν πριν από δύο χρόνια.• Η Σκανδιναβική αγορά παρουσιάζει, φέτος, αύξηση κατά 5,6%.• Το 2013, τα τελευταία διαθέσιμα στοιχεία από τον Απολογισμό Ευρωπαϊκής Οικονομικής Συνεισφοράς αναφέρουν ότι ο κλάδος της κρουαζιέρας προσέφερε πάνω από 339.000 θέσεις εργασίας και 39,4 δισεκατομμύρια ευρώ ετησίως.

106 NAFS MAY 2015

Market News

Η Celestyal Cruises, η οποία δραστηριοποιείται εδώ και 30 χρόνια στον κλάδο της κρουαζιέρας και είναι η μοναδική εταιρεία που χρησιμοποιεί ως αφετηρία τα ελληνικά λιμάνια, στηρίζει εμπράκτως τους σπουδαστές της Ακαδημίας Εμπορικού Ναυτικού Σύρου που επιθυμούν να σταδιοδρομήσουν στην κρουαζιέρα. Με στόχο την ενίσχυση της ναυτικής εκπαίδευσης αλλά και της εξειδίκευσης στην κρουαζιέρα, τη Δευτέρα 20 Απριλίου, η εταιρεία επιβράβευσε με χρηματική υποτροφία τον σπουδαστή Ανδρέα Φωτεινιά για τις εξαιρετικές ακαδημαϊκές επιδόσεις του. Παρουσία του καπ. Γεώργιου Κουμπενά, Αντιπρόεδρου επιχειρήσεων, και του Πλοιάρχου του Celestyal Olympia, καπ. Στάθη Ρωμαίο ο σπουδαστής έλαβε δίπλωμα υποτροφίας ως ένδειξη αναγνώρισης των προσπαθειών του για α’ εξάμηνο. Η υποτροφία αυτή είναι σημαντική γιατί εκτός από τη χρηματική ενίσχυση των σπουδών του ο υπότροφος θα έχει τη δυνατότητα να συμμετέχει στα εκπαιδευτικά ταξίδια αποκτώντας πολύτιμη εμπειρία στον κλάδο της κρουαζιέρας, ενώ δίνεται και η ευκαιρία για μελλοντική ένταξη στο δυναμικό της εταιρείας. Η Celestyal Cruises στηρίζει εμπράκτως την ελληνική κρουαζιέρα και προσπαθεί να δίνει το έναυσμα και την κινητήριο δύναμη στους νέους για να ασχοληθούν με τον κλάδο, προσφέροντας την εμπειρία και τεχνογνωσία της.

Η Celestyal Cruises επικροτεί και επιβραβεύει έμπρακτα τη νέα γενιά πλοιάρχων

Σημαντικές διακρίσεις για τη Celestyal Cruises στα φετινά HR Community Awards

Σε μια εποχή που είναι έκδηλη η ανάγκη για εκσυγχρονισμό με καινοτόμες πρακτικές και στρατηγικές λόγω και της δύσκολης συγκυρίας που εργαζόμενοι και επιχειρήσεις βιώνουν, η Celestyal Cruises κερδίζει το στοίχημα και επιβραβεύεται. Στις 14 Μαΐου, στο πλαίσιο του HR Community Conference & Awards 2015, πραγματοποιήθηκε η τελετή απονομής των HR Community Awards, στο ξενοδοχείο Divani Caravel, με στόχο την επιβράβευση αξιόλογων πρακτικών στον τομέα της διοίκησης του ανθρώπινου δυναμικού. Η Celestyal Cruises, σε σύνολο είκοσι οκτώ βραβείων, απέσπασε πέντε Silver Awards, τις ανώτατες βραβεύσεις των κατηγοριών, καθώς δεν συγκέντρωσαν άλλες υποψηφιότητες χρυσό βραβείο και πιο συγκεκριμένα στις κατηγορίες «Διαχείρισης Αλλαγών», «Εταιρικής Κοινωνικής Ευθύνης», «Πολιτικής Κινήτρων και Παροχών», «Διαχείρισης Απόδοσης & Αμοιβών» αλλά και της κατηγορίας «Καλύτερου Τμήματος Ανθρώπινου Δυναμικού».

Η κα Ταλίν Τσαλικιάν, Διευθύντρια Ανθρώπινου Δυναμικού της Celestyal Cruises δήλωσε σχετικά: «Οι διακρίσεις αυτές είναι σημαντικές για την Ce-lestyal Cruises και αποτελούν μια επιβράβευση για τη μέχρι τώρα πορεία της αλλά και την κινητήριο δύναμη για ακόμα καλύτερα αποτελέσματα στο μέλλον. Τα εύσημα για την επιτυχία της Celestyal Cruises δίνονται στην εκπληκτική ομάδα του τμήματος Ανθρώπινου Δυναμικού, που προσπαθεί κάθε φορά να προσφέρει το καλύτερο δυνατό τόσο σε κοινωνικό επίπεδο, όσο και στο

εσωτερικό της εταιρείας».Η Celestyal Cruises, η μοναδική εταιρεία κρουαζιέρας με έδρα την Ελλάδα, επιδιώκει διαρκώς να προωθεί την Ελλάδα, το φυσικό της πλούτο, την ιστορία και τον πολιτισμό της με κάθε τρόπο. Βασική προτεραιότητα της εταιρείας είναι να συνεισφέρει στην εθνική οικονομία και κυρίως στις τοπικές κοινότητες και αυτό το επιδιώκει με κάθε ευκαιρία.

H Celestyal Cruises προσέφερε υποτροφία ενός έτους σε σπουδαστή της Ακαδημίας Εμπορικού Ναυτικού (ΑΕΝ) Σύρου

Η Celestyal Cruises παραμένοντας πιστή στις καινοτόμες πρακτικές στη διοίκηση του Ανθρώπινου Δυναμικού απέσπασε πέντε βραβεία

As the only home-porting cruise line in Greece, Celestyal Cruises is an ambassador for the best of Greece. No other cruise line takes its passengers to so many Greek destinations or provides them with such warm-hearted, traditional Greek hospitality - we are the only cruise line that immerses its passengers in the best of Greece, in its culture, its gastronomy, its history... We have brought the best of our home country to hundreds of thousands of delighted travelers from almost 150 countries.

We continue to invest in Greece and to promote our homeland around the globe as one of the world’s great destinations. We create jobs and support local economies throughout Greece; we contribute to the improvement of infrastructure throughout Greece, and we do everything we can to preserve and protect the country’s terrestrial and marine environments.

We are passionate about what we do and proud to create value and opportunities while bringing the best of Greece to the world. This is “Kalimera.” This is Celestyal Cruises.

Bringing the best of Greeceto the world

Gastronomy History Archaeology Culture and Heritage Music Wine and Spirits Chios Masthiha

SpecialThemed Events

for 2015

morethan 80

www.celestyalcruises.com

nafsIssue 99 - July 2014

ΚΩΔ. Γ.Γ. 2229ISSN 1107-3179

Bimonthly Review for the Shipping industry

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Posidonia 2014...and the winner is KAMINCO USA,

Galileo’s Cryobox

Cruise Industry’s economic contribu-

tion sets all-time high in Europe

Vicky LioutaGreek Shipping at a boom?

Post Posidonia pulse

Ted PetropoulosWhat a difference 90 days

makes for Private Equity Funds in Shipping

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