Nafs september 2014

ΝΑΥΣBimohthly Review for the Shipping Industry

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

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nafs March 2014 63

CRUISE CONTROL

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Index September 2014 - issue 100

06. ΚΩΣΤΑΣ ΔΟΥΚΑΣ: ΝΑΥΣ, ταξείδι εύπλοιας 15 ετών

08. ΝΙΚΟΣ Κ. ΔΟΥΚΑΣ: 100 τεύχη Ιστορίας.18 χρόνια δημοσιογραφίας.

10. TED PETROPOULOS: Solid growth in Greek Shipping; an opportunity or a threat?

12. DIMITRIS POULOS: Alfa Laval aims to help its customers become more productive

14. CHARIS VALENTAKIS: The key role of a representativeoffice in shipping.

16. JOHN SMYRNEOS: Our mission is to make a real difference

20. KYRIAKOS ANASSTASIADIS: Greece remains a key market for the European Industry

26. SPYRIDON ZOLOTAS: “Should the future of Classification Societ-ies be based on co-operation or independence?”

34. NIKOLAOS BOUSSOUNIS: DNV GL - In the business of being safer, smarter and greener

38. THEOFILOS XENAKOUDIS: In close with the owners and operators

42. IOANNIS ALEXOPOULOS: All is (not) lost; greek shipowners’ survival in a turbulent ship -financing industry

46. THEODOSIS STAMATELLOS: We have the right people at the right place at the right time and that we lead the technology change

50. Dr. ILIAS VISVIKIS & Dr. DIMITRIS DALAKLIS: Managers in Today’s Competitive Maritime Industry: Staying Ahead of the Curve

58. TASSOS KAKLAMANIS: PPG Protective and Marine Coatings;Innovative coating solutions for the shipping industry

62. DIONISSIS CHRISTODOULOPOULOS: The key role of MAN Diesel and Turbo in Marine Industry

66. ΘΕΟΔΩΡΟΣ ΠΙΤΣΙΡΙΚΟΣ: «Υποψήφιος στρατηγικός επενδυτής στο Λιμάνι του Πειραιά: Αναγκαίο κακό ή καλό;»

72. MICHALIS PANTAZOPOULOS: Liberian Registry: Innovation for Quality, Safety, and Services

66. TERJE DYHRE: The role of KONGSBERG MARITIME to deliver ad-vanced and reliable solutions that improve safety, security and performance to the shipping industry

22. XRTC: Ετήσια μελέτη για την Ελληνική Ακτοπλοΐα -2014

28. ALFA LAVAL: Ten years of Pure Thinking

98.ClassNK expands Joint Research in Europe

ΑΝΕΜΟΛΟΓΙΟ06 | Νησίδα σωτηρίας για την Ελλάδα τα ΠΟΣΕΙΔΩΝΙΑ 2014

ΚΩΣΤΑΣ ΔΟΥΚΑΣ08 | Αιγαίο: Επενδύσεις για λίγους , Πολλά λεφτά, μεγάλα περιθώρια κέρδους

ΠΑΝΑΓΙΩΤΗΣ ΔΟΥΚΑΣ10 | Ballast ώρα μηδέν (Το ballast υπό...έρμα

TED PETROPOULOS12 | Shipping finance lagging behind the recovery of Shipping

VICTORIA LIOUTA14 |How easy is to define the future for the marine insurance industry?

CONFERENCES16 | 2nd Maritime Trends Conference

TSAGARIS YACHT PAINTING28 | “We provide value added services to our clients”

HALKITIS SHIPYARDS30 | A modern yard specialized in refurbishment and maintenance of MEGA YACHTS

KAMINCO ARTICLE32 | Kaminco and Galileo bring on demand LNG to the marine industry

ABB ARTICLE34 | A Clean, efficient solution for IMO Tier 3: Gas and Dual-Fuel Engines

APOSTOLOS POULOVASSILIS40 | The LNG as a marine fuel case

ALFA LAVAL42 | AQUA Blue brings more to the most energy- efficient freshwater generator

GIORGIOS TERIAKIDIS44 | LNG: The Chicken, the egg and beyond

POLSKI REGISTER50 | The newly appointed PRS Management Board

LIBERIA REGISTRY52 | Liberia continues quality growth and strengthens market position

RAMSUS FOLSE58 | Selecting the right Ballast Water Treatment System

LAMBROS A. CHAHALIS60 | BV: Moving with the market

ATHANASIOS REISOPOULOS64 | Present and future of Classification Societies

DIMITRIS VRANOPOULOS72 | We offer our customers a value added service

RAFFAELE PICIOCCHI74 | LNG bunkering: present and future

COVER STORY76 | PPG PROTECTIVE AND MARINE COATINGS

TECHNOLOGY90 | Alfa Laval’s PureBallast 3.0

FORUMS94 | Capital Link’s annual Greek shipping forum draws 1100 delegates

WISTA116 | The 19th Annual General Assembly of WISTA Hellas

LOUIS CRUISES118 | Νέοι προορισμοί, θεματικές κρουαζιέρες και βιώσιμη ανάπτυξη, η κεντρική στρατηγική για το 2014

TECHNOLOGY128 | Wärtsilä’s Propulsion Condition Monitoring Service recognised by three major classification societies

EVENTS143 | Hiab celebrates 70 years of load handling leadership

BWTS144 | Ecochlor®Ballast Water Treatment System

IMO155 | IMO 25 years of International Maritime Law Institute celebrated

IMO155 | IMO and Bangladesh announce major collaboration to improve ship-recycling standards

ΚΩΣΤΑΣ ΔΟΥΚΑΣ156 | Ταξίδι στη Γνώση

Index

Printed In recycled paperΕτήσια συνδρομή εσωτερικού 50 ευρώ. Ετήσια συνδρομή εξωτερικού USD 70. NAFS, ISSN 1107-3179. Ετήσια συνδρομή εσωτερικού 50 ευρώ. Ετήσια συνδρομή εξωτερικού USD 70. NAFS, ISSN 1107-3179. Απαγορεύεται η αναδημοσίευση, η αναπαραγωγή, ολική, μερική ή περιληπτική, ή κατά παράφραση με οποιοδήποτε τρόπο, χωρίς προηγούμενη γραπτή άδεια του εκδότη, εκτός αν αναφέρεται το περιοδικό ΝΑΥΣ ως πηγή των πληροφοριών αυτών. Οι απόψεις των συνεργατών και αρθρογράφων της ΝΑΥΣ δεν απηχούν κατ’ ανάγκη και τις θέσεις του περιοδικού και του εκδότη. Οι αρθογράφοι του περιοδικού φέρουν την αποκλειστική ευθύνη της ιδιοκτησίας των κειμένων που αποστέλουν προς δημοσίευση και οφείλουν να γνωστοποιούν την πηγή ή τις πηγές στην οποία ή στις οποίες αναφέρονται εαν υπάρχει.

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June 2014

ISSUE 98 / APRIL-MAY 2014ISSUE 100 - September 2014

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Το ΝΑΥΣ γεννήθηκε και...βαπτίσθηκε τον Νοέμβριο του 1996 θέτοντας και καθιερώνοντας νέους όρους και αντιλήψεις γύρω από το σοβαρό αντικείμενο της ναυτιλιακής δημοσιογραφίας. Μιάς δημοσιογραφίας, που τιμήθηκε με το βραβείο του Ιδρύματος Αθαν. Μπότση. Ανάδοχος του ΝΑΥΣ υπήρξε φυσικά ο Όμηρος, ο προπάππος όλων των Ελλήνων, ο οποίος στην Οδύσσεια ραψωδία θ, 550 γράφει: «ΟΥ ΜΕΝ ΓΑΡ ΤΙΣ ΠΑΜΠΑΝ ΑΝΩΝΥΜΟΣ ΕΣΤ’ ΑΝΘΡΩΠΩΝ...ΕΠΗΝ ΤΑ ΠΡΩΤΑ ΓΕΝΗΤΑΙ» (κανείς δεν μένει ανώνυμος αφού πρώτα γεννηθεί). Ο τίτλος του νέου ναυτιλιακού περιοδικού ήταν ουσιώδης, περιεκτικός, ευκολοπρόφερτος και απολύτως κατανοητός σε όποια γραφή, ΝΑΥΣ ή NAFS, από Έλληνες και λοιπούς Ευρωπαίους, οι οποίοι άλλωστε χρησιμοποιούν αυτούσιες πολλές αρχαιοελληνικές λέξεις, όπως dilemma, pandemonium, economy, crisis, αλλά και thal-assa, navigation κ.ά.

Στόχος του νεογεννηθέντος, τότε, ναυτιλιακού περιοδικού ήταν να προβάλει στο ευρύτερο κοινό την ιδιαίτερη οικονομική διάσταση και τα επιτεύγματα της ναυτιλίας των Ελλήνων, που, ενώ εντυπωσιάζουν διεθνώς, στον ελληνικό χώρο αποτελούσαν – και αποτελούν ακόμη δυστυχώς και σήμερα – πάγιο στόχο πολιτικής και κομματικής επίκρισης και ψόγου. Το νέο ναυτιλιακό περιοδικό έπρεπε να διαφέρει ριζικά σε

εμφάνιση από τα μέχρι τότε λίγα έντυπα του χώρου, καθώς η νέα τεχνολογία προσέφερε μεγάλες – αν και δαπανηρές – δυνατότητες εκτύπωσης.Το ΝΑΥΣ «στήθηκε» στα ατελιέ της εφημερίδας ΗΜΕΡΗΣΙΑ, στις τυπογραφικές εγκαταστάσεις της ιστορικής ΕΛΕΥΘΕΡΙΑΣ του Πάνου Κόκκα, λίγους μήνες πριν η παλαιότερη αυτή οικονομική εφημερίδα των αδελφών Αμοργιανού περάσει στην ιδιοκτησία των συμφερόντων Μπόμπολα. Μέσα σεπολύ σύντομο διάστημα, το ΝΑΥΣ σχεδιάστηκε από τους γραφίστες με τις υποδείξεις του εκδότη, οι συνεργάτες ετέθησαν επί ποδός γιά τηνσυγκέντρωση της αναγκαίας δημοσιογραφικής ύλης και οι πρώτες συνεντεύξεις με εξέχοντες Έλληνες εφοπλιστές, συνδικαλιστικούς παράγοντες, τραπεζίτες και κρατικούς αξιωματούχους πήραν την άγουσα προς την φωτοσύνθεση και το τυπογραφείο. Δημοσιογράφοι, αρθρογάφοι,συνεργάτες, φωτορεπόρτερς, γραφίστες, σκιτσογράφοι και διαφημιστές συνεργάσθηκαν άψογα και εντατικά γιά να παράγουν το πρώτο έντυπο προϊόν της σύγχρονης ναυτιλιακής δημοσιογραφίας, που προκάλεσε από το πρώτο τεύχος τα ευμενή σχόλια του ναυτιλιακού κόσμου. Μεγάλοι εφοπλιστές της εποχής, που ακόμη και σήμερα κυριαρχούν οι ίδιοι μαζί με τους επιγόνους τους στον ελληνικό και τον διεθνή ναυτιλιακό στίβο, όπως ο καπετάν Νίκος Φράγκος, ο καπετάν Παναγιώτης Τσάκος, ο Κώστα Κομνηνός,

ο Γ.Π. Λιβανός κ.ά. έδωσαν βαρυσήμαντες συνεντεύξεις στο νέο περιοδικό, που άρχισε να δημιουργεί το δικό του «στίγμα πλεύσης» και την ιστορία του. Μπορεί τα χρόνια να περνούν, οι άνθρωποι να παρέρχονται κι άλλοι να λησμονούν, αλλά η ιστορία κάθε εντύπου είναι μία ζώσα πραγματικότητα, η φήμη του οποίου εδραιώνεται προοδευτικά με τα χρόνια, με την συνέπεια, την ικανότητα και το ήθος των εκδοτών και των παραγόντων πουτο δημιουργούν και το διακινούν, αλλά και με την ουσιαστική προσφορά του στον εξειδικευμένο χώρο της ενημέρωσης που εξυπηρετεί και προβάλλει.

Η ναυτιλία είναι πράγματι ένας εξειδικευμένος τομέας της παγκόσμιας οικονομίας, πολυσχιδής, ριψοκίνδυνος και απολύτως συνυφασμένος με την επιβίωση του ανθρωπίνου γένους, ιδίως κατά τις σημερινές δυσμενείς συγκυρίες, όπου η δημογραφική έκρηξη αποτελεί το μείζον πρόβλημα του πλανήτη, καθώς τα 7 δισεκατομύρια ψυχών ζητούν όλο και περισσότερη ενέργεια, όλο και περισσότερη τροφή, σε ποσότητες ιλιγγιώδεις που αυξάνονται με γεωμετρική πρόοδο και που η Γή αδυνατεί πλέον να προσφέρει. Οι πηγές ενέργειας εξαντλούνται, ιδιαίτερα το πετρέλαιο, μολονότι τούτο δεν είναι εμφανές, λόγω της συνεχούς βελτιώσεως των τρόπων εξόρυξης από τα σπλάγχνα του πλανήτη, ο οποίος πλέον αρχίζει να φαίνεται απελπιστικά

μικρός γιά την ανθρωπότητα. Η ναυτιλία, και ιδιαίτερα η ναυτιλία των Ελλήνων, ανήκουσα σε ανθρώπους ιδιαίτερης ευφυίας και ικανότητας, παρακολούθησε και παρακολουθεί κατά πόδας όχι μόνο τις εξελίξεις της παγκόσμιας οικονομίας, αλλά και τις γεωπολιτικές εξελίξεις και φρόντισε να εξειδικεύσει σε όλους τους τομείς μεταφορών τις παρεχόμενες υπηρεσίες, ώστε σήμερα, όχι μόνο να είναι η πρώτη στον κόσμο, πρωτιά που κρατεί επίζηλα εδώ και δεκαετίες, αλλά και εξαιρετικά διαφοροποιημένη, ώστε να είναι σε θέση να εξυπηρετεί όλους τους τομείς των θαλασσίων μεταφορών και να εδραιώσει περαιτέρω την θέση της παγκοσμίως. Την εδραιωμένη αυτή ιδιαιτερότητα και ικανότητα της ελληνικής ναυτιλίας, αλλά και τις ανάγκες της σε ενημέρωση και παροχή εξειδικευμένων πληροφοριών με έγκυρη αρθρογραφία δημοσιογραφικών και ναυτιλιακών παραγόντων, ενστερνίσθηκε το ΝΑΥΣ από το πρώτο τεύχος του επί μία δεκαπενταετία, ακολουθώντας την άποψη του ιδρυτού του, ότι το περιοδικό αυτό πρέπει να γράφεται κυριολεκτικά «στο μήκος κύματος» της ναυτιλίας.Η εκυρότητα του πληροφοριακού υλικού του ΝΑΥΣ αύξησε την αναγνωσιμότητά του και το καθιέρωσε σαν το ξεχωριστό ναυτιλιακό περιοδικό προβολής των ναυτιλιακών επιτευγμάτων και των ανθρώπων τους. Σήμερα το ΝΑΥΣ, ακολουθώντας τις αρχές του ιδρυτού της, κάτω από την διεύθυνση των διαδόχων,

06 NAFS SEPTEMBER 2014

ΝΑΥΣταξείδι εύπλοιας 18 ετών

Γράφει οΚώστας Δούκας

ΔημοσιογράφοςΜέλος ΕΣΗΕΑ

Βραβείο Ιδρ. Μπότση

του εκδότη Νίκου Κ. Δούκα και του αρχισυντάκτη Παναγιώτη Κ. Δούκα, και οι δύο μέλη της ΕΣΗΕΑ, έχουν ωθήσει πολύ μπροστά την έκδοση σε έντυπη και ηλεκτρονική μορφή, καθώς επωφελήθηκαν από τα πλεονεκτήματα πλανητικών διαστάσεων που προσφέρει η σύγχρονη τεχνολογία του κυβερνοχώρου και έχουν επιτύχει δια των συνεχών ανανεώσεων του portal να έχει το ΝΑΥΣ δεκάδες χιλιάδες ηλεκτρονικές επισκέψεις σε όλο τον κόσμο. Με τους νέους τρόπους έκδοσης, το ΝΑΥΣ, το Nafsgreen και το NewsLetter, βρίσκονται στους υπολογιστές όλων των παραγόντων της ναυτιλίας, Ελλήνων και ξένων, με ηλεκτρονική μορφή, καθώς είναι ραμμένα κατά 80% στην αγγλική γλώσσα, την γλώσσα της ναυτιλίας, πέραν της έντυπης κυκλοφορίας του στο εσωτερικό, που παράγεται και διακινείται στις ίδιες εγκαταστάσεις. Μία προπάθεια, που άρχισε πριν από 18 χρόνια, όχι μόνον ευωδόθηκε, αλλά τέθηκαν και οι βάσεις γιά μία αλματώδη μελλοντική ανάπτυξη μέσω του διαδικτύου. Για μία ακόμη φορά καταδεικνύεται ότι η εργατικότητα, το ήθος, η τιμιότητα στις συναλλαγές, η συνέπεια και η γνώση του αντικειμένου, καθώς και η συστηματική προσπάθεια για συνεχή βελτίωση των παρεχομένων υπηρεσιών και η διεύρυνση του φάσματος ενημέρωσης, αποτελούν τις απαραίτητες προϋποθέσεις γιά την ανάδειξη ενόςναυτιλιακού εντύπου σε αντανακλαστικό κάτοπτρο των επιτευγμάτων και των προοπτικών την ναυτιλίας.

Κ. ΔΟΥΚΑΣ

SEPTEMBER 2014 NAFS 07

Το ΝΑΥΣ «στήθηκε» στα ατελιέ της εφημερίδας ΗΜΕΡΗΣΙΑ, στις τυπογραφικές εγκαταστάσεις της ιστορικής ΕΛΕΥΘΕΡΙΑΣ του Πάνου Κόκκα, λίγους μήνες πριν η παλαιότερη αυτή οικονομική εφημερίδα των αδελφών Αμοργιανού περάσει στην ιδιοκτησία των συμφερόντων Μπόμπολα. Μέσα σε πολύ σύντομο διάστημα, το ΝΑΥΣ σχεδιάστηκε από τους γραφίστες με τις υποδείξεις του εκδότη, οι συνεργάτες ετέθησαν επί ποδός γιά την συγκέντρωση της αναγκαίας δημοσιογραφικής ύλης και οι πρώτες συνεντεύξεις με εξέχοντες Έλληνες εφοπλιστές, συνδικαλιστικούς παράγοντες, τραπεζίτες και κρατικούς αξιωματούχους πήραν την άγουσα προς την φωτοσύνθεση και το τυπογραφείο.

Φτάσαμε αισίως τις 100 εκδόσεις ΝΑΥΣ. Πριν από 18 χρόνια, ξεκινήσαμε με τον αδελφό μου τον Παναγιώτη μία εκδοτική προπάθεια που σκοπό είχε την δημιουργία ενός περιοδικού που δεν θα κατέγραφε μόνο τις ναυτιλιακές εξελίξεις αλλά θα έδινε μία ξεχωριστή διάσταση στα εκδοτικά δρώμενα δημιουργώντας ένα περιοδικό με ταυτότητα.Στη Ναυτιλία μπήκαμε από αγάπη. Αποφασίσαμε συνειδητά να ακολουθήσουμε και να συνεχίσουμε την ιστορία του πατέρα μας Κώστα Δούκα, ο οποίος έχει γράψει περισσότερα από 50 χρόνια δημοσιογραφικής ιστορίας, έχοντας τιμηθεί και με το ύψιστο βραβείο της Ελληνικής Δημοσιογραφίας από το Ίδρυμα Μπότση.Δουλέψαμε σκληρά για να μπορέσουμε να σηκώσουμε ψηλά το δημιούργημά μας,

ώστε να αποκτήσουμε την εμπιστοσύνη των ναυτιλιακών εταιριών, η πλειοψηφία των οποίων μας εμπιστεύεται ακόμα και σήμερα, ύστερα από 18 χρόνια αντικειμενικής δημοσιογραφίας. Η δημιουργία του περιοδικού με ό,τι υποδομές συνεπάγεται, βασίστηκε πάνω σε ίδια κεφάλαια. Ακόμα και όταν πήραμε την απόφαση να δημιουργήσουμε το πρώτο Ελληνικό Ναυτιλιακό Po-tal το www.nafsgreen.gr πάλι ενεργήσαμε με ίδια κεφάλαια. Δημιουργήσαμε δύο επικοινωνικά εργαλεία που βασίζονται σε εσωτερικές επενδύσεις. Δεν έχουμε και δεν σκοπεύουμε να δημιουργήσουμε σχέσεις εξάρτησης με κανέναν.Λειτουργούμε δημοσιογραφικά, με δεσμούς αίματος, και σχεδιάζουμε προσεκτικά κάθε μας κίνηση για το μέλλον.Σχολιάζουμε αμερόληπτα

τα ναυτιλιακά δρώμενα, επενδύουμε στις νέες τεχνολογίες, εντάσσουμε νέα εργαλεία στον χώρο, παρακολουθούμε τον ανταγωνισμό, μεγαλώνουμε την βάση των συνεργατών μας, είμαστε πάντοτε παρόντες στις εξελίξειες.Τα χρόνια περνούν γρήγορα και η αγορά είτε σε αποδέχεται είτε σε πετάει στα σκουπίδια. Φτάσαμε αισίως τα 100 μας τεύχη. Είμαστε παρόντες, έχοντας αποκτήσει την εμπιστοσύνη της αγοράς, ενηλικιωθήκαμε μιας και γίναμε 18 ετών. Έχουμε λοιπόν μια ολόκληρη ζωή μπροστά μας να ανταποκριθούμε στις προκλήσεις του μέλλοντος.Τα εκδοτικά δρώμενα αλλάζουν διαρκώς σε διεθνές επίπεδο. Το ίδιο συμβαίνει και στην Ελλάδα. Όσοι το έχουν κατά νου κάνουν τις σωστές κινήσεις στον σωστό χρόνο. Θέτουν στόχους και τους πετυχαίνουν.

Μαθαίνουν από τα λάθη τους και γίνονται σοφότεροι. Ανοίγουν νέους διαύλους επικοινωνίας, επιμορφώνονται, ταξιδεύουν, αναζητούν, δημοσιογραφούν με σύνεση και υπευθυνότητα, προβάλουν την είδηση, κάνουν ρεπορτάζ.Σε αυτούς ανήκουμε και εμείς. Δύο επαγγελματίες δημοσιογράφοι, με πένα υπεύθυνη, χωρίς έπαρση, που ακούμε την αγορά, διασταυρώνουμε πληροφορίες και προβάλουμε αρθρογραφίες με σκοπό όχι μόνο την ενημέρωση αλλά και τον προβληματισμό.Άλλωστε όπως προανάφερα, μόλις φτάσαμε τα 100 μας τεύχη και ενηλικιωθήκαμε. Γίναμε 18 χρονών.Σας ευχαριστούμε όλους θερμά για την εμπιστοσύνη σας όλα αυτά τα χρόνια.

Με εκτίμηση,Νίκος Κ. Δούκας

100 τεύχη Ιστορίας. 18 χρόνια δημοσιογραφίας.

Γράφει οΝίκος Κ. Δούκας

ΕκδότηςΔημοσιογράφοςΜέλος ΕΣΗΕΑ


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Solid growth in Greek shipping; an opportunity or a threat?

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

This year’s Petrofin Research © reaffirms the trend by Greek shipping for fewer companies but owning on average larger fleets and involv-ing younger and larger sized vessels. There is increasing evidence that economies of scale have weighed heavily in the progress of Greek shipping companies. This has become readily apparent, especially over the last six years, as the markets have been largely poor and the consolidation trend has reaffirmed its course. It is interesting to observe that this consolidation process slows down or reverses during very strong markets, only to resume its trend, when markets subside.An additional trend has been the emphasis on young vessels. This has been observed in all size segments, even in those involving small owners. Clearly, about a quarter of very small owners (1 – 2 vessel fleets) and about a third of small owners (3 – 7 vessel fleets) based on DWT, demonstrate a clear commitment to-wards younger fleets (0 – 9 years old) thus es-tablishing the nursery for future larger owners. A further development has been the relatively large number of new companies formed by the offshoots of large family companies providing younger family members with an opportunity to follow their own way. These companies may start in a small way but possess all the quality characteristics and commitment to grow over time. Finance and capital opportunities abound for large companies, which have invested heavily in modern eco vessels. Consequently, the big owners are pulling away from small owners, who are finding the going tough, unaided by the poor shipping markets and the dearth of finance and capital. Middle sized companies have had a mixed performance. Another interesting development has been the way that US equity funds are shaping Greek shipping. By co-investing in young vessels and newbuildings, these funds are propelling Greek shipping upwards. Their effect can also be seen in the size of Greek companies, as they assist them to grow and break out of their original size limits. A case in point is Star Bulk, which has been propelled to a colossus of over 100 vessels, by the actions of its main share-holder, Oaktree, as a result of its consolidation of its investments in shipping e.g. Excel fleet.There is a large part of Greek shipping that still relies on the support of the banks to survive. The cash flow generated from ship ownership has often been short of the bank’s require-ments and, consequently, loan restructures continue to take place. Here, we must give due credit to the banks, which have shown patience, realism, as well as trust towards their clients.The long awaited shipping portfolios sale has not materialised with a bang but piece by

piece. Via a policy of restructured new loans, loan repayments and some loan portfolio sales, the ship finance industry is fundamen-tally changing, whereby European banks (with the exception of Dutch and Swiss banks) are largely contracting and Eastern and other banks, generally, expanding. (Please see the latest Petrofin Bank Research © at www.petrofin.gr).The current order book consists of approxi-mately 530 vessels (Clarkson’s World Fleet Register, 2014), coming mainly from about 30 owners, who are considered the strongest in financial terms. Although newbuilding finance is becoming less scarce, the cost of secur-ing and keeping a bank’s loan commitment is still high. It is estimated that over 70% of all Greek orders with delivery from 2015 onwards, remain unfinanced.The recent fall in dry bulk values on the one hand and the enhanced prospects in the tanker markets on the other, may signal a shift by Greek owners towards the tanker and container markets. Although, shipping equity funds slowed down their involvement in the last 2 quarters, their underlying interest in Greek shipping remains unaffected and they are simply looking for better investment op-portunities. At this time, a dichotomy in owners’ sentiment has developed. Although, privately most owners are concerned over the outlook of the shipping markets, due to the effects

of the order book, the oversupply of vessels, as well as the effects of international conflict and trade restrictions, their appetite for newbuilding orders and vessel purchases continues. The only explanation seems to be that large owners believe that such investments represent long term good value for money and that a shipping recovery may not be that far away.It is a paradox to see that Greek shipping continues to grow, despite the state of the markets, the lack of financing and the poor cash flows. Clearly, Greeks see an opportunity in this market, despite the odds.Even more important, Greek owners (assisted by US equity funds and the public markets) are committing huge amounts of capital, based solely on expectations of a shipping recovery. This represents a countercyclical play at its purest form and “to the winner go the spoils”.Greek shipping continues to show strength, not only in total dwt (up 7.85%) but, also, in the number of vessels (up to 4,707).This growth has been primarily aimed at new-buildings and not surprisingly the average fleet age has fallen yet again to 13.26 years, for all vessel sizes and down to a remarkable 9.14 years, using a 20,000 dwt fleet cutoff criterion.Focusing on the three main sectors, they all display improvements in the average age and a growth in dwt. The tanker and container sectors are showing signs of a consolidation process, involving bigger fleets for a smaller number of owners.The above trend has not been reflected in the LPG sector, which remained largely the same, as previously. The LNG sector, however, continues to display fireworks with record increases in fleet size and a lower average age down to only 3.5 years.It should be noted that over the last 13 years (2001 – 2014) the dwt capacity of the Greek fleet has more than doubled, whereas its aver-age age has fallen from 21.41 to 13.25 years and the average vessel dwt has risen from 36,734 dwt to 64,495 dwt, over the period.Moreover, the trends indicate that better times may be ahead for the tanker and container

sectors. This is, also, borne out by market senti-ment and we anticipate that focus will now shift towards these markets.The main locomotive behind the impressive performance of the Greek fleet, lies with the large Greek owners, with fleets of over 25 ves-sels. However, at the end of the day, shipping represents an investment and thus far the operating investment returns have been most disappointing. Whereas optimism abounds and Greek owners have put their faith in the new eco designs, the fundamentals are not support-ing them. Most market segments are still in an oversupply position, with a large order book. Admittedly, the rate of fleet growth is slowing down but so has scrapping. Thus far, there are no market segments that have witnessed a net reduction in the size of the fleet and this appears to be a long way off.Consequently, all eyes are on the rate of increase of demand i.e. growth of international trade. Here, although the year on year growth in seaborne trade for the dry bulk and tanker markets is about 4%, this rate is not sufficient to offset the growth of the fleet. An exception appears to exist in the tanker market, where the fleet has slowed down to an annual net of scrapping growth of only about 1% per annum. Chemical tankers and LPGs are, also, showing small rises. However, the LPG orderbook is at a colossal 41.5% of the fleet, with LNGs at 34.6% and dry bulkers at 23.5% (Clarkson’s Shipping Intelligence). Clearly, there may be potential investment opportunities in some market seg-ments, which, no doubt, will result in new orders en masse. The market for dry bulk, though, will require either a significant pick up in seaborne trade to over 6% - 7% per annum or the stop-ping of new orders and postponement of the existing order book.The latest news, concerning the prohibition of nickel ore by the Philippines, on top of the Indonesian embargo, as well as import / export restrictions in China and India, are not sup-portive. Coupled by the increasing number of conflicts and difficulties imposed on international trade, conditions appear not to support a valid pick up in seaborne trade. The only glimmer of hope lies with the renewed vigour in which the US and Europe are pursuing a monetary policy, designed to assist both growth and the financial sector, whilst maintaining very low interest rates.In conclusion, Greek shipping is expected to continue to grow in the years to come but we suspect that the rate of growth shall slow down in the light of largely non-supportive market conditions.

For Greek shipping, the huge investment to date represents an opportunity to improve its competitiveness and remain a key global player. It also represents a huge bet on the swift recov-ery of shipping markets to justify the enormous capital committed thus far. Although, it is not the first time that Greek shipping has invested in anticipation of a market recovery, it has never been done at such a huge scale and also involv-ing equity partners. The next few years will be fascinating as to the longer term future of Greek shipping.


Graph 1

Graph 2

Graph 4

Recently Alfa Laval inaugurated its certi-fied service center in the Greek market. Could you talk us about the strategy of this International Service Center for the years to come? Alfa Laval offers products and solutions that «optimize the performance of our customers ‘processes, time and time again. In other words, Alfa Laval aims to help its customers become more productive, ener-gy-efficient and competitive. Alfa Laval is present as a subsidiary company in Greece from the 70s, promoting, selling and servic-ing all product portfolios and a wide spec-trum of services. Alfa Laval Greece, 2013, has an order intake of 22 million euros, big portion of them is related to Parts &Service. Current number of employees is 23.From 3rd of June we have established a certified Alfa Laval Service center. Alfa La-val Greece will be in the international ser-vice map of Alfa Laval ready to serve local and international customers for several Alfa Laval equipment. There is a long and ac-cumulated experience in Separators, PHEs and Decanters commissioning, optimization and maintenance due to hundreds of equip-ment installed for many years in the local territory. The new Certified Service Center will expand the range of offered services to the Greek and international customers optimize performance by providing our cli-ents the maximum opportunity to capitalize on their business potential with improved equipment uptime and availability.

What is the competitive advantage of Alfa Laval PureSOx scrubber on board as far as fuel cost is concerned? The greatest advantage is that ships equipped with the scrubber technology of PureSOx will be able to sell in ECA areas burning heavy fuel oil with the maximum re-liability and performance. Alfa Laval is one of the few suppliers with long-term scrub-ber experience in the marine environment. PureSOx builds on decades of scrubber deliveries as an integral component of in-ert gas production systems, which Alfa Laval has provided to oil, chemical and LNG carriers for over 40 years. Another Alfa Laval core technology in PureSOx is centrifugal separation, which is used in the PureSOx water cleaning unit. Clean-ing of the circulation water is vital in

closed-loop operation, and centrifugal separation is currently the only alternative that performs reliably in rough waters. The PureSOx water cleaning unit minimizes sludge volumes, effectively removes parti-cles and allows instant bleed-off of cleaned circulation water – without settling time or filtering. In PureSOx 2.0, it can be split into three sections that are easy to get on board and can be independently placed.

In what ways Alfa Laval is making a difference in the marine industry and which are the numbers to prove it? Could you analyze the phrase “Count on Alfa Laval”? AL is already 80 years in the marine industry as it was the first manufacture that had introduced the marine fuel separators and plate heat exchangers on board of ships. After so many years of presence and expertise in marine industry Alfa Laval has created a large product portfolio of equipment for the engine room and cargo handling of the ships. With the recent acquisitions of Aalborg boilers and FRAMO company has proved in the marine market that there is a clear marine orientation to the company.

The comments of industry leaders on waste fuel recovery and Alfa Laval’s PureDry are more than positive. What is the key of the success of PureDry? Do you believe that the future is the waste fuel recovery? Rising fuel oil costs and more stringent emissions controls are putting increasing pressures on owners and operators of diesel engine installations on land and at sea. To address these challenges and improve overall performance, owners and operators are undertaking measures, such as reduced engine speed and the introduction of emission control tech-nologies, to improve fuel efficiency and reduce emissions. Waste fuel recovery is also gaining ground as an effective fuel and emissions reduction method, according to the International Maritime Organization MEPC.1/Circ. 642 guidelines for oily waste handling systems used in machinery spaces of diesel engine installations. Reliable and effective, the PureDry waste fuel recovery system is

an automated modular system for the continuous recovery of fuel oil from waste fuel oil from machinery spaces of diesel engine installations onboard ships and in power plants. PureDry effectively sepa-rates waste oils into three phases: • Water containing less than 1,000 ppm oil • Oil containing less than 5% water • Super-dry solids to be landed ashore as dry waste The recovered fuel oil is returned to the fuel oil bunker tank for reuse. Easy to install and easy to use, the system is compact and modular, providing installa-tion flexibility and convenience. Intelligent automation provides operational flexibility, enabling adaptation to varying feed condi-tions without requiring additional process water or generating additional waste. Recently Alfa Laval acquired Frank Mohn AS, a leader in marine and off-shore pumping systems, and strength-ens its fluid handling portfolio. What exactly are the benefits of the combina-tion of the two companies? Alfa Laval is now the proud owner of Frank Mohn AS with all its subsidiaries. Together we are excited about our new common future, but we also believe that this acquisi-tion will mark the start of a new and mutu-ally beneficial relationship with you as an important customer. The acquisition, which now has regulatory approval, brings to-gether the leading players in our respective fields. The benefits for you will include an expanded joint product offer – and together with service; creating unmatched round-the-clock world coverage. We think our companies are an excellent fit. Frank Mohn complements Alfa Laval’s offering to the marine and to the offshore market. Frank Mohn will belong to Alfa Laval Marine & Diesel Division, but will be kept intact. Alfa Laval is a world leader in heat transfer, cen-trifugal separation and fluid handling and its products help customers reduce pollution, keep food and drug production safe, supply clean water and consume less energy. The company has long been active in the marine and offshore markets, and can provide a solid platform to continue Frank Mohn’s successful development. With the acquisition, Alfa Laval will strengthen its of-fer in fluid handling and add market-leading positions.

Alfa Laval aims to help its customers become more productive

ByDimitris Poulos

Manager Marine, Diesel equipment & Parts and

Services, Alfa Laval, Greece & Israel.


www.alfalaval.com

Alfa Laval

PureDry

www.alfalaval.com

Alfa Laval

PureDry

www.alfalaval.com

Alfa Laval

PureDry

The key role of a representativeoffice in shipping.

ByCharis Valentakis

Director of Euploia Drydocks & Services Ltd


What should be the role of a representative office in shipping and what is your competi-tive advantage in relation to other offices?The role of a Representative Office in Ship-ping is a key role. Our efforts are focused on promoting products and services in the Greek Shipping Market by facilitating Shipping Companies to have direct and easy access to a wide range of companies and/or manufac-turers. Euploia Drydocks and Services Ltd is dedicated in offering to our clients competitive products and services of high quality, through our close & privileged cooperation with our Principals.

What role do you see your company play-ing in the industry as it moves into new ser-vice areas? How about your growth plans?We are currently doing research in the fields of Oil & Gas as well as Offshore projects, in order to include the representation of well esteemed companies that are active in these fields into our activities.

Do you believe is useful for customers to get a wide range of services from the same provider and why?Definitely is useful, especially to well-organized Shipping Companies that require to use Agen-cies that can offer the greatest range of prod-ucts and services. The reason is that it is more efficient to use and make deals with minimum possible number of vendors to save time and

reduce risk resulting from the collaboration with numerous suppliers.

Looking at the future, what might be topics of discussion five or ten years from now? What developments do you see in shipping industry?I am convinced that in the next 5-10 years, vessels will use more high tech equipment/ systems with main changes concern primarily the Propulsion Systems, Fuel & Lubricants, BWTS, Exhaust Gas and Safety.Euploia Drydocks & Services Ltd provides Repair Services & Conversions through our

Worldwide Network of Leading Shipyards, Workshops, and Associated Companies. Moreover, our Portfolio extends to the fields of Marine Equipment, Spare Parts, BWTS, Lubricants, Bunker and Safety Products & Services. More specifically, Euploia provides: • Very Competitive Repairs, Conversions & Drydockings in terms of price and time in Ship-yards worldwide*• BWTSECOCHLOR Inc. Ballast Water Treatment System.• Marine Equipment & Spare Parts of major manufacturers likeLUPI Srl, POMPE GARBARINO SpaE. POLIPODIO, GIORGI ENGINEERING, HKS, CSSC Group of companies, HANSUN (Shanghai) MARINE TECHNOLOGY, SHANGHAI JANUS GRAB.• Safety Products and ServicesSURVITEC Global Hire 30 months liferaft hire exchange scheme. SHEERLINE Petrochemicals Ltd (annual & 5-year surveys, rehooking, etc.) through a world-wide network of stations with unbeatable offers.• Lubricants & BunkerEuploia acting as Broker in Greece for a pool of approx. 2000 vessels that can offer very competitive prices in Bunkering & Lubricants through a world-wide network of stations. For more detailed information you may visit us at: www.euploialtd.eu

MED SEA• Chantier Naval de Marseille, France• San Giorgio del Porto, Italy

WEST INDIAN OCEAN / PERSIAN GULF• Larsen & Turbo, IndiaHazira ShipyardKattupalli Shipyard

BALTIC SEA• Tallinn Shipyard Ltd (BLRT Grupp), Estonia

ADRIATIC SEA• Adriatic Shipyard Bijela, Montenegro

NORTH PACIFIC OCEAN /NORTH ATLANTIC OCEAN• MEC Repairs, Balboa/Panama

BLACK SEA• Santierul Naval Constanta, Romania• PJSC Mykolaiv Shipyard «OKEAN», Ukraine• TK Tuzla Shipyard (Erkal), Turkey• Sefine Shipyard, Turkey• Sedef Shipbuilding Inc, Turkey• Torlak Shipyard, Turkey• Tersan Shipyard, Turkey• Cicek Shipyard, Turkey• Desan Shipyard, Turkey

FAR EAST• Cosco ShipyardsDalian, Qidong, GuangdongNantong, Shanghai, LianyungangZhoushan

• CIC ShipyardsChangxing, Lixin (Shanghai),Boluomiao (Guangzhou)

• Yiu Lian Dockyards (Hong Kong)• Yiu Lian Dockyards (Shekou)• Shanghai Shipyard• Zhoushan Asia Pacific Dockyard• Zhoushan Nanyang Star Shipbuild-ing• Jurong Shipyard Pte Ltd (Singapore)• Zesco Zhejiang Eastern Shipyard(Zhoushan-Zhejiang

Your ShiprepairPartner

*SHIPYARD REPRESENTATIONS

Euploia Drydocks & Services Ltd is our Exclusive Agent in Greece

Spare parts for MITSUBISHI/SAMGONG, WESTFALIA and ALFA LAVAL oil purifiers Gaskets and Spare parts for NIREX fresh water distillers, • Spare parts and complete units for IMO pumpsPre-heaters for Alfa Laval and Westfalia Separators, Maintenance service for a.m. separators directly on boardRegasketing service for Plate-Heat-Exchanger plates

Lupi SrlMr Simone Trevale

P.zza Brignole 3/7

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Italy

Ph. +39 010 2543612

Email: [email protected]: [email protected]

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Euploia Drydocks & Services Ltd.Mr Ch.Valentakis

21, Amfitheas Ave

175 64 Palaio Faliro

Athens - Greece

Ph. +30 210 9400660

Emal: [email protected]: [email protected]

http://www.euploialtd.eu

16 NAFS SEPTEMBER 2014 ABB Turbocharging

How comfortable do your clients feel that the solutions you offer can be applied to their next project?I believe that our customers feel very comfortable that the solutions ABB offers can be applied to their next projects. Think about the DC Grid’s suitability for marine applications. The new system has granted Ap-proval in Principle (AIP) by ABS. AIP is a framework used by most classification societies to review and

approve innovative and novel concepts not covered by traditional classification rules. In order to be granted the AIP, the Onboard DC Grid was subject to a series of risk as-sessment techniques to determine if the concept provides acceptable levels of safety in line with current marine industry practice, requirements and standards. The AIP now granted by ABS is a strong tool to support and streamline the design, approval, execution and inspection of new projects. Therefore, the benefits are extended to all parties involved in the shipbuilding process: designers, ship-owners, ship-yards and classification society.The implications and importance of AIP put ABB in a particularly advantageous posi-tion in the global marine market for the Onboard DC Grid solution. So our clients feel very comfortable that the solution can be applied to their next project.

Does the fast growing importance of electrical systems on board ships, in particular electrical propulsion, sustain a recognized level of quality in terms of design, safety, reliability, environmental impact and efficiency?With Onboard DC Grid, ABB has created one of the most flexible marine power and propulsion systems ever brought to the market. The system allows generators to operate at variable speed which in turn offers up to 20% fuel savings over a conven-tional plant with significant space savings potential, improved dynamic response and reduced emissions. In addition, ABB’s solution enables supplementary DC energy sources including solar panels, fuel cells or batteries to be plugged directly into the ship’s DC electrical systems, creating scope for further fuel savings.

Could you tell us more about the high efficiency of ABB’s turbochargers?We manufacture and maintain turbochargers for 500 kW to 80+ MW diesel and gas engines. Our leading-edge technology helps our customers to perform better and produce fewer emissions, even in the toughest terrains on ships, power stations, gen-sets, diesel locomotives and large off-highway vehicles.There are over 200.000 ABB turbochargers in operation from the previous genera-tions VTR..0/1 up to the newest generation A200L high efficiency turbocharger for which I would like to make some comments.The A200-L is our fourth generation of single-stage turbochargers specifically for low-speed two-stroke engines.Major improvements to the A200-L’s compressor stage ensure 30% greater volume flow and a higher pressure ratio. More efficient than ever, this generation is more powerful than previous generations and every bit as reliable.

The benefitsImmediate and long-term benefits across the entire lifecycle, additional fuel saving possibilities, potential for major savings on service costs – at least 25% wherever a smaller turbocharger is used, proven reliability based on our technology for previous generations, first cost reduction by applying a smaller size turbocharger for a wide range of two-stroke engines, easy matching due to wide compressor maps, full com-

Οur mission is to make a real differenceBy

John SmyrneosLBU Manager

ABB Turbocharging Greece & Cyprus

PA Division

ABB Turbocharging SEPTEMBER 2014 NAFS 17

ABB Turbocharging Service Station.Service you can rely on in Greece and Cyprus

“Οur mission is to make a real difference.To make a real difference in how our customers’ engine products per-form . And what does it mean for us? It means that we focus on what our customers really need and what will make their business better. It means that we drive innovations antici-pating future and latent customer needs”.

18 NAFS SEPTEMBER 2014 ABB Turbocharging

pliance with all engine requirements. Could you give us an example for the com-mitment by both ABB and its customers to help vessels run more efficiently and economically, while at the same time improve their environmental performance?Best example for this commitments is the WHRS (waste heat recovery system).In marine propulsion plants, around 50 percent or more of the energy from fuel is lost to heat when converted to mechanical work by the main engine. By supplementing a ship’s main propul-sion plant with a waste heat recovery solution, up to 4 percent of the lost fuel energy can be recovered and converted into electricity. More efficient energy use also reduces CO2 emissions in relation to the engine’s mechanical power output.The package except the power turbine, alterna-tor, reductions gear etc also includes two A185-L turbochargers. The electrical output of the system is 1.65 megawatt (MW).The high efficiency of ABB’s turbochargers gives customers not only the option of a waste heat recovery system in the first place, but also the possibility of using this system at lower loads.We are very happy to see that our customers using this solution for their new building projects - especially containers.

What are ABB Turbocharging’s mission statements?Οur mission is to make a real difference.To make a real difference in how our customers’ engine products perform And what does it mean for us?It means that we focus on what our customers really need and what will make their business better. It means that we drive innovations antici-pating future and latent customer needs.

A look at some recent technological develop-ments and the way the benefits they produce, in what way address customers’ needs in the current market?Valve Control Management (VCM) helps a turbo-charger to manage air actively so that an engine can operate at different speeds, loads and ambient conditions, thereby increasing its range of application and operation. A major market for this technology is gas power plants. VCM offers new options for higher performance engines that need either a wide range of operation or a fast load response, such as on tugboats, off-highway trucks, and emergency power generators. A technology like this speaks to the increasing trend to explore dual-fuel options and create solutions for gas. These engines are also very similar to what is found on many ships. We be-lieve that VCM will very soon be highly relevant to and effective in the marine industry. Since VCM manages the amount of air supplied to the engine, thermal load and exhaust gas temperature are also reduced, which in turn

makes various mechanical components more reliable and durable. This technology thus makes the environment cleaner by reducing smoke and toxic emissions in exhaust gas. When combined with ABB Turbocharging’s two-stage turbo-charging solution, Power2, VCM considerably improves the trade-off between NOx emissions and fuel consumption. In the next few years, the market is going to revolve around the issue of fuel and particularly of fuel flexibility – the option for both gas and diesel. With lean burn combustion solutions, if you burn gas instead of diesel, you reduce NOx by 85%. For the same power output with gas, you have 18% less CO2. And gas is also cheaper for the same amount of energy. We now expect big ships to be converted by 2020, because sulfur in exhaust is going to be regulated more stringently on these types of ves-sels very soon as well. So it is NOx, it is CO2, it is sulfur and it is money. Fuel and fuel flexibility go to the very heart of all those things, and VCM – particularly in combination with Power2 – speaks to all of those issues.

What are the innovations that support the marine industry?Power2 is a two-stage turbocharging sys-tem designed to set new standards in engine performance relating to power density, emis-sions and fuel consumption. This turbocharging solution enables air pressures of up to 12 bar, even at very high turbocharging efficiencies, and extreme, performance-enhancing Miller cycles on four-stroke engines.Power2’s high boost pressure capabilities enable high-power density and advanced Miller timing, which enables the low temperatures needed at start of the combustion process for low NOx emissions. Our two-stage turbocharging system is highly versatile and can be used in different types of applications, such as power plants and marine sectors.

Technical benefitsIncrease in fuel efficiency; reduces emissions, full utilization of the advantages of two-stage tur-bocharging for four-stroke engines, transcends the limits of single-stage turbocharging, pressure ratio up to 12 bar, turbocharging efficiency 75%, enables increased mean effective pressure (bmep), i.e. more power output.

Operative benefitsLower total cost of ownership, more compact de-sign, individualized solutions for the best power, fuel consumption and emissions, increased power density, up to 60% reduction in NOx emis-sions, up to 10% reduction in CO2 emissions, extractable cartridge for minimal downtimes and increased application availability.

SERVICE PACKAGESOPAC AgreementThe Operations performance package is a service product developed with and for ABB’s customers. It is designed as a more flexible,

more cost effective approach to turbocharging servicing. It is tailored to suit customer’s exact needs over an agreed period of time. With OPAC, ABB Turbocharging is offering to customers delegated OEM service solutions paid by the turbocharger running hour.By signing such an agreement customers see added value through easier cash management, reduced administrative cost and full access to ABB’s consolidated turbocharger and service know-how.ABB takes full responsibility for customer’s tur-bochargers, including the risk of excessive wear and tear. Every OPAC agreement is developed individually, based on a detailed analysis of cus-tomer’s application and operating conditions.Customers enjoy a safe and reliable turbocharg-er operation, no hidden costs, access to ABB’s know how and technical expertise, highest spare parts availability, transparent cost management and a worldwide service network.

What are the targets of MMA- Maintenance management Agreement?The Maintenance Management Agreement is part of ABB’s Turbocharging well-structured offering of proactive service solutions for customer’s turbocharger. MMA specifically targets end users of turbochargers on marine and stationary engines wanting close support of their turbocharger servicing activities rather than complete delegation.Under an MMA, ABB Turbocharging takes over responsibility for planning and organizing service and spare parts logistics, relieving the customer of both the technical and administrative workload.

In practice: ABB proactively informs the end user of an approaching service event 5 to 6 months in advance and prepares a quotation for the expected scope-of-work and parts. The quotation comprises standardized, predefined service packages, including agreed fixed labor rates.

Timing of the service is based on our com-prehensive ATURB global database. ATURB includes details of more than 190,000 ABB turbochargers in operation worldwide and logs their total operating hours at their most recent maintenance, repair or overhaul event.

To simplify processing, the ABB Turbocharging service proposal comprises a standard form which the customer can use as a purchase order. By ticking boxes and filling in other details, the exact extent of the service can be readily defined and the scheduling and scope of work are fine tuned. In good time prior to the service, ABB Turbocharging coordinates with the customer the exact dates and timely arranges the delivery of spares.

The MMA process brings attractive cost benefits including discounts on ABB Turbocharging original spare parts depending on the date of the customer order and the service realization.


Do you believe that the cruise industry continues to play an important role in helping Europe’s economy emerge from the economic downturn? It is actually a fact that cruise industry con-tinues to play its significant part in helping Europe’s economy emerge from the eco-nomic downturn. Figures released recently by CLIA Europe have pointed out that the cruise industry’s economic output in Europe reached €39.4 billion in 2013, an all-time high, up from €37.9 billion in 2012. More over, the direct expenditures generated by the industry reached €16.2 billion, up from €15.5 billion in 2012. Another important fac-tor is employment generation, as in 2013 the cruise industry accounted for 339,417 jobs amounting to €10.5 billion in employee compensation, 4% more than in 2012.In my opinion, three major factors largely account for the cruise industry’s strong year-on-year growth and thus strategic role in European Economy: a significant increase in European sourced passengers; a surge in the number of cruise passengers embarking from European ports; finally the European shipyards’ continued dominance of the global cruise ship-building business.The positive results achieved this year confirm Europe’s position as a dynamic hub at the core of the global cruise industry, being the second most important market worldwide. In conclusion, the cruise indus-try continues to generate vital economic benefits for Europe during this crucial period of recovery, producing much-needed employment for European citizens as well as new business for its industries and revenue for its states.

Is it true that Greece remains a key mar-ket for the European cruise industry and why? Which are the top destinations and most popular Greek ports? Yes it is true. With its incredible cul-tural heritage and natural beauty, Greece remains a key market for the European cruise industry. Thanks to the first signs of economic recovery in Greece and a more positive economic outlook, we are cau-tiously optimistic for the future of the Greek cruise industry, which has a huge potential for growth.Concerning cruise destinations in Greece, according to CLIA numbers Piraeus is fifth

most popular home port in Europe (fourth in the Med) - with a throughput of 1.3 mil-lion passengers, an increase of almost 1% on 2012. Greek ports that are among the most popular ports of call in Europe are Santorini, Corfu and Mykonos that is 3 of the top 11 most popular ‘port of call’ ports in Europe. Could you imagine the Greek cruise industry 3 years from now? Are there any hurdles that hinder the boost of the Greek cruise industry? As I mentioned Greek cruise industry has a huge potential for growth. We live and op-erate in the most beautiful and ideal part of the world for cruising – this is where it was actually invented! We need to leverage the incredible advantages we have here while simultaneously rectifying our problems. This will make it possible for Greece to elevate its overall cruising product and claim the top position in the industry for the future. It’s a pity our country is home to all this unique, breathtaking beauty and incredible history, incredible competitive advantages and we can’t employ them to drive greater revenue for the national economy. Drilling down, as a cruise line member of CLIA, we need to see greater priority given to the cruise industry. It is imperative that terminal facilities and berth allocation systems for all major port of calls are improved , competi-tive tariffs and port charges are needed, world class safety and security apparatus in place to protect passengers in the unlikely

event of a seafaring accident.Finally, the Greek state must create and implement a reliable and stable economic and legal framework if it wishes to attract investors and operators to the Hellenic cruise industry. Greece must also commit to substantial upgrades of its port facili-ties, so they meet international standards, and it must support the growth of industry segments, such as repairs and technical services and other home porting services, that will generate revenue for the state and create jobs. What are the plans of LOUIS CRUISES for the near future?Our plan is to continue building our core itineraries with unique and ‘unspoiled’ Ae-gean destinations and offer our passengers an authentic Greek experience. We have a comparative advantage, as the only home porting cruise line in Greece and we want to continue along this strategic course. We’ve added some fantastic Ionian and Adriatic destinations to our 2015 itineraries and we will again be sailing in Cuba this winter.In order to be consistent with our position-ing, we are launching for the next season a new brand by Louis Cruises. The new brand name will be ‘Celestyal Cruises’ and it will be implemented through our vessels that deliver the authentic Hellenic experience that I referred to above. The Louis brand will continue to be used for the vessels that are dedicated to our charter operations such as the Louis Aura which sails from France with Rivages Du Monde.Louis Cruises always provided its passen-gers with personal attention. We have now evolved into Celestyal where our mission is to offer a distinctively Greek experience that covers all aspects of Greek life, history, culture and gastronomy. The Celestyal product represents all the passenger insights we have gathered over the past two years related to what they deem as the key elements in living an authentic Greek experience. It is the epitome of the “Ka-limera” experience we launched in 2013. Our new brand Celestyal Cruises will allow our passengers to enjoy the hidden beauty of Greece and its unique way of life in a ‘heavenly’ manner.

Greece remains a key market for the European cruise industry

ByKyriakos

Anastassiadis

CEO, Louis Cruises


XRTC: Ετήσια Μελέτη για την Ελληνική Ακτοπλοΐα - 2014Η Ελληνική οικονομία δείχνει, για πρώτη φορά μετά από έξι χρόνια βαθιάς και παρατεταμένης ύφεσης, σημάδια σταθεροποίησης. Η ισορροπία φαίνεται να επανέρχεται τόσο στο δημοσιονομικό τομέα, όσο και στο εξωτερικό ισοζύγιο. Σε πολλούς και σημαντικούς τομείς της οικονομίας παρατηρείται σαφής τάση αποκλιμάκωσης των τιμών. Επιπλέον, το κόστος εξυπηρέτησης του δημόσιου χρέους αναμένεται να μειωθεί περαιτέρω, μετά την επίτευξη του πρωτογενούς πλεονάσματος. Θετικές εξελίξεις τεκμηριώνονται:

• στον τομέα των τραπεζών όπου συνεχίζεται και ολοκληρώνεται η προσαρμογή του τραπεζικού μας συστήματος στα νέα δεδομένα που χαράζει η ΕΚΤ. Η επιτυχής έκδοση μεσοπρόθεσμων ομολόγων στην περίοδο Μαρτίου – Ιουνίου από τρεις τράπεζες αποτέλεσε αναμφισβήτητα «ψήφο εμπιστοσύνης» από τις διεθνείς αγορές. Ωστόσο, παραμένει η επιφυλακτικότητα ενόψει της ολοκλήρωσης των πανευρωπαϊκών stress tests της ΕΚΤ στο τέλος Οκτωβρίου 2014, ενώ αναμένεται προσεχώς νέα αξιολόγηση ποιότητας τραπεζικών χορηγήσεων από την Τρόικα. Από την άλλη μεριά σημειώθηκε συνέχιση περιορισμού πιστώσεων προς μη χρηματοπιστωτικές επιχειρήσεις με ρυθμό κοντά στο -5% έως τον Μάιο. Αναμένεται πάντως μικρότερης κλίμακας πτώση στο υπόλοιπο του 2014, ενώ για ακόμα ένα έτος η συμβολή του τραπεζικού κλάδου στην επενδυτική δραστηριότητα θα είναι χαμηλή.• στην ανεργία, η οποία μειώθηκε λόγω εποχικότητας τον Απρίλιο 2014 στο 27.2% από 28.4% τον Φεβρουάριο.Σημειώθηκε αύξηση της απασχόλησης σε 11 κλάδους. Ενδεικτικά αναφέρουμε: Διοικητικές-Υποστηρικτικές Δραστηριότητες (+24.6%), Παροχή Νερού (+19.2%), Διαχείριση Ακίνητης Περιουσίας (+15.4%), Εκπαίδευση (+7.8%), Τουρισμός (+5.3%).• στον εξωτερικό τουρισμό. Δείχνει να ενισχύεται η περυσινή αύξηση της τουριστικής κίνησης γεγονός που φαίνεται στην εκτεταμένη άνοδο εισπράξεων +27.8% στο πρώτο τετράμηνο. Η

αύξηση αφορά πρωτίστως στις περισσότερες διεθνείς αφίξεις (+21.1%) και δευτερευόντως στις υψηλότερες δαπάνες ανά ταξίδι (+6.2% ή +26 ευρώ). Αναμένεται κλιμάκωση της ανοδικής «θερινής» τάσης, με θετικό αντίκτυπο στη δραστηριότητα του συστήματος δραστηριοτήτων του τουρισμού και στην αντίστοιχη απασχόληση.

Παρά όμως τις θετικές εξελίξεις, παραμένει ισχυρός ο κίνδυνος η ελληνική οικονομία να μην πετύχει σταθερά θετικούς και σημαντικούς ρυθμούς ανάπτυξης. Ο βιώσιμος δρόμος για την ανάπτυξη διέρχεται από την ουσιαστική αλλαγή του τρόπου λειτουργίας της οικονομίας σε σχέση με το παρελθόν. Ο εξωτερικός δανεισμός της χώρας, τόσο του δημόσιου, όσο και του τραπεζικού τομέα, αναμένεται να συνεχίσει να αντιμετωπίζει περιορισμούς στο προβλεπόμενο μέλλον, προερχόμενους κυρίως από το κόστος του.

Έτσι, η αναπτυξιακή ώθηση αναγκαστικά θα πρέπει να προέλθει από εξαγωγές, υποκατάσταση εισαγωγών και άμεσες επενδύσεις, από επιχειρήσεις και επενδυτές που βρίσκονται ήδη στην Ελλάδα αλλά και από εισροή κεφαλαίων στην πραγματική οικονομία από το εξωτερικό, παρά, όπως στο πρόσφατο παρελθόν, από κατανάλωση ωθούμενη από δανεισμό.

Βασικές προϋποθέσεις για την επίτευξη αξιοσημείωτης αύξησης εξαγωγών και επενδύσεων αποτελούν η αναβάθμιση του εγχώριου επιχειρηματικού περιβάλλοντος και η σημαντική βελτίωση

της ανταγωνιστικότητας της Ελληνικής οικονομίας. Πολυάριθμες μεταρρυθμίσεις προς αυτές τις δύο βασικές κατευθύνσεις έχουν ενσωματωθεί στο Πρόγραμμα Οικονομικής Πολιτικής. Ωστόσο, συνολικά δε φαίνεται να έχει επέλθει μια ισχυρή δυναμική ουσιαστικών μεταρρυθμίσεων, καθώς σε πολλούς τομείς παρατηρούνται καθυστερήσεις, αντιδράσεις και αδυναμία για πραγματικές τομές.

Η απαραίτητη προσαρμογή της ελληνικής οικονομίας δεν μπορεί να εξαντληθεί στο δημοσιονομικό πεδίο, που έχει ασκήσει ισχυρές πιέσεις στην οικονομική δραστηριότητα. Δεδομένης της παρατεταμένης και υψηλής ύφεσης στην Ελλάδα από το 2008, προκειμένου η χώρα να εισέλθει και να παραμείνει σε φάση ανάκαμψης, με υψηλούς ρυθμούς αύξησης του ΑΕΠ, απαιτείται άμεσα εξέλιξη της παραγωγικής της βάσης και η διαφοροποίηση σε σύγκριση

με το παρελθόν, μέσω εκτεταμένων επενδύσεων.Καθοριστική συμβολή στην εδραίωση της ανάκαμψης μπορεί να έχει η ουσιαστική βελτίωση της εξωστρέφειας. Προκειμένου εφεξής να είναι όσο το δυνατόν περισσότερο αποτελεσματική η μεταρρυθμιστική πολιτική και σε σύντομο χρονικό διάστημα, απαιτείται ο κατάλληλος σχεδιασμός της. Στη συγκεκριμένη διαδικασία είναι αρχικά απαραίτητος ο καθορισμός των βασικών κατευθύνσεων των μεταρρυθμιστικών αποφάσεων και ενεργειών. Η ίδιας έντασης μεταρρυθμιστική προσπάθεια σε όλα τα επίπεδα, χωρίς να έχουν τεθεί ορισμένες προτεραιότητες, ούτε μεγιστοποιεί την αποτελεσματικότητά της, ούτε επισπεύδει τις επιδιωκόμενες εξελίξεις. Στο σχεδιασμό πρέπει να ληφθούν υπόψη σε μεγάλο βαθμό οι βασικοί παράγοντες ανασυγκρότησης της ελληνικής οικονομίας που αναλύθηκαν παραπάνω, καθώς

Ολόκληρη η μελέτη βρίσκεται αναρτημένη στο www.xrtc.gr


και οι πτυχές της Ελληνικής κοινωνίας και οικονομίας που αποτελούν διαχρονικά ή τα τελευταία χρόνια τροχοπέδη στην εξέλιξή της, όπως πχ η χαμηλή ανταγωνιστικότητά της, η αναποτελεσματικότητα της λειτουργίας του κράτους, η έντονη όξυνση της ανεργίας, ιδίως των νέων, με επακόλουθο την εξάπλωση φαινομένων κοινωνικού αποκλεισμού.

Κάτω από αυτό το πρίσμα, η μεταρρυθμιστική πολιτική πρέπει να εστιάσει σε 4 διαρθρωτικά χαρακτηριστικά της Ελληνικής οικονομίας και κοινωνίας, τα οποία καθορίζουν κατά κύριο λόγο τις προοπτικές κάθε χώρας, δηλαδή τη διαρθρωτική ανταγωνιστικότητά της, την εξωστρέφειά της, το ρόλο του κράτους στην οικονομία και το βαθμό πρόσβασης-συμμετοχής της κοινωνίας στις οικονομικές-τεχνολογικές εξελίξεις.

Στην βάση των παραπάνω δεδομένων, ο ρόλος της Ελληνικής ακτοπλοΐας καθίσταται ιδιαίτερα σημαντικός αφού ο στόλος της αποτελεί τις «πλωτές» γέφυρες της πολυνησιωτικής μας χώρας. Η Ελληνική ακτοπλοΐα μπορεί και πρέπει να αποτελέσει «εργαλείο» για βελτίωση της ανταγωνιστικότητας του τουριστικού προϊόντος της χώρας μας και να ενταχθεί στην συνολική χάραξη της αναπτυξιακής πορείας της . Η συνολική προσφορά της Ακτοπλοΐας στο ΑΕΠ της χώρας είναι εξαιρετικά σημαντική. Ιδιαίτερα για τα νησιά μας, είναι ο σπουδαιότερος παράγοντας διαμόρφωσης του ΑΕΠ αλλά και της απασχόλησης. Οι θεσμικές αλλαγές των δύο τελευταίων χρόνων και οι προσπάθειες του ΥΕΝΑ για τον καλύτερο συντονισμό των δρομολογίων έχουν συμβάλει θετικά στην επίλυση κάποιων προβλημάτων τα οποία όμως σε καμία περίπτωση δεν λύνουν το πρόβλημα αφού οι υπόλοιποι συναρμόδιοι φορείς και υπουργεία δεν έχουν εμπεδώσει τη σημασία και τη συμβολή των Ακτοπλοϊκών μας συγκοινωνιών στην προάσπιση των Εθνικών μας συμφερόντων, στη βιωσιμότητα των νησιών μας, στον τουρισμό και στην Εθνική μας οικονομία

(Εξαιρετικά σημαντική κρίνεται η τροπολογία που κατέθεσε το Υπουργείο Ναυτιλίας στο σχέδιο νόμου του Υπουργείου Τουρισμού όπου δίνεται η δυνατότητα λύσεως -χωρίς να ζημιωθούν οι ακτοπλοϊκές εταιρίες- της σύμβασης πριν από τον προκαθορισμένο χρόνο με σκοπό την αποφυγή του ενδεχόμενου ανώμαλης εξέλιξής τους και αδυναμίας εξυπηρέτησης των δρομολογιακών γραμμών).

Επισημαίνουμε για μια ακόμα χρονιά ότι σε ευρωπαϊκό επίπεδο, η χώρα μας πρέπει να καταστήσει σαφές ότι η νησιωτικότητα αποτελεί για εμάς μοχλό ανάπτυξης και επιβάλλεται τα Κράτη-μέλη της ΕΕ να στηρίξουν τις ενέργειες αλλά και να προωθήσουν διαρθρωτικές πολιτικές αναβάθμισής της. Επίσης χρειάζεται μεγαλύτερη εγρήγορση και κινητικότητα από το κράτος στις προσπάθειες στήριξης της ναυτιλίας μας, όπως κάνουν εδώ και χρόνια σε ευρωπαϊκό επίπεδο άλλα Κράτη-μέλη. Για παράδειγμα στις γραμμές της Αδριατικής επιδοτούνται από τα Κράτη-μέλη οι εργοδοτικές εισφορές των πλοίων με ευρωπαϊκή σημαία ενώ δεν συμβαίνει το ίδιο και στα Ελληνικά πλοία. Επίσης στη χάραξη της στρατηγικής για την Αδριατική και το Ιόνιο το EUSAIR οι προτάσεις συγκεντρώνονται στην ανάπτυξη των λιμανιών της Β. Αδριατικής που θα ωφελήσουν κατά κύριο λόγο τα Ιταλικά λιμάνια και οικονομία ενώ σχεδόν δεν γίνονται ουσιαστικές αναφορές στα λιμάνια της Πάτρας και της Ηγουμενίτσας και στα νησιά του Ιονίου. Επιπλέον, το έργο FUTUREMED που αφορά στην περιοχή της Μεσογείου δεν ασχολείται καθόλου με τα Ελληνικά νησιά ενώ αντίθετα μελετώνται θέματα που αφορούν την κρουαζιέρα τα οποία έχει εισάγει η Ισπανία και παράλληλα μελετώνται και γραμμές από Β. Αφρική προς την Ευρώπη εκτός Ελλάδας ενώ δεν γίνεται μνεία για τις γραμμές Ελλάδας Ιταλίας ούτε μελετάται η χρησιμότητα επαναλειτουργίας της γραμμής Συρίας Βόλου η οποία εδώ και χρόνια έχει διακοπεί.

Το 2013 διακινήθηκαν περίπου 13εκ επιβάτες στα Ελληνικά νησιά παρά τα σοβαρά προβλήματα που αντιμετωπίζει ο κλάδος τα 4 τελευταία χρόνια λόγω της πτώσης της κίνησης, των συσσωρευμένων ζημιών, της έλλειψης ρευστότητας και βέβαια και κυρίως λόγω του διπλασιασμού της τιμής των καυσίμων. Οι συνολικές ζημιές του κλάδου της περιόδου 2009-2013 πλησιάζουν το €1δις. Η αναβάθμιση των υπηρεσιών και η ανανέωση του στόλου μας βασίστηκε αποκλειστικά στην ιδιωτική πρωτοβουλία και ιδιωτικά κεφάλαια και τραπεζικό δανεισμό χωρίς την παραμικρή επιβάρυνση του κρατικού προϋπολογισμού. Σήμερα ο ακτοπλοϊκός στόλος τη Ελλάδας είναι ο πιο σύγχρονος στην Ευρώπη. Η ανανέωση του στόλου μας ξεκίνησε κατά την δεκαετία του 2000 ήταν απολύτως αναγκαία και αποτελούσε μονόδρομο για την εξυπηρέτηση των νησιών μας λόγω της μεγάλης ηλικίας των τότε δρομολογημένων πλοίων, της διαμόρφωσης καινούργιων συνθηκών και τις σύγχρονες απαιτήσεις του επιβατικού κοινού. Το έργο αυτό σήμερα έχει υποβαθμιστεί και κινδυνεύει περαιτέρω. Το 2013, δύο (2) παραδοσιακές ακτοπλοϊκές εταιρίες ανέστειλαν την λειτουργία τους, οι γραμμές Πειραιά-Ρέθυμνο και Πάτρας-Σάμης-Ιθάκης ενώ αντιμετωπίζονται προβλήματα στην εξυπηρέτηση των γραμμών Β. Αιγαίου αλλά και στην γραμμή Ικαρίας-Σάμου.

Είναι απολύτως σαφές ότι όπως και στους υπόλοιπους κλάδους της οικονομίας έτσι και για την ακτοπλοΐα πρέπει να λειτουργήσουν όλες εκείνες οι συνιστώσες που θα καταστήσουν ικανές την ανταγωνιστικότητα του κλάδου μακροπρόθεσμα. Οι παράγοντες που επηρεάζουν την ανταγωνιστικότητα έχουν εκφραστεί και αναλυθεί πολλές φορές τόσο από πολλούς οργανισμούς όσο κι από εμάς. Επιγραμματικά οι παράγοντες αυτοί άπτονται της τιμολογιακης πολιτικής των Ελληνικών λιμένων, της μείωσης του ΦΠΑ (ειδικά στα ΙΧ), στις εκπτώσεις των εισιτηρίων, στην αναδιοργάνωση των δρομολογίων, στη βελτίωση

των λιμενικών υποδομών, στην τεχνολογική αναβάθμιση των υπηρεσιών όσον αφορά στην τήρηση αντικειμενικών στατιστικών στοιχείων καθώς επίσης και στην εισαγωγή του ηλεκτρονικού εισιτηρίου (όπως στις αερομεταφορές). Η οποιαδήποτε προσπάθεια για ανάκτηση της χαμένης ανταγωνιστικότητας στην παρούσα χρονική συγκυρία πρέπει να αρχίζει αλλά και να ολοκληρώνεται στην ύπαρξη ενός ακτοπλοϊκού δικτύου που να σέβεται την ιδιαιτερότητα της Ελληνικής νησιωτικότητας, τις τοπικές κοινωνίες, την επιχειρηματικότητα των ακτοπλοϊκών εταιριών αλλά και των νησιωτικών επιχειρήσεων. Η ύπαρξη και η αποτελεσματικότητα ενός ακτοπλοϊκού δικτύου αποτελεί ακρογωνιαίο λίθο για την ύπαρξη του κλάδου. Στην προσπάθεια αυτή διαμόρφωσης ενός δικτύου νησιωτικών μεταφορών θα πρέπει να ενταχθεί και κάθε μέσο μεταφοράς, όπως το αεροπλάνο και βεβαίως να αποτυπωθούν λεπτομερώς η ύπαρξη και η επιχειρησιακή δυνατότητα που δίνουν οι υφιστάμενες λιμενικές υποδομές και η όποια εφαρμογή να συμπεριλάβει το γενικότερο επίπεδο διαβίωσης και οικονομικού κλίματος που επικρατεί στην χώρα αυτήν την κρίσιμη χρονικά περίοδο που διανύει η οικονομία της. Έχουμε αναλύσει πολλές φορές πως ο απόλυτος στόχος είναι προφανώς η τέλεια, συνεπής, ποιοτική και τακτική διασύνδεση όλων των νησιών της χώρας όμως, ο στόχος που οι συνθήκες επιβάλλουν είναι η με αντικειμενικά κριτήρια μέγιστη δυνατή διασύνδεση όλων των νησιών της χώρας με τρόπο και βαθμό που να μη διαταράσσεται το οικονομικό, κοινωνικό και ιατρικό επίπεδο των νησιών. Οι επιλογές της πολιτείας στην παρούσα φάση δεδομένων των οικονομικών συγκυριών και δυσκολιών είναι ιδιαίτερα περιορισμένες και οι προσπάθειες που γίνονται είναι αναμφίβολα στη σωστή κατεύθυνση. Η χαλάρωση των εργασιακών σχέσεων ή και η μείωση του ΦΠΑ δεν θα δώσουν από μόνες τους το ανταγωνιστικό πλεονέκτημα που χρειάζεται ο κλάδος αλλά η εφαρμογή ΟΛΩΝ αυτών


των μέτρων που αναφέραμε παραπάνω.

Είναι γεγονός ότι τα όποια σημάδια βελτίωσης που παρατηρούνται σε μακρο-οικονομικό επίπεδο πρέπει να παγιωθούν και να περάσουν στους επιμέρους κλάδους της οικονομίας. Η επίπονη δημοσιονομική προσαρμογή, δίνει πλέον την σκυτάλη στις βαθιές μεταρρυθμίσεις οι οποίες θα συμβάλλουν στην επανάκτηση της χαμένης ανταγωνιστικότητας και στη δημιουργία νέων θέσεων εργασίας καθώς και νέων παραγωγικών επενδύσεων. Αυτό αποτελεί τη μοναδική διέξοδο από το οικονομικό και κοινωνικό τέλμα που έχει περιέλθει η χώρα. Η διαχείριση του όλου εγχειρήματος και η επιλογή των κατάλληλων στρατηγικών και «εργαλείων» θα κρίνει και το τελικό αποτέλεσμα το οποίο είναι πέρα από πολιτικές αντιπαραθέσεις και παρωχημένες προσεγγίσεις.

Υπό το ανωτέρω πρίσμα, ο Ελληνικός ακτοπλοϊκός κλάδος πρέπει να αποτελέσει βασικό πυλώνα της επαναχάραξης του Ελληνικού τουριστικού προϊόντος λαμβάνοντας υπόψη και συγκεράζοντας τα ιδιαίτερα χαρακτηριστικά της τοπικής και της διεθνούς τουριστικής αγοράς.

Προβήκαμε για μία ακόμη χρονιά σε εκτενή ανάλυση των χαρακτηριστικών του κλάδου τα οποία κάνουν λόγο για μια σοβαρή και συνεχή προσπάθεια όλων των εταιριών να διατηρήσουν το επίπεδο των προσφερόμενων υπηρεσιών τους και να αποφύγουν την χρεωκοπία. Έχοντας υπόψη τα έως τώρα δεδομένα για το 2014 αναμένεται να υπάρξει μια αύξηση της διακίνησης και μικρή αύξηση του κύκλου εργασιών των εταιριών. Σε λειτουργικό επίπεδο ενδεχομένως να υπάρξει περαιτέρω περιορισμός των δαπανών με αποτέλεσμα τη βελτίωση των λειτουργικών τους αποτελεσμάτων κατά 4%-7% στο σύνολό τους. Αναμένουμε επίσης

να υπάρξουν σοβαρές αναδιαρθρώσεις στις δανειακές υποχρεώσεις των εταιριών καθώς και κάποιες νέες αναχρηματοδοτήσεις. Επίσης κρίνουμε σκόπιμο να αναφέρουμε ότι στις περιπτώσεις που οι τράπεζες έχουν μεγάλη συμμετοχή στο μετοχικό κεφάλαιο ακτοπλοϊκών εταιριών, θα πρέπει να εξευρεθούν τρόποι διαχείρισης που να σέβονται τα παρόντα μερίδια αγοράς αλλά και να δημιουργούν συνθήκες εμπορικής ισορροπίας τόσο στην αγορά της Ελλάδας όσο και στην αγορά της Αδριατικής. Το εν λόγο εγχείρημα είναι σαφώς δύσκολο και ενδεχομένως επίπονο, όμως θα πρέπει να συντελεστεί σε συνεννόηση με την πολιτεία και με γνώμονα όχι μόνο τη βιωσιμότητα των οικονομικών μεγεθών αλλά και του ακτοπλοϊκού δικτύου και του υφιστάμενου επιπέδου παροχής υπηρεσιών.

Παράλληλα με τις ως άνω προοπτικές πρέπει να τονισθεί το γεγονός ότι χρηματο-οικονομικά η αγορά παρουσιάζει ευκαιρίες αν κρίνουμε ότι ύστερα από 5 χρόνια υπάρχουν τάσεις ανάκαμψης. Το μεγάλο «έλλειμμα» της αγοράς είναι η έλλειψη ιδιωτικών πλοιοκτητικών σχημάτων. Πέραν λίγων ονομάτων (Grimaldi/ Ευγενίδη/ Ιλιόπουλου) τα ιδιοκτησιακά σχήματα είναι είτε ευρείας μετοχικής σύνθεσης ή τραπεζικής μετοχικής σύνθεσης. Τα αντανακλαστικά αυτών δυστυχώς είναι ανήμπορα να δράσουν κυρίως λόγω σοβαρότατης έλλειψης ρευστότητας αλλά και ευρύτερων αγκυλώσεων. Έτσι δεν μπορούμε να περιμένουμε σοβαρές κινήσεις ανάληψης κινδύνων άρα και πιθανών νέων επενδύσεων από αυτούς, παρά μόνο από κάποιους άλλους που θα διαβλέψουν πιθανή ανάκαμψη της αγοράς στον εθνικό ή τον διεθνή χώρο.

Στο μονοπωλιακό κίνδυνο πρέπει να δώσουν την προσοχή τους τόσο οι ακτοπλόοι όσο και το κράτος που έχει και το ρόλο του

ρυθμιστή. Η ναυτιλία δεν είναι αεροπλοΐα. Τα μεγέθη είναι τελείως διαφορετικά όσο και οι λειτουργία της. Δεν θα πρέπει να αντιστοιχεί κανείς το παράδειγμα των αερογραμμών Ελληνικών συμφερόντων που με τη συγχώνευσή τους κατάφεραν να διεισδύσουν σε άλλες αγορές αλλά και να απολαύσουν οικονομίες κλίμακας. Οι πολλαπλοί προορισμοί, η διαφορετικότητα των πλοίων και η διαφοροποίηση των χρηστών (επιβάτες/ οχήματα/ φορτία) δίνει μία διαφορετική διάσταση στην αγορά της ακτοπλοΐας και τα περιθώρια μονοπωλίων δεν μπορούν να υπάρξουν.

Αντιθέτως, βλέπουμε ότι η αγορά κινείται με τάσεις συμπράξεων και συγχωνεύσεων με σκοπό τη διάσωση των λίγων εταιριών. Αυτή η τάση απαιτεί προσπάθεια αυτοσυγκράτησης με σκοπό τη διατήρηση του ανταγωνιστικού της χαρακτηριστικού που θα επιτρέψει την οποιαδήποτε νέα είσοδο επενδυτικών σχημάτων που θα διαβλέψουν ευκαιρίες αλλά και την ορθή, ακέραια και πολιτικά ακίνδυνη στρατηγική στον τομέα των επιδοτήσεων. Η τελευταία αποτελεί ίσως το μεγαλύτερο αγκάθι για τους κυβερνώντες αφού από την μία καλούνται να αυξήσουν το μέγεθος αυτών των επιδοτήσεων σε επίπεδα ανάλογα άλλων κρατών της ΕΕ αλλά και να διατηρήσουν τον ανταγωνιστικό χαρακτήρα, δηλαδή να διατηρήσουν την ύπαρξη πλοιοκτητών στην αγορά.

Επιτέλους όμως το πρώτο βήμα που θα πρέπει να γίνει και μπορεί να γίνει εύκολα είναι ο εκσυγχρονισμός τους συστήματος καταγραφής της κίνησης με σκοπό την παρουσίαση της πραγματικής εικόνας σε όλα τα εμπλεκόμενα μέρη της αγοράς. Η εφαρμογή του συστήματος ηλεκτρονικού εισιτηρίου στα πρότυπα των ευρωπαϊκών αγορών αλλά και της αεροπλοΐας και του σιδηροδρόμου θα επιφέρει μεγάλες αλλαγές στις κρατήσεις και το κόστος πωλήσεων που ναι μεν θα

θίξουν συμφέροντα λίγων αλλά θα βοηθήσει την ίδια την αγορά και θα δώσει στο κράτος ολοκληρωμένη αποτύπωση της.

Θα θέλαμε να τονίσουμε για μία ακόμη φορά ότι ο ρόλος των τραπεζών στην παρούσα φάση είναι σημαντικότατος. Οι δανείστριες τράπεζες που έχουν ως εγγυήσεις τα ίδια τα πλοία δεν έχουν να φοβούνται τίποτε απλά θα πρέπει να επιμηκύνουν την περίοδο αποπληρωμής. Κίνδυνος σημαντικών ζημιών υπάρχει για τις τράπεζες που έχουν δανείσει με εγγύηση μετοχών ή έχουν γίνει οι ίδιες μέτοχοι. Αν έχουν μικρά περιθώρια επιμήκυνσης αποπληρωμής ή έχουν άμεσα προβλήματα ρευστότητας τότε αναμφίβολα καλούνται να πάρουν τις ζημίες τους άμεσα περιορίζοντάς τες με έξυπνες κινήσεις πολλές εκ των οποίων έχουν καταγραφεί στην παρούσα μελέτη. Δεν είναι όμως θεμιτό οποιαδήποτε τράπεζα-μέτοχος να αποτελεί ρυθμιστή του τρόπου λειτουργίας και εξέλιξης της αγοράς όταν το σύνολο των τραπεζών, ξένων ή ελληνικών, έχουν επιδείξει ζηλευτές για άλλους οικονομικούς τομείς τάσεις αυτοσυγκράτησης.

Η ωριμότητα είναι κύριο χαρακτηριστικό των χρηστών που κατάλαβαν καλά τις δύσκολες επιπτώσεις της διεθνούς (κόστη λειτουργίας και κυρίως κόστος πετρελαίου) όσο και της Ελληνικής κρίσης και αποδέχθηκαν την ορθολογιστική αναδιάρθρωση της επιχειρησιακής και διαχειριστικής λειτουργίας των εταιριών με μειωμένες ταχύτητες και λιγότερα δρομολόγια. Ο κίνδυνος όμως υπάρχει αν αφεθεί κάποιος προορισμός χωρίς εξυπηρέτηση και γι’ αυτό η συνεχιζόμενη προσπάθεια του κράτους και των εταιριών είναι σημαντική και χρίζει ευαρέσκειας.

Ευελπιστούμε ότι η διαφαινόμενη ανάκαμψη θα συνεχιστεί και ότι τα χειρότερα πέρασαν. Με εύλογες κινήσεις μπορούμε να ελπίζουμε σε περεταίρω ανάκαμψη.

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“Should the future of Classification Societies be based on co-operation or independence?”

BySpyridon Zolotas

Area Manager, Greece & Cyprus, RINA

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Though fuel-saving practices like slow steaming are widespread, energy efficiency continues to be a pressing concern. Vessel fuel bills remain high – and will likely become even higher for those sailing in Emis-sion Control Areas after January 2015. Catastrophic engine damage due to cat fines is also on the rise, along with safety worries related to multi-fuel operation. Yet in the face of these complex and interrelated issues, the Alfa Laval adaptive fuel line offers new levels of savings and protection.

Fuel costs, emission legislation and cat fine difficulties are all deeply intertwined. With HFO already at a premium, everything pos-sible is being done to enable slower steaming and reduce fuel consumption. Meanwhile, emission legislation is forcing the use of even more expensive distillates, as well as the use of low-sulphur HFO. The fact that the latter has a higher average cat fine content can be tied to a growing number of cat fine attacks, which have increased despite the revision of ISO fuel specification 8217 to a 60 mg/kg Al+Si limit. “Part of what we’re seeing is a consequence of the effort to curb emissions, which is making traditional fuel cleaning even more demanding,” says Niclas Dahl, Alfa Laval Market Unit Manager, Marine Energy. He refers to a recent study by Man Diesel & Turbo’s PrimeServ, in which cat fines had a confirmed role in 84% of 226 investigated cases of poor engine cylinder condition. “These cat fine attacks are an energy issue as well as a safety concern, because the wear deteriorates engine efficiency even if it doesn’t lead to catastrophic failure.”Alfa Laval has been working to break the cat fine trend, but also to find energy opportuni-ties amidst today’s more complex fuel prac-tices. “When it comes to the fuel line, energy efficiency and protection are often two sides of the same coin,” says Dahl. “Our R&D has therefore focused on using the synergies that exist. Through a combination of new thinking and new technology, we’ve created a truly adaptive fuel line that saves energy as well as the engine.”

A new scope of optimization – the Alfa Laval adaptive fuel line

There is much that can be done to optimize individual fuel line components, such as choosing separators with Alcap functionality. Moreover, much can be done with the fuel line construction to prevent cat fine attacks, such as ensuring that tank floors are slanted and that return pipes extend from the tank bottom rather than the top. According to Dahl, how-ever, “Finding large-scale energy benefits and really maximizing protection requires looking further than traditional component roles.”Alfa Laval’s recently launched FCM One booster, Dahl says, is an excellent example of such thinking. “The FCM One goes beyond traditional booster capabilities, including those of our original Fuel Conditioning Module,” he explains. “It works with multiple fuels, reacts to multiple parameters and handles multiple levels of information, which gives it a much broader influence on the fuel line as a whole.” The idea of incorporating the whole defines not only the FCM One, but also the Alfa Laval adaptive fuel line of which it is a part. The Alfa Laval adaptive fuel line saves energy and im-proves protection by four distinct means: feed optimization, system supervision, multi-fuel management and waste fuel recovery.

Feed optimization: bringing fuel treatment into syncSince the adoption of slow steaming, most vessels spend little time at full engine load. Nonetheless, fuel lines are constructed and operated as if full load were the norm. “This is an opportunity missed, and not only because feed pumps and separators that run on full consume unnecessary energy,” says Dahl.

“Decreasing the flow rate through the separa-tor increases the time the fuel spends within it, which improves the removal of particles.”This is the principle utilized by FlowMate, a new Alfa Laval system that adjusts the flow of fuel to match the engine load. “By using au-tomatic control and variable frequency drives to reduce the flow at partial load, we make use of the available synergy,” Dahl says. “The principle is obvious. Why use more energy for fuel cleaning when using less energy will mean even better cat fine removal?”In addition to FlowMate, the Alfa Laval adap-tive fuel line has dedicated heater control that keeps the fuel’s temperature at the recommended 98° ± 2°C. “This parameter is surprisingly overlooked on board,” says Dahl. “Without proper control, the fuel temperature can easily drop to 85°C, which necessitates a 40% flow reduction to maintain separation efficiency.”

System supervision: protecting ef-ficiency in real timeEven when the flow is optimized and separa-tion efficiency is high, spikes in cat fine levels are impossible to rule out. In rare cases they may be caused by off-spec fuels, though they are more likely to occur when latent cat fines in the tanks are stirred up by rough seas. Preventing such attacks from damaging en-gine cylinders is essential, because damaged surfaces reduce combustion efficiency and may eventually result in engine failure.To keep cat fines from entering the engine, another new system is incorporated into the Alfa Laval adaptive fuel line. Catguard ac-curately measures cat fine levels at several pre-engine sampling points, warning of any elevation. Such real-time measurement enables crews to take immediate countermea-sures, as well as to trace the root causes of the problem. A similar function is provided by the FCM One, whose engine-specific monitor-ing of fuel consumption takes into account the pulsations of the fuel injection system. “While not a measurement of engine efficiency per se, the monitoring of fuel consumption quickly indicates when efficiency losses occur,” says Dahl. “Like Catguard, it allows immediate ac-tion to be taken and root causes to be traced.”“Put simply,” Dahl says, “crews now have the tools stop the cat fines that threaten the engine and its efficiency, and they can detect increasing fuel consumption at an early stage,

The Alfa Laval adaptive fuel line: integrating energy savings and engine protection

ByNiclas Dahl

Alfa Laval Market Unit Manager, Marine Energy

Piraeus Greece, 10 Akti Poseidonos 185 31Tel.: +30 210 422 1000 A.O.H: +30 6976 444 100/103

Telefax: +30 210 422 1008/417 4885E-mail: [email protected]

www.tsavliris.com

London United Kingdom, 38 Bruton Place, Mayfair W1J 6NX Tel.: +44 (0) 207 629 7373 Telefax: +44 (0) 207 629 7379

E-mail: [email protected]


regardless of the cause.”

Multi-fuel management: safely promot-ing efficiencyThe FCM One has yet another important role in the Alfa Laval adaptive fuel line, especially for vessels that will sail in Emission Control Areas. When multiple fuels are used on board, the FCM One safeguards fuel changeover and enables automatic blending for an economical match of a given sulphur target.

“Multi-fuel operation creates difficulty for operators, since residual and distillate fuels have very different characteristics,” says Dahl. “The changeover between fuels must be well controlled, especially when it comes to viscosity, or there will be alarms and delays that result in more burning of expensive distillate.” Sophisticated automation and temperature con-trol are central to an energy-efficient changeover. The FCM One uses one controller, a single algorithm and integrated cooling to keep viscos-ity within a tight range – even when changing between different fuel blends. “The FCM One puts everything into one system, including the option of an electronic fuel record book to prove ECA compliance,” says Dahl. “ That means uninterrupted transitions where less distillate is consumed, even when there are changes in engine load.”

Waste fuel recovery: utilizing every

drop of fuelFeed optimization, system supervision and multi-fuel management – combined with individually optimized components – create a fuel line that truly adapts to changing conditions. This in itself saves a great deal of energy, even as it provides better protection for the engine.What remains is to recoup the small losses that occur at various points in the system, which account for 0.5 to 2% of a vessel’s total fuel consumption. In this respect, PureDry is the crown jewel of the Alfa Laval adaptive fuel line, as it allows virtually all of this oil to be recovered with ISO 8217 quality. At present, PureDry is the only equipment capable of recovering the HFO fraction of waste fuel oil in accordance with MEPC.1/Circ.642.“PureDry is a unique and long-awaited opportu-nity for ship owners and operators, since it lets them get the maximum amount of energy from the fuel they bunker,” says Dahl. “All that remains is bilge-quality water and a tiny fraction of super-dry solids, because everything else is returned as reusable fuel.” With PureDry, Dahl says, a large container ves-sel with an engine capacity of 64 MW can save up to USD 670,000 per year in fuel costs alone, plus an additional USD 67,000 in waste disposal costs.

A total approach with comprehensive savingsThe complete Alfa Laval adaptive fuel line is

a highly responsive and integrated system, whose design, automation and quality are as-sured by Alfa Laval. All components are steered with the new Alfa Laval Touch control system, whose graphical touchscreen interface provides two-touch access to all functions and an easy overview of all fuel line parameters. What matters most, however, are the tangible savings this new configuration offers. Using Dahl’s example of a large cargo vessel with an engine capacity of 64 MW, feed optimization and waste fuel recovery can lead to a total annual fuel savings of well over USD 880,000. Added to this are the fuel savings through system supervi-sion and multi-fuel management, which might be as much as USD 400,000. Although protective savings via FlowMate and Catguard are more difficult to quantify, the prevention of a severe cat fine attack could avoid costs for repair, downtime and off-hire running into the millions.“The Alfa Laval adaptive fuel line marks a new chapter in Alfa Laval’s fuel handling leadership,” says Dahl. “By widening the perspective and tak-ing a comprehensive approach to optimization, Alfa Laval has created a state-of-the-art solution to today’s energy efficiency and fuel quality concerns. Savings, safety and compliance are incorporated in a single system that handles the full spectrum of fuels and operating conditions. That puts operators in full control, both of fuel line processes and of opportunities for energy optimization.”

In September, the competition authori-ties cleared the merger between DNV and GL, now almost one year later we can look back on the exciting first phase of this new organisation. By com-bining the two international organisa-tions, the DNV GL Group became one of the world’s leading independent techni-cal service providers, with state-of-the-art technological expertise and strong capabilities for innovation. The two organisations had very complementary strengths and shared values and so the percep-tion has been that this is a very nice “fit” for both. This has been borne out in the integration process, which has been carried out in a very professional and constructive manner. There has been a real excitement within DNV GL Piraeus, especially after moving to our common offices in December. We now offer the most comprehensive ser-vice portfolio for all ship types. We have more than 16,000 highly skilled people in more than 100 countries to provide the industry’s most responsive service. Our customers benefit from our expanded expert knowledge base and our ability to work as their partner, increasing their competitiveness and the depth of technical advice they can access.In December another milestone was reached: DNV GL launched its new global brand. The new brand profile and value proposition are crucial for DNV GL to be able to act – and be perceived – as one company in the market. We differentiate ourselves through our strong focus on safety and quality, and that can only be achieved through the highest level of technical competence. The merger has provided us with a promising equa-tion, because the strengths of our organisations complemented each other so well: one and one has added up to more than two.We are currently in the process of putting together the new DNV GL rule set. Out target is that the rule will come into effect in January 2016. This is an extremely exciting project, one that will form the basis for our activities going forward. There is a review process underway and we are putting together what we think will be a unique set of rules for all of the vessels and objects in the DNV GL portfolio.

These rules will be very forward looking and take the best of our current rule sets. We want to build rules that will form the foundation for the future of classification. As such they will be aligned with modern standards and extremely efficient in enabling the design and construction process. Throughout the whole process, we are focused on our customers to ensure that they are able to continue to operate their business without disruption. DNV GL has made the commitment to dedicate five per cent of its revenue to Research and Devevelopment (R&D). This unit is focussed on long and short term solutions, and visionary and practical commercial projects. In this way we can offer our customers solutions that address the challenges that they face today and over the short term. While at the same time we are trying to anticipate the shape of the industry in the future and the technologies and systems that will enable our customers to continue to proper. Such a unit is located in Piraeus (DNVGL R&D Piraeus), making us the only classification society in Greece with such a dedicated unit. In January we released a paper looking at the potential of alternative fuels in shipping. The report looked across the whole spectrum of potential bunkering options – from bio diesels, to LNG, to battery hybrids and even nuclear. The report focussed on how shipping can reduce its impact on the environment in terms of CO2 emissions and what effect the various options could have on that. Beyond that it also looked at

the practical and commercial realities of these alternative, how they might be deployed and in which vessel types. And I think this kind of paper is very valuable, not just for our direct customers who can look ahead to the next ship they might be building, but for ports, regulators and energy generation and transport companies, who can get a better picture of the potential markets. Lastly, it is worth mentioning that the responsible person for this position paper was a Greek: Mr. Christos Chryssakis, who lives and works in our offices in Oslo.In February, the first DNV GL Greek Technical Committee Meeting took place at our new com-mon offices. A series of interesting topics from DNV GL experts was presented to a strong pres-ence from our Technical Committee members.DNV GL takes part in more than 100 Joint Industry Projects annually, where we combine our expertise with industry partners and customers to find solutions to complex technical challenges. As we celebrate Year 1 & 150 years of service to the shipping and offshore industries this year, we are focusing strongly on relationship building ini-tiatives such as these so that our customers ben-efit from our long-term commitment to quality and technology. DNV GL is also making a significant commitment to our Greek customers by establish-ing a new customer support centre in Piraeus, alongside the existing office. Beginning in 2015 we will have a centre that will offer direct access to technical experts (DATE). Additionally, we will be expanding our plan approval department so that we can offer the full range of approval works for ships in operation. The new DATE programme will offer customers in Greece access to experts based in Piraeus, with a wide ranging multi-dis-ciplinary technical base. Alongside this, a strong training presence with the DNV GL Academy and a strategic research and innovation team based in Greece reflects our commitment to continued investment in the region.We already have a global network in place that is unparalleled, but we will continue to be vigilant and proactive about meeting our customers’ needs. In future, the core differentiator will be whether a class society can create value of cus-tomers in the shipping industry. At least at DNV GL we will offer services that enable customers to advance.

DNV GL - In the business of being safer, smarter and greener

ByNikolaos Boussounis

Sr. Vice PresidentManager, Region East Med.,

Black & Caspian Seas

Nikos Boussounis, passed away when the hard copy of NAFS magazine has already been released. We express our sincere condolences to his family and loved ones.

SAFER, SMARTER, GREENER

NavigatiNg complexityDNV and GL have merged to form DNV GL. The company is the leading technical advisor to the global oil and gas industry and the world’s largest classification society. We provide consistent, integrated services within technical and marine assurance and ad-visory, risk management and offshore classification, to enable safe, reliable and enhanced performance in projects and operations.

Together with our partners, we drive the industry forward by developing best practices and standards.

Our people combine industry expertise, multi-disciplinary skills and innovation to solve challenges for our customers – to navi-gate in a complex business environment.

People • Cargo • Fire • Stability • Crew and training • Market conditions • Maintenance • Vetting • ECA • SECA • Sulphur cap Ballast • Emissions to air and water • Life Cycle • IMO Port State • Statutory • Advisory

“Your reliable partner in marine

& shipping services”

INDUSTRIAL PARK OF ASPROPYRGOS,

NATO AVENUE, GR 19300

(PO BOX 93)

Tel: +30 210 5570870

Fax: +30 210 5570834

www.temika.gr

[email protected]

[email protected]

[email protected]

Bolidt Synthetic Products & Systems has secured a contract as exclusive partner to Viking Ocean Cruises for the supply of decking and flooring. The contract covers Viking Star, the first vessel due for deliv-ery in 2015 and its sister ship, Viking Sky, scheduled for delivery in 2016, as well as options on a further two vessels. “Viking Cruises has a long tradition of work-ing with Bolidt through our extensive ‘Long-ship’ river cruise program,” says Richard Goodwin, Vice President – Engineering, Viking Cruises. “Bolidt has shown a willing-ness to adapt to our requirements and has always provided a quality product, and for this reason we are happy to continue this relationship on our new fleet of luxury cruise ships currently building in Italy.” Viking is renowned within the river cruise sector, where it has experienced unprec-edented expansion over the past few years. Its decisive move into the ocean cruise market will build on the same attention to ship design, itinerary, privileged access excursions and on-board experiences for a discerning clientele. The fleet will be comfortable, state–of-the-art ships that are intimate and thoughtfully created by expe-

rienced naval architects and designers to enrich the passengers’ interaction with their destinations in every way. The interior design of Viking Star, from London-based SMC Design and Los Angeles-based Rottet Studios, offers a modern and contemporary feel. Bolidt’s products lend themselves perfectly to de-livering this vision. The Dutch flooring and decking specialist offer flexible systems that can be used within many different design frameworks and yet still meet requirements in terms of cost, ease of maintenance and environmental protection. Bolideck® Future Teak, an environmentally-friendly, slip-resistant and cost-effective alternative to traditional teak will feature in the ‘Wintergarden’ as well as on all outdoor decks, balconies and terraces. The choice of this sustainable product supports the overall environmentally-conscious design of the 47,800 dwt vessel, which will feature a hydro-dynamically streamlined hull and bow and be fitted with energy-efficient engines to maximise fuel efficiency. The vessel will also feature equipment to minimise exhaust pollution.Bolideck® Select Soft will be used for areas

such as the sportsdeck and jogging track. This system has been specifically devel-oped for its excellent sound attenuation qualities, combined with ease of mainte-nance and durability. Bolideck® Select Soft provides a safe surface that is extremely comfortable, even when barefoot.“Bolidt has delivered its decking solutions to some of the highest profile cruise ship operators in the industry and is extremely pleased to be selected to partner Viking as they extend their business into the ocean cruise sector”, says Jacco van Overbeek, Bolidt Director Maritime Division.


Chios Marine Club: “Ballast Water Management Systems” ConferenceChios Marine Club is organizing the “Ballast Water Management Systems” conference on Tuesday 21st of October 2014. The introduction of the International Ballast Water Management Convention in 2004 has brought about important developments towards the protection of the marine envi-ronment.As of today, the Convention has been ratified by 40 IMO member states which represent about 30% of the world merchant shipping tonnage, whereas it will enter into force 12 months after ratification by those states that represent 35% of the world ton-nage.Compliance with the Convention requires Ballast Water Management Systems to be used on board vessels and during the

conference a selection of established market leaders will present their systems. Each one will have the opportunity to speak about the characteristics of its own treat-ment system.Chios Marine Club, always being very active in the Hellenic Maritime Industry, is organizing this conference, aiming to bring together manufacturers and ship owners, technical managers, port captains and superintendents to promote the sharing of knowledge. The conference will commence at 18:00 and will end at 21:00 in Metropoli-tan Hotel (ex Chandris Hotel). Participation is free. For more information about the con-ference and the registration process please contact us via e-mail at: [email protected] or call at: 2104185788.

Bolidt secures contract for Viking Ocean Cruises flagship vessel


In the 2013 released film ‘All Is Lost’, Robert Redford wakes up in the Indian Ocean just to find that his 39-foot yacht is taking on water, after a collision with a shipping container which was left floating on the high seas. For 8 days, the lone sailor applies skill, knowledge and resourceful-ness to successfully survive against the elements. Likewise and for the last 6 years (since the col-lapse of Lehman Brothers), Greek shipowners have successfully survived in a challenging ship-ping and ship-financing landscape.According to the latest data by the Greek Ship-ping Cooperation Committee, Greek shipowners control 3,901 vessels, representing 24% of tanker and 16.4% of dry-bulk global Dwt capacity. It is interesting to note that from 2000 to 2014 the Greek controlled fleet almost doubled in Dwt capacity (reaching 290 Million from 150 Million Dwt tonnes), whilst the average age of the Greek controlled fleet stands at 9.9 years against 20.3 years in 2000. As the above figures suggest, over the last decades Greek shipowners planned and successfully implemented an impressive expan-sion and fleet modernisation strategy. European Banks were instrumental throughout this process as they fiercely competed to provide ample debt capital, at attractive pricing to cater to Greek ship-owners’ needs. The picture changed drastically however in 2008 when the sub-prime crisis, the European sovereign debt crisis and deteriorating conditions in the shipping markets (freight rates as well as asset values) brought European lenders under severe strain.Compared to other shipping nations, Greek prin-cipals were very quick in their response to the de-teriorating shipping and ship-financing conditions. They were among the first to successfully cancel or renegotiate shipbuilding contracts, commit ad-ditional capital where necessary and / or enter into debt restructuring agreements with their lenders. Despite their swift response, the Greek ship-

owning community was quick to realise that the European Banking crisis had a transformational impact on the Ship-financing industry. Traditional European Shipping banks, which had been bailed out by their countries’ respective governments were no longer committed to the shipping industry. As the table suggests, since 2008, most Global Ship-financing Banks, the majority of which are European and which traditionally supported the Greek shipping industry, initiated a significant deleveraging, as most of these did not have adequate capital to properly support the capital-intensive shipping business. Furthermore, Greek banks that used to cater for the mid-sized / smaller owners, effectively stepped out of the market due to their liquidity issues.Even today, the conditions in the Greek Debt ship-financing environment have not reversed. The few remaining (International) Shipping Banks with debt capacity tend to focus on large, corporate Greek shipping clients. The small and medium sized shipowners, on the other hand, irrespective of their track record, find it increasingly more difficult

to raise financing for their projects. In every downturn there is an op-portunity and during this period, a number of Greek shipowners were well positioned and took advan-tage of the attractive, historically low ship asset values to expand and renew their fleet. In a growing number of cases, Greek shipown-ers also took the opportunity to enter into specialised shipping sectors, such as the Liquefied Petroleum Gas (LPG), Liquefied Natural Gas (LNG), drill ships,

offshore, and other. In view of the limited availability of ‘plain vanilla’ senior debt finance, during the last couple of years Greek shipowners initiated a process of diver-sifying their capital structure, investigating and successfully tapping alternative capital sources for their shipping projects. Korean, Chinese and Japanese (to a lesser extent) government controlled financial institutions and Export Credit Agencies (ECAs) represent an alternative capital source that was successfully tapped by Greek shipowners. These institu-tions were quick to step in and support Greek shipowners with their newbuilding programs in the respective countries. A number of larger, corporate Greek shipping players were successful in tapping the US Public Equity and Debt Capital markets. Greek shipping companies which were already listed increased their liquidity through follow-on of-ferings whilst a small number of Greek shipowners successfully proceeded with their IPOs in the US; these were involved in the Maritime Energy (LNG and LPG) shipping space. The US high yield bond market was also successfully tapped by reputable Greek shipping companies such as Navios, Gas Log and Eletson. The US Term Loan B market (senior term loans extended by institutional inves-tors in the US) was also successfully tapped by Greek shipowners for the first time by Navios and Ocean Rig. An important development during the last couple of years in the Greek ship-financing landscape was the significant increase of the Joint Ventures that have successfully been set up between Greek shipowners and (primarily US) Private Equity funds. It is estimated that close to 20 such JVs have been set up and their timing was rather appropriate as they invested funds in modern tonnage at attractive prices. Similar to Robert Redford’s harsh awakening in the middle of the Indian Ocean, Greek shipowners woke up on September 15th 2008 in a new ship-ping and ship-financing world order. As a result of their swift response, resourcefulness and intuition, Greek shipowners fared relatively well, particu-larly the larger companies although the medium, smaller companies still find it hard to raise funding to renew their fleets. In order to cope with this new environment and tap alternative capital sources for their long-term ship-financing needs, a number of traditional Greek shipping set-ups opted to adopt a more structured, transparent and investor friendly shipping corporate approach; maintaining nevertheless their hands-on, conservative (family) approach which allowed them to weather the recent storm.

All is (not) lost; greek shipowners’ survival in a turbulent ship -financing industry

ByIoannis Alexopoulos

Director, Eurofin Group

Lecturer of Ship-Finance at ALBA

Graduate Business School at The

American College of Greece

••

•••

Sealion Shipping Ltd, on behalf of Toisa Limited, is pleased to announce that an order has been placed with Shanghai Zhenhua Heavy Industries Co. Ltd (ZPMC) for a multi-purpose 24 man, twin bell, NORSOK capable Satura-tion Diving Support/Offshore Construction Vessel (DSV/OCV), to be delivered in early 2017. The vessel design is from Sawicon AS, customised to the require-ments of Sealion/Toisa and will produce a vessel of impressive capabilities and flexibility. The ZPMC yard, chosen to build the new vessel, has a proven track record of building complex structures and vessels and has a long history of working with inter-national clients requiring a high level of technical and commercial expertise.The new Multipurpose DSV is built around a fully automated DRASS saturation dive system. A 24 man, 300MSW, twin bell sys-tem which has been designed to provide NORSOK U100 capability, achieving the highest levels of diver safety and comfort. The provision of two hyperbaric lifeboats and a main deck mounted emergency bell mate trunk, together with other inher-ent features, prioritize diver safety to the highest level and allow maximum twin bell operation at depth. The vessel is also fitted with a three diver Nitrox/air diving system designed for hoop diving (35m outreach), incorporating a triple drum winch for hose deployment and a designated tooling A-frame. The vessel will have two offshore, active-heave compensated, knuckle boom cranes fitted. A 400 tonne crane with a depth capability of 3,000 metres single fall, and an auxiliary crane with a capacity of 25 tonne and a single fall depth capability of 600 metres. There will be an extensive working deck area of 1,850m2 and, in addi-tion to the dive system moonpools, a large working moonpool of 7.20 x 7.20 metres would enable deployment of flexible pipe via client-supplied VLS, or similar. With a minimum deck strength of 15t/m2 and specific areas strengthened to take 50t/m2, carriage and deployment of heavy equip-ment and special project related machin-ery, is facilitated. There will be two ROV

Hangars designed to accommodate large work class ROVs for overside launch. All the necessary interfaces to service ROVs, as well as dedicated offices, control rooms, workshops and stores are included in the hangar design, producing an ergonomically arranged space for efficient operation of ROVs.The vessel is equipped for world-wide operations in the oil and gas sector on ultra-deep water projects. There are three stern azimuth thrusters giving propulsive power plus two tunnel thrusters and one retractable azimuth thruster forward, all powered by a diesel electric plant of six diesel alternators. These and all the other vessel’s machinery are controlled by a fully integrated vessel management and control system. The vessel is dynamically positioned (DP3) with the dual notation of DYNPOS AUTRO (DP3) and DYNPOS ER (Enhanced Reliability). DYNPOS ER is a major step forward in DP philosophy whereby the level of increased redundancy and monitoring inherent in this notation not only increases safety but will allow flexibility to operate the vessel in its most efficient mode. There is accommodation sufficient for large numbers of contractors in addition to the charterer’s management team and ships staff. This vessel can accommodate up to a total of 200 persons in cabins and public spaces of the highest standard. The living accommodation can be configured to a Client’s requirement depending on overall

number of persons onboard. Main principles of the vessel are:LOA 145.90mLBP 133.80mBeam (moulded) 27.00mDepth (moulded) 11.30mDraught (design) 7.50mTrial speedn 14.50 knotsDeadweight approx.9,450 tonnesAccommodation 200 persons Notations:DNV +1A1, SF, DYNPOS AUTRO and DYNPOS ER, EO, DK(+), CLEAN DE-SIGN, COMF-V(3) C(3), FIFI-II, NAUT-OSV (A), ICE-1C, DSV-SAT, DSV-SURFACE, HELDK-SH(CAA-N), BIS, SPS, SHIP SHAPED OFFSHORE SUPPORT UNIT, OFFSHORE SERVICE VESSEL +, BWM-T, RECYCLABLE, SUPPLY VESSEL (Hull Only), and in compliance with MODU Code and MOU Regulations. This order demonstrates Toisa’s continu-ing commitment to the future of front-rank Saturation Diving/ Construction vessels and in so doing, will increase to four, the number of modern DSV’s with integral saturation dive systems, within the existing 27 strong, Toisa OSV fleet. It is recognised that the present world-wide dive support vessel fleet is an aging one and this state of the art vessel is designed to anticipate future market needs.


New state of the art DP3 DSV for TOISA

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


Recently, Tsakos Columbia Shipman-agement achieved ISO 50001 certifica-tion by Lloyd’s Register. How critical is the energy management to the ship operations? Energy management is essential to ship operations. Improving energy efficiency reduces fuel consumption and as such reduces operating costs for the compa-nies and their clients. In addition, being energy efficient has become a legal and industry requirement and assists in reducing the environmental impact asso-ciated with CO2 emissions from shipping operations. Social and commercial pressure have placed operational excellence to the fore-front of doing business in the maritime in-dustry. Shipping has been one of the few industries which had to face a turbulent market and at the same time comply with a number of new requirements regard-ing air and especially green house gas emissions.In this environment energy management is a key factor to success. Its two fold effect leads to a reduced environmental impact and cost economies crucial to operations and commercial sustainability.Implementation of an energy manage-ment plan can help a company/ship operator to develop a baseline of energy use, actively manage energy use and costs, reduce emissions without nega-tively affecting operations and continue to improve energy use/product output over time.Overall there are a number of regulatory, commercial and environmental drivers for managing energy efficiently and the benefits can be seen at both an owner’s perspective, as well as that of their sup-ply chain.

Please tell us, how LR supports its clients and potential clients to meet their business objectives? At Lloyd’s Register we combine a unique understanding of the maritime industry with specialist expertise in environmental

and energy efficiency solutions. This means we can better understand the challenges our clients face.Compliance with future and emerging environmental regulation is one of the biggest challenges the marine industry faces. There are many different solutions available, all at different levels of tech-nological maturity and involving different commercial risks. We can support our clients make the right choices for their operations, by providing an understand-ing of the issues and by helping our clients develop a strategy to achieve operational assurance.We believe that future performance depends on today’s decisions. In this context we help our clients to make the decisions that ensure their ships are designed and operated to perform better in every way, from the fuel they consume to the technologies and procedures they employ. Environmental challenges mean that ships are becoming increasingly complex to operate. At Lloyd’s Register we help our clients develop operational proce-dures and training to ensure that their two most important assets – people and ships – work in harmony and deliver high performance.Using our global expertise network we get the lessons across and support

day to day operations. This expertise especially when it comes to innovation and new technologies is invaluable to decision making. Lloyd’s Register participates in research projects and Joint Industry Projects (JIPs) with stakeholders from industries, academic, research institutions and government agencies. Its main objective is to pursue fundamental and long term research into a broad range of novel and emerging technologies and research themes to meet our business needs as a classification society, recognised organ-isation and technical adviser. Through active participation in the development of foresights and roadmaps we aim to pro-vide a vision and an overview of future technology trends, thereby contributing to the formulation of internal technol-ogy governance policy and influencing funding priorities to support our business needs.Through this activity Lloyd’s Register aims to facilitate the markets’ under-standing of the future challenges and trends and provides the market today with consultancy that leads to better planning for the future. An example is the recent research study issued by Lloyd’s Register in collaboration with Univer-sity College London’s Energy Institute The Global Marine Fuel Trends 2030 (GMFT2030) Report, that explores the drivers for the future energy mix in ship-ping in 2030.We aim in working in partnership with our clients and support them towards ef-ficient solutions. Understanding the chal-lenges of our clients is of critical impor-tance for such an effort. Moreover, our employees possess the required knowl-edge and skills and receive the neces-sary support from within the organisation to effectively deliver service excellence. We focus on the long-term development of our employees embedding knowledge management and external focus to our colleagues as well as enhancing their professional expertise.

We have the right people at the right place at the right time and that we lead the technology change

ByTheodosis Stamatellos

Marine Area Manager for Greece, East Mediterranean &

Adriatic (GEMA)


Classification societies continue to evolve. Do you believe that the coop-eration between classes is the key for the future? Cooperation in the form of mutual under-standing of issues is key for the whole industry. As operations become more complex and as the industry looks into achieving a continuously growing number of inter-related objectives, cooperation between decision makers and affected parties is essential in order to avoid unex-pected conclusions.Class Societies already cooperate under the IACS umbrella. This cooperation provides the ground required in this respect and it is up to the Class Societies to use this more in areas where it may be deemed necessary. At the same time it should also be noted that independence of class societies is of equal importance for effectively delivering their role.

What is the vision of LR as a leading classification society and where its strategy focuses for 2014-2020? Our strategy is to add value to society and achieve sustainable growth through independent assurance and expert advice for clients operating the critical in-frastructure that society relies on – clients who value independent, global technical insight. We are ensuring efficiency and effectiveness in our operations. We make certain that we have the right people at the right place at the right time and that we lead the technology change.Making society safer by advancing rules and standards, protecting the environ-ment and advancing technology through people and research is what we are about. Doing all this well means we can continue to fulfil our mission to enhance the safety of life, property and the envi-ronment in a sustainable way.Through the profits of Lloyd’s Register Group, we fund Lloyd’s Register Founda-tion which is a charity, set up in 2012. Lloyd’s Register Foundation funds the advancement of engineering-related edu-cation and supports work that enhances

safety of life at sea, on land and in the air..We recognise that to secure a sustain-able future in an increasingly competitive and consolidating marketplace we need to grow our existing business and acquire new companies in line with our strategic plan. Our new governance structure is supporting our ambitious agenda for growth and profitability. The Lloyd’s Register Foundation will rely heavily on Lloyd’s Register, as its trading subsidiary, to generate profits which can be gifted to the Foundation and our activities, work-ing for a safer world, also help to fulfil the first of its charitable purposes. The achievements of the Foundation and of Lloyd’s Register are therefore strongly connected. To achieve our aims we need to invest in new concepts and technologies. The new Global Technology Centre (GTC) in Southampton will allow Lloyd’s Register and our academic and industry partners to be more dynamic, more adaptive and ready to face tomorrow’s challenges today.This year we have confirmed our commit-ment to innovation through the establish-ment of our Singapore GlobalTechnology Centre (GTC). This is major milestone that will create another base for our research and development activities, complimenting those undertaken in the Southampton GTC. The two GTCs will serve as the cornerstones of our global R&D network that, along with the activi-ties of the Lloyd’s Register Foundation, will help to provide society and industry with the advanced technologies, systems and solutions required for this increas-ingly complex world.

Like Southampton, the Singapore GTC is an alliance between Lloyd’s Register, industry, government and academia, a powerful combination that supports sustainable growth by combining the theoretical knowledge of universities with extensive practical experience of our employees and clients.

Theodosis Stamatellos appointed Marine Area Manager for Greece, East Mediterranean & Adriatic (GEMA)Regional Manager Apostolos Poulovassilis will depart LR in November 2014 to join Eletson Corp.Theodosis Stamatellos (48) has been promoted to the important Lloyd’s Register area management role in GEMA. Having worked very closely with the departing LR Regional Marine Manager, Apostolos Poulovassilis, for the past eight years, he will be taking over these area responsibilities in addition to his Greek Country Manager position. A classifica-tion veteran, Mr Stamatellos has the experience and background for the role. He has been a key member of the LR GEMA management team over the past 5 years and is ideally placed to lead in this highly important market for Lloyd’s Register. Tom Boardley, Marine Director, Lloyd’s Register, commenting, said, ‘On behalf of Lloyd’s Register, I thank Apostolos for his distinguished service and significant contribution to the LR Group over the last 24 years. We are sorry to be losing Apostolos but wish him all the very best in his new role. We are very pleased that Theodosis is able to step up to the Area Management role and immediately continue to provide the leadership and support that our Greek and GEMA area clients require.’ Mr Stamatellos said: “I am very proud to be given the opportunity and the challenge to continue the repre-sentation and leadership of our business in Greece, the Adriatic and East Mediterranean. The consistent delivery of the safety and performance services that our clients need as well as strengthening the role and purpose of classification societies will continue to be the focus of our activities here.” Mr Poulovassilis commented: “I would like to thank everyone at Lloyd’s Register and all our clients for their incredible support, cooperation and trust over the years and I am sure that this will continue in the future. I am looking forward to my new career in ship operations with a first class company and confident that Theodosis will be able to support the Greek and wider area clients with the quality service they need.”

“I am very proud to be given the opportunity and the challenge to continue the representation and leadership of our business in Greece, the Adriatic and East Mediterranean. The consistent delivery of the safety and performance services that our clients need as well as strengthening the role and

purpose of classification societies will continue to be the focus of our activities here.”


ClassNK Acquires Canada’s Helm Operations

ClassNK announced the acquisition of Victoria, Canada-based maritime software company Helm Operations. The deal was hailed by both parties as two world-class companies joining forces to improve safety and operational efficiency in the marine in-dustry, while greatly enhancing the success and capabilities of both organizations.

Tokyo-based ClassNK is one of the world’s largest classification societies, providing safety and certification services for more than 8,600 ships, representing about 20% of the global merchant fleet. Founded in 1999, Helm Operations has grown to become a leading provider of manning, maintenance, dispatch, and HSQE software to the workboat and offshore industries, and Helm software is currently used on some 1,000 vessels belonging to some of the most respected workboat companies in the world, including SVITZER, Seaspan, Blessey Marine and Florida Marine Trans-porters.

“This is a very exciting day for Helm,” said Ron deBruyne, CEO and Founder of Helm Operations. “Since our founding, Helm has always been about providing great software to the maritime industry. We’ve been able leverage the incredibly talented IT commu-nity here in Victoria, which has also drawn the attention of global leaders like Amazon, and Ebay among others, and combine that

with the know-how and experience from the workboat industry to create intuitive, user-friendly systems that contribute directly to improving the safety, efficiency, and profit-ability of workboat companies.In ClassNK, we’ve found a partner who shares our vision of providing the maritime and offshore support sectors with the best software possible, and we’re incredibly honored and excited by the potential for new developments that this new partner-ship will create. By working together, we’re convinced we can create a world-class software platform for the global maritime industry.”

Yasushi Nakamura, Representative Director and Executive Vice President of ClassNK, praised the purchase, saying: “At ClassNK our mission has always been to ensure that global innovation is put to use for the benefit of the entire maritime industry. Commencing with the acquisition of NAPA earlier this year, and the acquisi-tion of Helm now, we are bringing together a team of leading software companies from around the world in order to help achieve that goal.

We’ve witnessed the impressive growth and success of Helm’s software systems over the years, and have seen first hand the incredible value that Helm’s software provides to workboat companies. Helm CONNECT for example makes HSQE man-agement a simple and intuitive process for owners and operators, and we’re convinced that linking maritime companies and clas-sification on a single, easy to use platform will be a huge contribution to the maritime industry. Through this acquisition we can provide Helm with the resources and reach to even further develop their industry-lead-ing software systems for all aspects of ship operations, and in turn make them avail-able for everyone in the industry around the globe. We very much believe that Helm’s innovative solutions can contribute greatly to the improved safety and efficiency of shipping companies – and are excited about being able to ensure these technolo-gies are available industry-wide. “

Ron deBruyne, CEO and Founder of Helm Operations

About Helm Operations: Since 1999 Helm Operations (formerly Edoc Systems Group) has been developing operations software for the tug and barge and OSV industries. Helm CONNECT is the flagship product of Helm Operations. Whether it’s managing safety and compli-ance, preventive maintenance work, billing, or jobs, Helm CONNECT gives you the information you need to do your job. It is the workboat industry’s first app-based, web-based, workflow-based software system designed through user experience principles, which makes it intuitive for use by everyone in a workboat company, from the crew right down to the CEO.

Helm Operations works with some of the largest and most respected workboat companies in the world, including SVITZER A/S, Seaspan, SMIT (Canada), Florida Marine Transporters and Blessey Marine.

About ClassNK:ClassNK is one of the world’s leading classification societies, dedicated to sup-porting the growth and development of the maritime industry, and ensuring the safety of ships, their crews, and the marine envi-ronment. With more than 8,600 vessels on its register, ClassNK provides classification and certification services to more than 20% of the world’s merchant fleet via a network of some 130 offices worldwide.

Yasushi Nakamura, Representative Director and Executive Vice President of ClassNK


Taking into account the effects of the recent world-wide financial crisis in the era of globalization, the competitiveness of an organization clearly depends on the capacity of its managers with knowledge and experience being key for successful managers. An adaptive leadership style, along with strong managerial qualities, is needed more than never. The ability to listen to others, to share ideas, and to be flexible and agile are all desirable traits, among others. Focusing the managerial discussion towards the rather extended maritime domain, a term that should be the epicentre of any successful carrier-building path is specialization. The breadth of activities within the maritime field has expanded so extensively that focusing on a specific portion can greatly support managers who are under continu-ous pressure to reach a positive outcome in the decision-making process. The several conventions and codes introduced by the International Maritime Organisation (IMO) – with MARPOL (International Convention for the Prevention of Pollution from Ships), SOLAS (International Convention for the Safety of Life at Sea), ISPS Code (International Ship and Port Facility Security Code) and STCW (Standards of Training Certification and Watch-keeping) being probably the most well-known examples both within and outside the maritime community – support the premise that specializa-tion is a tool to secure success. The rapidly evolving, volatile, highly competitive, and capital intensive maritime environment requires managers that possess in-depth knowledge, capacity, and analytical skills to engage in effective decision-making. Changing market conditions have led universities around the world to diversify

their academic offerings accordingly. Following the recent economic crisis, the curricula and structure of such postgraduate programs have been rede-signed to reflect participants’ needs to advance both personally and professionally. Together with analytical skills, hands-on skills are offered to enable participants to manage the complex global maritime environment. In an ever-changing economic environment, maritime managers need to reconsider themselves and optimize their decision-making skills to increase their effective-ness. Continuous education provides an effective way for managers to advance their professions through maintaining skills as well as adding new knowledge areas. It is true that individual purposes for pursuing education can vary. Education, in its general sense, is a form of learning in which the knowledge, skills, or even habits and practices of a group of people are transferred from one generation to the next through teaching, training and research. Another very important concept, often crucial for the qual-ity of education, is teaching and instructional techniques. Very briefly, instruction is the facilitation of another’s learning. It is obvious that many maritime issues are of a very unique nature. They range over a wide field covering shipping policies, maritime economics and management, legislative issues, environmental and safety issues, technical problems and so on. Additionally, because of the special features of the maritime community, any academic institution that is serving the needs of the industry should be able to operate in a multina-tional, multicultural and multifunctional environ-ment. Fortunately, there is no doubt that the field of maritime education and research has progressed at a remarkable rate in the last decades. These types of activities not only supply the right type of man-power for the shipping industry, but also guarantee innovation and growth. Such an example is the recently announced Postgraduate Diploma in Executive Maritime Management, which will be offered in 2015 by the World Maritime University (WMU) – the University of the International Maritime Organization (IMO) – together with the Maritime Academy of DNV GL – the world’s largest ship and offshore classifica-tion society. The Postgraduate Diploma draws on the strengths and expertise of both partners with a boot camp for managers approach. It is designed to provide a holistic approach in executive education to the participating maritime managers on the most important areas and topics of current high interest

coming from the administration, regulatory, techni-cal, operational and commercial sides of maritime operations. In order to cope with the demanding work schedule of the today’s maritime manager, the Diploma is designed in a flexible way; that is, the participants are able to choose, throughout the duration of the Diploma, between distance-learning delivery that follows the latest maritime e-learning education systems, and classroom-based delivery in several Maritime Academies of DNV GL around the world. A key to success is ensuring that whatever delivery approach a manager chooses, the investment in education relates directly back to the maritime world since the program is taught by world-renowned academics and expert practitio-ners who understand the highly specialized global maritime industry. For those who already possess a Master’s degree or Postgraduate Diploma, or who do not have the opportunity to commit to a fully-fledged postgradu-ate program, Executive and Professional Develop-ment Courses (EPDCs) are an excellent way to polish skills or branch knowledge into new areas. Individuals who choose to invest in executive short courses can obtain a deep understanding of the latest requirements of international regulations in terms of how companies and markets work, how to cultivate themselves as a manager, team member, and leader or how to manage resources and make decisions in diverse environments. Whether pursu-ing a diploma or electing to attend professional development courses, maritime managers who in-vest in education will have the abilities, knowledge, and proficiency required to excel in the competitive maritime world and stay ahead of the curve.

Managers in Today’s Competitive Maritime Industry: Staying Ahead of the Curve

By

Dr. Ilias Visvikis &

Dr. Dimitrios Dalaklis

Dr. Ilias Visvikis (left) is an Associate Professor of Ship Finance and Risk Management and Director of Executive and Professional Development at the World Maritime University (WMU). Dr. Dimitrios Dalaklis (right) is an Assistant Professor of Maritime Safety & Environmental Administration at the World Maritime University (WMU).

Founded in 1983 by the International Maritime Organization (IMO) a specialized agency of the United Nations

The World Maritime University (WMU) is a center of excellence for maritime post-graduate education and research offering M.Sc. and Ph.D. programs as well as Professional Development Courses with the highest standards in maritime affairs. Headquartered in Malmö, Sweden with additional M.Sc. programs in Shanghai and Dalian, China, WMU promotes the international exchange and transfer of maritime ideas and knowledge.

Malmö, Sweden · www.wmu.se · [email protected]

M.Sc. Degrees Ph.D. Degrees Executive and Professional Development Courses

NAFS Advert 4.indd 1 25/07/14 15:52

Seagull leads bulk carrier and offshore learning initiatives

New titles addressing bulk carrier opera-tions and cargo liquefaction are among a comprehensive series of new modules be-ing introduced by computer-based training specialist, Seagull AS.

Introduction to bulk carriers and Liquefying cargoes are the first in a series of ten new titles Seagull is releasing this year and in 2015, each covering crucial aspects of bulk shipping operations.Introduction to bulk carriers is directed at deck, STCW operational level and assists the learner in identifying bulk, ore and com-bination carriers, commonly used classifica-tions, and the typical types of cargo carried by these vessels. It helps the learner recognise the key commercial aspects of the bulk carrier trade and identify the uses of equipment specific to these vessel types and relevant safety issues.Liquefying cargoes addresses the dangers of carrying cargoes that might liquefy during the voyage, make the ship unstable and lead to the possible loss of the ship, cargo and crew. Cargo liquefaction has resulted in severe loss of crew life in recent years. The module is directed at deck, STCW and operational staff and it assists the learner in recognising the particular hazards and precautions associated with the carriage of IMSBC Code Group A cargoes (cargoes which may liquefy).“Intercargo has described nickel ore as the world’s most dangerous and the liquefaction of nickel ore cargoes during transport was responsible for the loss of 66 lives in South East Asia from 2009 to 2011 alone,” says Roger Ringstad, Seagull Managing Director.“The module discusses the nature of liquefaction and explains the key definitions in the International Maritime Solid Bulk Car-goes (IMSBC) Code. The responsibilities of the cargo shipper to test the cargo and to demonstrate its safety to the Certifying Authority of the loading port if necessary are covered.”In addition to the two modules on bulk carriers, Seagull has made a significant contribution to the understanding of risks in the offshore industry with three new titles,

Working at height, Anchor handling opera-tion and GOMO (Guidelines for Offshore Marine Operations) awareness. Working at height covers how to access elevated working places safely and the cor-rect use of a waist belt safety harness and a full body safety harness when attached to a fall restraint or a fall arrest system. The module examines the use of cranes to transfer personnel between a vessel and installation and features high rescue tech-niques used for a disabled or unconscious person. This module is aimed at deck/engine STCW operational and support level personnel.Anchor handling operation uses video re-corded on an anchor handler blended with sound and additional images to achieve the learning objectives. It shows the vessel pre-paring in port and sailing to the rig location. The anchor is seen being received from the rig and decked to disconnect it from the chain which is then stowed in the vessel’s anchor bins. With the required amount of chain stowed, the chain is broken to add a buoyed wire insert to clear a sub-sea obstruction. Once this is completed the final operation of re-connecting the anchor and deploying it using a buoy pennant is seen. As with the Working at height module, An-chor handling operation is directed at deck/engine STCW operational and support level personnelThe objective of GOMO awareness is to provide guidance to the best practices to promote the safety on board all vessels

servicing and supporting offshore facilities, and to reduce the risks associated with such operations including accidents and pollution incidents. The module identifies the crucial role of good communications for safe operations and also the action to be undertaken when an operation is not cov-ered by GOMO Guidelines. This module is directed at all personnel involved in safety onboard ship.Seagull has also released a number of modules covering a variety of topics includ-ing piracy and armed robbery, anchor handling, leadership and communication for maritime leaders, green passport (inventory of hazardous materials), engineering in cold environments and recovery of persons from water.“Our continually expanding series of mod-ules dedicated to the many various disci-plines of the international maritime industry underscore our commitment to helping us-ers achieve best practice and maintain safe and environmentally-friendly operations,” says Mr. Ringstad.

About SeagullSeagull AS is the leading provider of e-learning for the marine industry offer-ing a comprehensive library of more than 200 titles for regulatory compliance and improved seafarer knowledge. Our STCW and ISM code compliant training is used by more than 350,000 seafarers every year on board 9000 ship and offices worldwide and we have issued over 50,000 approved onboard course certificates, making us the world’s largest educational institution in the maritime industry. Founded in 1996 by experienced mariners we have grown into a financially solid and dynamic company in partnership with leading shipping compa-nies and ship managers to deliver a full range of assessment and management tools that ensure meeting and exceeding statutory requirements from IMO and other industry bodies. Our mission is to enhance maritime compe-tence by effective training and assessment solutions and deliver value through quality and excellence in customer service.


We support innovative solutions to improve energy efficiency

and reduce emissions

Move Forward with Confidence

For more information, please contact: Bureau Veritas Greek Central Office 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-AD_210x297:AP_Marine-AD_210x297 07/11/12 11:13 Page1


Gigilinis Shipping has built a strong reputation as a competitive and reliable player

With decades of combined experience GIGILINIS SHIPPING GROUP, founded more than 40 years ago, has built an excellent reputation in Greece and internationally in traditional shipping and especially in port and maritime services over the recent years, servicing the maritime industry in general; ship ownership and ship management, sale & purchase, shipping agency and broker-age, salvage & towage, including harbor and ocean-going towage, off-shore & emergency response are the main areas the Group has been active in. The Group is headquartered in Thessaloniki port and has a secondary base in the port of Kavala, both in Northern Greece, but also enjoys strong ties with a global network of profes-sionals, partners and fellow owners and operators, which enables it to offer high quality services almost around the world 24/7. Since the early 1990s GIGILINIS SALVAGE & TOWAGE, the most dynamic part of the Group, has established itself as a leader within the maritime industry and has built a strong reputation as a com-petitive and reliable player in harbor towage, coastal & deep sea towage, salvage and emergency response and offshore services. Operating a fleet of seven (7) tugs managed in house, the com-pany’s trading limits span from Northern Europe and the Mediter-ranean and Black Sea, to West Africa, the Arabian Sea and Persian Gulf and Indian and Atlantic Oceans.To affirm its international credentials GIGILINIS SALVAGE & TOW-AGE is a member of BIMCO, the European Tugowners Association (E.T.A.), the International Salvage Union (I.S.U.), the Panhellenic Union of Salvage Tug ship owners «AGHIOS NIKOLAOS », the Union of Greek Shipowners and the Greek-American Chamber of Commerce. For its quality services the company was first certified in 2003 by A.B.S. for implementing a safety and quality ISO system, presently certified with ISO 9001:2008 by A.B.S.

The Managing Director, Alexandros Gigilinis is a member of the Lloyd’s Register Hellenic Advisory Committee, the Vice President of the Panhellenic Union «AGHIOS NIKOLAOS», having served on the Board of Directors for many years, as well as a member of the Executive Committee of the European Tugowners Association and the Executive Committee in Northern Greece of the Greek-Ameri-can Chamber of Commerce.GIGILINIS SHIPPING GROUP business is based on mutual respect of one another inside and outside the company limits. To that end the company forges concrete ties with its partners and associates, its clients and even fellow competitors always in a fair competition manner. The main corporate objective is delivering high aggregate value solutions with quality, safety and efficiency. As a way to reach this goal, a team of professionals, which includes experts in techni-cal and administrative areas, and outstanding crews of professional mariners are recruited among the best in the industry, receiving continuous training in technology and operations, at the same time strengthening their ethical and human values.It is important to also pinpoint GIGILINIS SHIPPING GROUP’s sensitivity to environmental and societal concerns through the cor-porate social responsibility program in place. The Group is a proud supporter of the FULBRIGHT FOUNDATION educational exchange

and scholarship programs and it strives to ensure that its operations have the minimum footprint to the environment and the society.The company culture fosters an open working environment where innovative sustainable ideas will always find their way to the top and to implementation, an overriding philosophy that has never let our people down throughout the company’s presence.


Due to own initiative and increasing in-dustry requirements, Tsakos Columbia Shipmanagement (TCM) took the initia-tive to review its personnel compe-tence management system using 3rd party experts from DNV GL Maritime Advisory. It should be noted that TCM allocates significant resources in ef-fectively managing the competence of its seagoing and shore personnel and has recently established its own maritime training centre (the Maria Tsakos TCM Academy). In its pur-suit for continual improvement, TCM launched this project activity which has given an external and independent view on how the company manages competence within their company dur-ing governance, planning, training and assessment of both shore and sea per-sonnel. The project objective was to identify improvement areas ensuring further safe operation of their vessels and thereby safeguarding seafarer’s wellbeing and the vessels’ condition.

The human element in shipping Safety and security of life at sea, protec-tion of the marine environment and over 90% of the world’s trade depends on the professionalism and competence of seafarers. When performing root cause analysis of shipping incidents, it can be seen that the improved competence of human and organisational factors such as procedures and cooperation could have avoided many of these incidents. In short, by improving the competence and procedural knowledge of personnel, major improvement in safe operation can be achieved.

A company-wide system for managing competences of both shore and sea staff con-tributes to success The process of managing personnel com-petence within a company goes beyond training and recruiting. The assessment

took the full scope of a compe-tence assurance management system as shown in Figure 2 into consideration. This process firstly covers the governance side with company policies, audit & quality control and sup-porting systems. Secondly, the planning side includes recruit-ing and selection of personnel, as well as, the manning strate-gy. Step 3 of the process looks into how competence is devel-oped in the company consid-ering formal training, on-the-job training and specific sea-time experience. The fourth and final step is assessment of the competence in the company revealing the achieved and missing competency objectives for the upcoming cycle of the system, as well as, the competence and the performance of the assessors. The competence assurance management system was also compared against DNV GL’s own standards for competence, the Seaskill standards, which focus on linking the process towards the business goals and KPI’s as described in Figure 3.The maritime industry has come far in establishing the minimum manning stan-

dards and levels as defined in SOLAS (Safety Of Life At Sea) and the STCW (Standards of Training, Certification and Watchkeeping for Seafarers). However, Tsakos Columbia Shipmanagement has decided to go beyond this and is currently working on implementing further best practices identified during the project from the maritime industry as well as oth-ers. One example is the risk management approach from the oil and gas industry, where safety critical task assessment is performed to focus the training and com-petence building resources on the tasks with high criticality.For TCM, the operation of shuttle tankers

Managing crew and shore staff competence is an important contributor to safe operation of the fleet

DNVGL article

TCM – NEW INITIATIVES IN PERSONNEL COMPETENCE ASSURANCE MANAGEMENT

Figure 1: Crew competence plays an important part in ensuring safety at sea

Figure 2: A competence assurance management system needs to consider all sides of managing competence

with dynamical positioning system is one of these identified areas where more effort was put in both by the organisation as well as with the DNV GL project to ensure that all practices and manuals meet the industry best practices. Deputy Managing Direc-tor at TCM Sokratis Dimakopoulos states: “In TCM we are committed to HSE and operational excellence and in this pursuit we have acknowledged that the compe-tence of our personnel is a key parameter to ensure successful performance and flawless operations. The external review performed by DNV GL Maritime Advisory has been a valuable exercise to assist us in identifying improvement areas which would allow us to provide an even higher quality service to our charterers and enhance further our safety standards. Especially, the ability of the DNV GL to support the project with cross com-petence teams with background from the maritime seafarer side, consultancy and oil & gas industry was very useful for us.”

Training and development using in-house training centre can be an important competitive ad-vantage when tightly integrated with fleet management opera-tion and manning agenciesBuilding competence is an ongoing and multi-parameter process which consists of the following three main pillars: (a) on-the-job training (b) coaching from senior co-workers/managers/higher officers and (c) formal training and courses. It is therefore important to include all these aspects as part of the competence development program in the company. Captain Stephen Bligh from the DNV GL team describes his view on TCM’s crew training: “A competent crew is crucial for safe operation, and we see TCM with its own training centre as well positioned in this regards. It is also a confirmation of the importance of crew and shore competency within the com-pany when Captain Panagiotis N. Tsakos sits down with us and authentically speaks about how he is convinced that competent crew is the most important resource the company has.”The Maria Tsakos TCM Academy was started just last year, however it has already established its own technologically advanced bridge (Figure 4), engine room and cargo

handling simulators and holds regular train-ing sessions for both shore and sea staff. During the project it was investigated how to make full use of this competitive advantage by close integration on both training and as-sessment of personnel. An active use of the training simulator for practicing on scenarios with incident reports from the maritime industry as well as from the own fleet is an example of how this can be done.

Assessment is an often under-estimated, but nevertheless a critical task in the competence management process The DNV GL review of the competence management system went into detail by re-viewing how the assessment is performed,

what guidance is available to the assessors, and how they were prepared and trained to make sure the assessment is performed consistently. Assessing people and commu-nicating weaknesses and strengths is a dif-ficult task and requires a significant amount of people skills such as communication, negotiation and psychological understand-ing. That is how, for example, can you make sure that the Captain, as the sole decision maker authority on-board the vessel, is eval-uated and provided sufficient training and feedback without questioning his authority? The assessment is also the foundation on which the training plans are constructed, and it is therefore crucial to define training needs and ensure effectiveness of per-formed training. In most shipping segments,

the international nature of the industry provides challenges with resources and offices spread around the globe. Vary-ing locations and cultures need to be taken into consideration when designing an effective and flexible competence assurance management system.

“The cooperative attitude that TCM’s personnel showed us as an independent external partner assisted greatly in the fulfilment of the initial objec-tives of the project. Both areas of improvement and strengths could be openly discussed, and the project team was given full access to documentation as well as a significant amount of hours for interviews with rel-evant stakeholders.” concludes DNV GL Project manager Jarle Blomhoff.


Figure 3: DNV GL Seaskill standard on competence manage-ment systems

Figure 4: The bridge simulator at the Maria Tsakos TCM Academy


PPG supplies a wide range of premium antifouling and fouling release paints and coatings to the marine industry. Our range of products centres on three technologies; silicone-based, biocide-free fouling release coatings such as our new SIGMAGLIDE® 1290, silyl acrylate antifouling coatings which offer hydrolyzing, self-polishing and self-smoothing properties such as SIGMA SYLADVANCE™ 800 and zinc acrylate antifouling coatings that offer low friction antifouling properties whilst at the same time being copper-free such as the SIGMA NEXEON™ range. All of these technolo-gies score highly in reducing environmental footprint and lowering operational ex-penses.

Environmentally-sound solutions to deliver fuel savings With fuel accounting for 50% or more of daily operating costs, shipowners and operators are increasingly expecting their coatings to contribute positively to potential cost savings as well as meeting environmental obligations such as reduced in-water impact and lower VOC emissions.PPG’s SIGMA SYLADVANCE range of-fers self-smoothing properties and high levels of fouling protection. In recent case studies, the reduction in frictional drag on vessels coated with SIGMA SYLADVANCE has been proven to deliver measurable fuel savings and significant emission reductions for a number of customers. PPG’s SIGMA SYLADVANCE range in-corporates a patented silyl-acrylate binder system which results in an advanced self-polishing and self-smoothing coating with impeccable results on both deep sea and coastal vessels, making it suitable for a wide range of applications including newbuilds, and maintenance and repair projects.During a recent project with SCF Unicom Management Services (Cyprus) Ltd, PPG provided SIGMA SYLADVANCE 800 for the tankers M/T SCF Byrranga, M/T SCF Aldan and M/T SCF Baltica, providing a tailor-made solution for each vessel’s profile and sailing pattern. Because SIGMA SYLADVANCE 800 is a self-polishing, self-smoothing silyl acrylate antifouling, it not only keeps the ship’s hull free from fouling, but also contributes

positively to the hydrodynamics of the ship’s hull by reducing hull frictional drag and, crucially, the amount of fuel consumed – therefore, reducing operating costs,

Leading the way in copper-free antifoulingsPPG is the first coatings manufacturer to successfully develop a range of copper-free antifoulings to help customers stay ahead of environmental regulation. Our high-performance SIGMA NEXEON range utilizes a unique self-polishing zinc-acrylate binder coatings technology which protects newbuilds during outfitting periods and beyond into service. Based on extensive research and testing at PPG’s own facilities, the already estab-lished SIGMA NEXEON 750 high activity outfitting antifouling and our new SIGMA NEXEON 710 antifouling products offer a market-leading solution. Planning to meet future legislationAt PPG, we constantly anticipate and plan to meet ever-changing future legislation. The marine coatings industry has experi-enced a period of intense product innova-tion over the last 25 years, responding both to regulation and the changing needs of shipowners. We develop products within our own research facilities and have local produc-tion facilities close to centres of demand, we have maintained an advantage when it comes to fulfilling the needs of the market,

with new product R&D programmes based on direct customer feedback and anticipat-ing future trends. One example of continuous research and development is the recent patent on leading SIGMA ECOFLEET® 690. SIGMA ECOFLEET 690 has been formulated using our unique patented binder technology en-suring consistent performance levels and fouling control for in-service periods of up to 60 months. Fully compliant with the IMO AFS Convention, the product is suitable for a wide range of vessel types and contains an ultra-high volume solids content of 70% - thus reducing potential VOC emissions. Allseas Group S.A. recently chose the SIGMA ECOFLEET 690 antifouling for its vessel Allseas Solitaire. Because it is easy to apply at high-film builds, SIGMA ECOFLEET 690 increases productivity and along with extended fouling control periods, reduces overall maintenance costs. Such has been the success of the SIGMA ECOFLEET 690 product that it has become the antifouling of choice for coastal- and low-activity vessels, and now sets the in-dustry standard for high-film build with 70% volume solids.

Building on past successes for future innovationsWe recently launched SIGMAGLIDE 1290, a new product which builds on the already-proven successes of the SIGMAGLIDE fouling release range, which has been applied on over 400 vessels worldwide. SIGMAGLIDE 1290 is a 100% silicone binder fouling release system that utilizes a breakthrough dynamic surface regenera-tion technology to eliminate slime problems and dramatically increase fuel savings compared to existing fouling release products.PPG is already the industry’s number one coatings supplier and we believe that these innovative new solutions will greatly enhance our product portfolio as well as contributing significantly towards our aim of growing PPG PMC’s business to become a the world’s number one marine coatings supplier. The Greek maritime industry is of vital importance to the worldwide market and I feel incredibly proud to contribute to PPG’s continued growth.

PPG Protective and Marine Coatings Innovative coating solutions for the shipping industry

ByTassos Kaklamanis

Market Manager Marine PPG PMC Greece,

Chemical Engineer

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"Maria Tsakos" Foundation Forum

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“Maria Tsakos” Foundation: +30 210 949 87 13 - [email protected] / [email protected]://forums.capitallink.com/tsakos/2014/

“Shipping in the 21st Century” In association with

Wednesday, 8 October 2014 - Athens, GreeceEugenides Foundation

“Preparing the Industry for the Future”

Το Συνέδριο, με τίτλο “Shipping in the 21st Century” – “Preparing the Industry for the Future”, αποσκοπεί να δώσει την ευκαιρία, σε Έλληνες και ξένους ειδήμονες της Ναυτιλίας, να εξετάσουν και αναλύσουν θέματα που σχετίζονται με την παρούσα και μελλοντική κατάσταση στον χώρο της διεθνούς βιομηχανίας υπό το καθεστώς των ραγδαίων πολιτικών, οικονομικών και τεχνολογικών εξελίξεων που βιώνουμε κάθε μέρα.

Της Πρωινής Συνεδρίας θα προεδρεύσει ο Γάλλος Οικονομολόγος κ. Pascal Lamy (μέχρι πρό τινος Εκτελεστικός Διευθυντής του Παγκοσμίου Οργανισμού Εμπορίου – World Trade Organization) και θα ασχοληθεί με οικονομικά (economic & financial, τραπεζικά και χρηματοπιστωτικά) θέματα και θέματα γεωπολιτικής φύσης με επιπτώσεις στη Ναυτιλία.

Της Απογευματινής Συνεδρίας θα προεδρεύσει ο κ. Ευθύμιος Η. Μητρόπουλος, Πρόεδρος του Ιδρύματος «Μαρία Τσάκος» και Επίτιμος Γ. Γραμματεύς του IMO και θα αναφερθεί σε τεχνολογικά θέματα της Ναυτιλίας και γενικώτερα θέματα που σχετίζονται με το θαλάσσιο περιβάλλον και καταστάσεις κρίσης στη Ναυτιλία από τρομοκρατικές ή πειρατικές ενέργειες.

ΧΟΡΗΓΟΙ

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National Bank of GreeceRBS

BRONZE SPONSORDNV GL

ΦΟΡΕΙΣ ΥΠΟΣΤΗΡΙΞΗΣ

Greek Shipping Cooperation Committee

Hellenic ShipbrokersAssociation

Piraeus Association forMaritime Arbitration

Piraeus Marine Club

Propeller Club

Wista Hellas

ΧΟΡΗΓΟΙ ΕΠΙΚΟΙΝΩΝΙΑΣ

Business File

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maritimes.gr

Nafsgreen

SAFETY4SEA

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WorldGR

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MOL Launches “Global Management College”Cultivating next generation of leaders from head office and overseas subsidiaries, promoting management skills to drive future innovation

(MOL; President: Koichi Muto) announced that the company launched a program to train candidates for the next-generation of executive management, targeting employees who work in MOL Group companies all over the world. The participants of the “MOL Global Management College” totaled 20, including 8 national staff from subsidiaries and 12 from the head office. MOL’s business fields have been expanding in step with economic globalization. This program helps participants from all over the world acquire the management skills to demonstrate their leader-ship on the front lines of business and to become a driving force for innovation. The program will also promote a sense of unity among the participants by building awareness of problems and shared MOL Group values that transcend differences in business divisions, nationalities, and cultures.The program is divided into three terms in August, October, and December. The curriculum covers MOL business and operations in the head office, the midterm management plan “STEER FOR 2020”, and initiatives on safe operation, as well as various lectures and workshops related to management and leadership skills. The participants will also develop a proposal to promote the further growth of the MOL Group and present it to top management in the final term. In addition, the program allows the participants to utilize the personal networks they develop during their study and share ideas between course terms even after they return to their individual work-sites. MOL continually strives to achieve the targets of its midterm management plan and realize its corporate principles to make the MOL Group an excellent and resilient organization.

Bulk Carrier under MOL’s Operation is World-First to Adopt Highly Ductile Steel Plate to Ensure Superior Collision Safety(MOL; President: Koichi Muto) announced the world’s first use of highly ductile steel plate NSafe®-Hull, developed by Nippon Steel & Sumi-tomo Metal Corporation (Representative Director and President: Kosei Shindo; headquarters: Chiyoda-ku, Tokyo) on a merchant vessel. The ship featuring this new safety-enhancing feature, a large-size bulk car-rier, was launched on August 2.The NSafe®-Hull’s highly ductile steel absorbs side impact to the hull three times more effectively than conventional steel plate, reducing the risk of cracks in the hull and significantly increasing the safety of the vessel.Construction of the new bulkship required a total about 3,000 tons of NSafe®-Hull for sections such as the side plates of cargo holds and fuel tanks, where hull strength is especially critical (please refer to Fig. 1 and Fig. 2). Improved puncture resistance helps to prevent flooding, protects cargo, and prevents environmental damage from oil leakage.MOL forges ahead to become the world leader in safe operation, and continually takes a proactive stance in adoption of technologies that contribute to safer, more reliable ocean transport.

[Outline of the bulk carrier]Length 299.94 m / Breadth 50.00 mDraft 24.70 m / Deadweight tonnage 206,600 MTShipyard Imabari Shipbuilding Co., Ltd, Saijo ShipyardLaunched August 2, 2014

MOL Receives Green Flag Award and Vessel Speed Reduction Award

Mitsui O.S.K. Lines, Ltd. (MOL; President: Koichi Muto) an-nounced that the company has earned recognition from the ports of both Long Beach and Los Angeles, California, for its efforts to ensure compliance with standards that call for ves-sels to slow down within 40 nautical miles (nm) of the shore. The Port of Long Beach introduced the Green Flag Program and Port of Los Angeles the Vessel Speed Reduction Pro-gram. The programs urge vessel operators to slow down to 12 knots or less within a certain range of the ports to reduce emissions of carbon dioxide (CO2), nitrogen oxide (NOx), and sulfur oxide (SOx) in coastal areas to conserve coastal environment, and offer annual rewards to vessel operators that achieve extraordinary compliance percentages.

Every year, a total of 250 MOL Group-operated vessels including containerships calling at MOL’s TRAPAC con-tainer terminal, as well as car carriers, tankers, and bulkers, navigate through the area covered by the speed standards. The ports have clearly appreciated the company’s efforts to comply with the program and contribute to a cleaner coastal environment.

MOL continually contributes to environmental conservation not only in this area, but also at other ports all over the world, and takes proactive environmental steps on a global scale.


Could you please explain the key role of MAN Diesel and Turbo to achieve the best possible efficiency of the tanker vessels?“Slow steaming” is the term the marine industry uses to describe the practice of operating transoceanic ships, including tank-ers, at significantly less than their maximum speed. Nearly all global shipping lines use slow steaming to save money on fuel. Slow steaming was adopted in 2007 in the face of rapidly rising fuel oil costs and MAN Diesel & Turbo responded with its own initiatives to optimise fuel efficiency. The first of these was the introduction of the G-type engine.Traditionally, MAN Diesel & Turbo’s super-long-stroke S-type engines, with relatively low engine speeds, have been applied as prime movers in tankers. Following efficiency optimisation trends in the market, the pos-sibility of using even larger propellers was thoroughly evaluated with a view to using engines with even lower speeds for propul-sion of, in particular, VLCCs. VLCCs are compatible with propellers with larger propeller diameters and higher efficiencies can be achieved following an adaptation of the aft hull design to accommo-date such larger propellers.

The G-type programmeMAN Diesel & Turbo’s G-type, ultra-long-stroke programme entered the market in October 2010 with the entry of the G80ME-C9 model. The company subsequently expanded the programme with the addition of different bore sizes. The G-types have de-signs that follow the principles of MAN Diesel & Turbo’s large-bore, Mark 9 engine series. Their longer stroke reduces engine speed, thereby paving the way for ship designs with unprecedented high-efficiency.

G-type efficiencyThe G80’s longer stroke results in a lower rpm for the engine driving the propeller. This lower optimum engine speed allows the use of a larger propeller and is, ultimately, significantly more efficient in terms of engine propulsion. Together with an optimised engine design, this reduces fuel consump-tion and CO2 emissions. Man Diesel & Turbo reports that, besides VLCCs, that the G-type has also been successful within the container and bulker segments.

How MAN Diesel and Turbo embraces green projects of the marine industry?More than half of the world’s commercial goods are transported with MAN Diesel & Turbo engines. Around 48,000 ships have our engines on board. Added to this is an ever-growing number of diesel power plants. We are fully aware of the responsibility that this implies for our company. For MAN Diesel & Turbo, as one of the world’s leading manufacturers of large-bore diesel engines, protecting the environment therefore plays a crucial role. Our engineers are developing technologies to reduce emissions and are working successfully on new ways of increas-ing efficiency. As our engines require less and less fuel to deliver more and more performance in terms of transport or energy generation, this helps contributing towards a sparing approach to the environment and its resources. For our customers, this also means a significant competitive advantage – after all, fuel costs account for the lion’s share of running costs for both ships and power plants. We also regularly collaborate with industry partners on various green initiatives, one example being the Green Ship of the Future Project where we worked together with Dan-ish industry partners to reduce emissions, in the process winning the International Envi-ronmental Award from Sustainable Shipping for being the most environmentally friendly transport initiative. Sustainable Shipping is one of the leading organisations championing the sustainable use of our seas and oceans.

More recently, we participated in the EU-backed Helios project, a coopera-tion research project within the EU´s 7th Framework Programme for Research and Technical Development/Transportation where MAN Diesel & Turbo acting as coordinating partner. The general objective of the project was to develop a research platform for an electronically controlled, two-stroke, low-speed, marine diesel engine that operates on the principle of the direct injection of high-pressure Compressed Natural Gas (CNG) to meet the needs of the emerging LNG market. A concrete result was the development of the new, gas-fuelled ME-GI engine, a dual-fuel unit that MAN Diesel & Turbo has since re-leased to the market with significant success.

What are the technologies that MAN Diesel and Turbo can use to support its customers for the new era of the environ-mentally efficient shipping?The MAN B&W ME-GI engine represents a milestone in a shipping era where stricter emission regulations and rising fuel costs are calling for environmentally friendly and economic solutions.Dual-fuel engines are tailored perfectly to these demands. When operated in gas mode, CO2 and NOx emissions are mark-edly reduced, while sulphur oxides, soot and particle emissions are virtually non-existent. Additionally, dual-fuel engines give ship owners and operators tremendous flexibility and cost-efficiency, since the fuel type can be changed based on its availability and price.The marine industry consensus is that gas, as a fuel, is on the rise and that hurdles like infrastructure and refueling are being resolved. As an example, Jurong Port in Singapore, one of the biggest trans-shipment centres between Southeast Asia and Europe, is currently establishing a new LNG terminal.With the ME-GI engine, MAN Diesel & Turbo will be able to supply the most environmen-tally friendly and most economical propulsion plants for not only LNG carriers but also VLCCs, container ships, RoRo ships, bulkers and other ship types. These will all, in the near future, be able to harvest the ben-efit of utilising natural gas as a fuel. When Mitsui, one of MAN Diesel & Turbo’s oldest licensees, held a demonstration of the ME-GI concept last year, a large attendance of global shipowners participated in a sign that

The key role of MAN Diesel and Turbo in Marine Industry

ByDionissis

ChristodoulopoulosManaging Director

( MAN Diesel & TurboHellas Ltd.)


the benefits of ME-GI technology are already broadly recognized by the industry, including the technology’s compliance with future emission limits well in advance of their introduction.As such, the ME-GI engine is a natural choice for merchant ships where the goal is to provide ship owners and shipyards with environmentally friendly engines at a competitive price.

EGREGR (Exhaust Gas Recirculation) is a second-ary engine measure MAN Diesel & Turbo has developed to counter emissions. Developed with HHI-EMD, the engine and machinery division of Hyundai Heavy Industries, has presented the first IMO Tier III-compliant diesel engine utilising EGR. The first engine was an MAN B&W 6S80ME-C9 with integrated EGR.

The EGR system represents a milestone in Tier III development that enables the engine to meet IMO Tier III NOx regulations, due to be introduced in ECAs (Emission Controlled Areas) from 2016. The new development means that this strict emissions limit can be met without significantly compromising engine perfor-mance. MAN Diesel & Turbo reports that testing achieved a low penalty, equivalent to 1-3g/kWh, even better than the company’s most optimistic expectations.The EGR system was designed, produced and assembled in close cooperation with HHI-EMD, Alfa Laval, Siemens, GEA and Vestas Aircoil. This close cooperation has ultimately resulted in a reliable prototype engine configuration that MAN Diesel & Turbo states will form the basis for its future low-speed diesel programme.As a promising spin-off benefit, the engine can also run in a fuel-optimised Tier II mode that facilitates an approximate 4 g/kWh fuel-oil consumption reduction at part-load. As such, MAN Diesel & Turbo reports that this makes the engine even more efficient than today’s high efficiency Tier II engines during transoceanic operation. This favourable result was accom-plished through a combination of sequential turbocharging, turbocharger cut-out and low EGR rates.The engine was installed in a Maersk Line C-class container vessel with an agreement to operate the engine 20% of the time in IMO Tier III mode, and to otherwise favour the fuel-optimised Tier II mode with low EGR rate. MAN Diesel & Turbo is following the engine’s performance closely to gain service experience and increase the EGR system’s reliability for future engines.SCRSCR (Selective Catalytic Reduction) is another secondary measure MAN Diesel & Turbo uses to control NOx emissions from its four-stroke engines and offers tremendous potential for reducing nitric oxides in the exhaust gas from power plant and marine diesel engines. With this method, the exhaust gas is treated with ammonia or urea and fed through a catalytic converter at a temperature of 300 to 400 de-

grees Celsius. The chemical reaction that takes place there is selective. This means that the un-wanted nitric oxides are reduced first, by more than 80 per cent, and the side-effects, such as the oxidation of sulphur dioxide to sulphur trioxide, are suppressed. The only side products formed are nitrogen and water vapour.SCR enables ships to meet Tier III and local emission legislation, while its compact design entails no SFOC disadvantage. As well as for newbuildings, MAN Diesel & Turbo’s service division, MAN PrimeServ, offers SCR emissions upgrades for vessels already in service.

While the competition of fuels is taken for granted, shipowners look for the most ef-ficient solutions for their vessels. How MAN Diesel and Turbo approaches this reality?As mentioned previously, G-type engines, with their ultra-long stroke and used in conjunc-tion with the slow-steaming concept, offer a route to lower fuel consumption at lower rpm and better propulsion efficiency. These engine types are optimally used with larger propellers where a particular problem can be the tip vor-tices formed due to the difference in pressure between the pressure and suction side of the propeller as the water will move from the region of high pressure to the region of low pressure. The pressure on both sides near the tip will therefore equalize and the efficiency of the tip region will decrease. To counter this, MAN Die-sel & Turbo’s Kappel propeller series minimises the flow over the tip, and the outer region of the propeller therefore retains a high efficiency increasing the total efficiency of the propeller compared to conventional units.Compared to conventional propeller designs, Kappel propellers offer fuel savings of 4 – 7%, an improvement related to the blade design alone and not other components such as a rud-der bulb integrated with propeller and rudder. This efficiency increase is accompanied by reduced emission and noise levels.Optimised propeller and propulsion efficien-cies contribute to lowering the EEDI (Energy Efficiency Design Index) of ships, as every gram of fuel saved by means of higher propulsive effi-ciency results in more energy-efficient transport.

How ready is your company to handle IMO Tier III which will come into force for new-buildings from 2016?

MAN Diesel & Turbo Ready to Support Tier III Maritime Age “We are ready for IMO Tier III”, said Dr Stephan Timmermann, MAN Diesel & Turbo Executive Board Member responsible for Marine Systems and After Sales. “We have the technologies in place to support our customers for this new era of environmentally efficient shipping. I am pleased that the adoption of the IMO regulations will save us from mushrooming national regula-tions. Now we have a clear set of rules”, added Timmermann.The company’s Chief Technology Officer, Dr.

Hans-O. Jeske, underpinned its technological readiness: “Exhaust Gas Recirculation and Selective Catalytic Reduction are technologies we not only have available but have operational experience with.”In this respect, Danish vessel Petunia Seaways is equipped with an MAN SCR system that has reliably operated for 9,000 hours to date and follows the world’s first Tier-III-compliant, two-stroke engine that was built by Hitachi Zosen Corporation in Japan for a general cargo carrier in 2011.Similarly, the company received its first com-mercial order for an EGR system, to be applied aboard a 4,500-teu Maersk Line container newbuilding, in 2012. The system will be fully integrated with the vessel’s main two-stroke engine, to be built by Hyundai Heavy Industries’ engine & machinery division.MAN Diesel & Turbo has also met the Tier III challenge by introducing dual-fuel engines that can operate on clean-burning gas. The two-stroke, high-pressure ME-GI and four-stroke, 51/60DF engines were introduced with success in 2013 and 2012 respectively and give ship-owners and operators the option of using either HFO or gas, depending on emission and price parameters.Experts across all disciplines at MAN reckon that emissions regulation will remain a key driver for maritime technology development. “For MAN Diesel & Turbo, it is important to offer a variety of solutions so that customers can best balance their needs in terms of cost efficiency, environmental efficiency and operational pro-file”, Jeske explained. “For decades to come, we will see a rivalry of fuels. Versatility will be key. This is why we offer highly efficient, dual-fu-el, two- and four-stroke engines, emission-con-trol equipment and highly developed propeller designs.”

“While fuel prices remain high and emissions become ever more stringent, ship owners look for the most efficient solutions for newbuildings and existing ships”, said Ole Grøne, Senior Vice President Marketing & Sales, for MAN’s Low-Speed business unit. “From an environmental point of view, low-sulphur fuels such as meth-ane, natural gas and LNG are highly relevant – all the more reason for us to be pleased with the success of our ME-GI engines.”While IMO Tier III will come into force for newbuildings from 2016 onwards, already today retrofits can significantly enhance fuel efficiency for existing fleets. “Any percentage point of fuel saving means lower operational costs and lower emissions – it’s a win-win situation”, Grøne concluded.The MAN Diesel & Turbo Hellas office has a suitable product solution for every marine ap-plication, including B&W Main Engines, B&W Diesel Generators, MAN Design Augsburg Turbo chargers. It also covers Pielstick, Pax-man and Ruston engines. Contact us at the below details for any additional information and support


C&A ΣΤΑΥΡΟΣ ΚΑΣΙΔΙΑΡΗΣ Α.Ε.

35 χρόνια ιστορίαςΕκδήλωση για τα 35 χρόνια πορείας στο χώρο την ναυτιλίας πραγματοποίησε η εταιρεία Σταύρος Κασιδιάρης Α.Ε. Η δεξίωση έγινε στην παραλία Αλίμου στο Ble Azure.Την εκδήλωση προλόγισε ο εκδότης της εφημερίδας “Shipping And Finance” κος Πέτρος Δίπλας ο οποίος μεταξύ άλλων αναφέρθηκε στην δημιουργική πορεία της εταιρείας από το 1978 μέχρι σήμερα αλλά και στην γενικότερα συμβολή της ελληνικής ναυτιλίας στην οικονομία της χώρας.Ο κος. Κασιδιάρης χαιρέτησε όλους τους παρευρισκόμενους και τους ευχαρίστησε για την εμπιστοσύνη που δείχνουν στον όμιλο εταιρειών C&A.Παρευρέθησαν εκπρόσωποι από όλους τους χώρους της Ναυτιλίας. Εφοπλιστές, Στελέχη Ναυτιλιακών Εταιριών, Νηογνώμονες, Συνεργάτες και φίλοι.

Η SMM , η παγκόσμια έκθεση της ναυτιλιακής βιομηχανίας, καλωσόρισε τους εκθέτες και τους επισκέπτες της με ένα πρωτοπόρο πρόγραμμα.Από 9 έως 12 Σεπτεμβρίου 2014, η πιο σημαντική έκθεση του ναυτιλιακού κλάδου άνοιξε τις πόρτες της για πάνω από 50.000 εμπορικούς επισκέπτες και περισσότερους από 2.100 εκθέτες από 67 συνολικά χώρες. Για πρώτη φορά συμμετεἰχαν τόσοι πολλοί εκθέτες στην έκθεση, μεταξύ των οποίων και επιχειρήσεις από την Αίγυπτο, το Λίβανο, Σρι Λάνκα και το Ντουμπάι. Η συμμετοχή της Ελλάδας και της Κύπρου έχει αυξηθεί σε σύγκριση με το προηγούμενο έτος. Συμμετείχε για πρώτη φορά και ο Σύνδεσμος WIMA- Worldwide Industrial & Marine Association (βλ.φωτογραφία) με 17 εταιρίες μέλη του. Τα κύρια θέματα της έκθεσης αφορούν τη χρηματοδότηση, την προστασία του περιβάλλοντος, την ασφάλεια και την άμυνα, στις παράκτιες περιοχές και στη στρατολόγηση. Βασικά σημεία των εκδηλώσεων είναι η ταυτοποίηση, η ένταξη, η διεθνοποίηση των προϊόντων και η καινοτομία.Εκτός από το πρόγραμμα του Συνεδρίου πρόσφερε και ένα ολοκληρωμένο πρόγραμμα το οποίο περιείχε περισσότερες από 150 εκδηλώσεις (ημερίδες, συμπόσια κλπ. ).

Η SMM έλαβε χώρα στον εκθεσιακό χώρο του Αμβούργου. Περισσότερες πληροφορίες είναι διαθέσιμες στο διαδίκτυο στο www.smm-hamburg.com ή μέσω της επίσημης εκπροσώπου της, κας Δήμητρας Τσατσάνη, [email protected].

servinq with commitmentand dedication to deliver quality and earn your trust

since 1968

TECHNAVASuppliers and Contractorsof Shipbuilding & Industrial Equipment nt

6, Loudovikou Sq. • GR 185 31 Piraeus • Greece Tel.: + 30 210 411.39.16 • Fax: +30 210 412.24.50email: [email protected] • www.technava.gr

Στην εκδήλωση παρευρέθη και ο πρέσβης του Βιετνάμ στην Ελλάδα Κος. Binh-Vu


Η άποψη μου είναι ότι , αν και δεν υπάρχει σαφής πολιτική ανάπτυξης του λιμενικού δικτύου της Αττικής και της χώρας γενικότερα, έχει ήδη δρομολογηθεί , μέσω του ΤΑΙΠΕΔ , η ιδιωτικοποίηση του ΟΛΠ , ως η πλέον πρόσφορη λύση ανάπτυξης του λιμένος Πειραιώς.Αυτό είναι ένα γεγονός.Αμιγώς επιχειρηματικά μιλώντας , εκείνο που ενδιαφέρει τον επιχειρηματικό κόσμο της ευρύτερης ζώνης του Πειραιά είναι, μαζί με την ανάπτυξη του λιμένος, να εξασφαλισθεί και η ανάπτυξη της Ναυπηγοεπισκευαστικής Ζώνης και της Ναυπηγικης Βιομηχανίας γενικότερα.Στο ερώτημα που τίθεται , αν η ανάπτυξη όλων αυτών επιτυγχάνεται καλύτερα με έναν στρατηγικό επενδυτή θα απαντούσα πως κατ’ανάγκην όχι , αν ο στρατηγικός επενδυτής δεν δεσμευόταν, μέσα από μιά σύμβαση παραχώρησης , για την δημιουργία των αναγκαίων επενδύσεων σε υποδομές και την συνεργασία με τις ντόπιες επιχειρήσεις , έτσι ώστε να υπάρξει και ελληνική προστιθέμενη αξία από το όλο σχέδι.Αυτή τη στιγμή η κατάσταση στο χώρο είναι γνωστή. Τα Ναυπηγεία Σκαραμαγκά είναι κλειστά και τα Ναυπηγεία Ελευσίνας υπολειτουργούν, ενώ οι επιχειρήσεις που δραστηριοποιούνται στη Ναυπηγοεπισκευαστική Ζώνη και είναι άμεσα συνδεδεμένες με τη λειτουργία των Ναυπηγείων, βρίσκονται σε κακή οικονομική κατάσταση. Άρα καταλήγουμε στο συμπέρασμα πως το καθεστώς που ισχύει έως τώρα έχει αρνητικά αποτελέσματα και το μόνο σίγουρο είναι πως πρέπει να αλλάξει .Θεωρώ όμως πως η απόφαση που θα παρθεί πρέπει να είναι προϊόν μακράς και εμπεριστατωμένης επιστημονικής μελέτης. Πρέπει να τονίσουμε , στο σημείο τούτο, πως στηρίζουμε τις μεταρυθμίσεις που προωθεί η Κυβέρνηση και ειδικότερα σε ό,τι

αφορά τις εργασιακές σχέσεις. Επιθυμούμε και επιδιώκουμε να υπάρξει ένα εργασιακό καθεστώς ξεκάθαρο και εφαρμόσιμο από όλους (εργοδότες- εργαζόμενους- συνδικαλιστικούς φορείς-πολιτεία κλπ). Επίσης θεωρούμε αναγκαίο να εφαρμοστεί ενά σταθερό φορολογικό πλαίσιο έτσι ώστε να δημιουργηθεί ένα περιβάλλον το οποίο θα προσελκύσει τους επενδυτές. Στόχος μας είναι η επανεκκίνηση των επιχειρήσεων και η δημιουργία νέων θέσεων εργασίας.Ωστόσο θα ήθελα να αναφερθώ επίσης και στις ενέργειες μιας σημαντικής ομάδας ναυπηγοεπισκευαστικών επιχειρήσεων, που έχουν άμεση σχέση με την ιδιωτικοποίηση του Ο.Λ.Π. Α.Ε. και ειδικότερα με τη ναυπηγοεπισκευαστική δραστηριότητα.Οι επιχειρήσεις αυτές από πολύ νωρις, από τον Γενάρη του 2012, κατέβαλαν προσπάθειες συσπείρωσης του Κλάδου και σύστασης ανοιχτής Κοινοπραξίας Χρηστών ΝΑ.ΖΩ. Περάματος “ΤΡΙΤΩΝ”.Η Κοινοπραξία αυτή έχει προχωρήσει σε σχετικές προμελέτες και έχει ενημερώσει εγγράφως ,αλλά και σε προσωπικές συναντήσεις όλους τους αρμόδιους,Υπουργούς, Γενικούς Γραμματείς Υπουργείων, ΤΑΙΠΕΔ, Πρόεδρο και Διευθύνοντα Σύμβουλο του Ο.Λ.Π. Α.Ε. ,

Διευθύνοντα Σύμβουλο ΝΑΥΣΟΛΠ Α.Ε. κλπ.Ανεξάρτητα από το εύρος της ιδιωτικοποίησης και ανεξάρτητα από τον κάτοχο της πλειοψηφίας των μετοχών του Ο.Λ.Π. Α.Ε. οι στόχοι της Κοινοπραξίας είναι:1. Διατήρηση και ανάπτυξη της Ναυπηγοεπισκευαστικής Δραστηριότητας σε όλες τις χωροθετημένες περιοχές καθ’ όλην την διάρκεια της σύμβασης παραχώρησης ακόμη και σε περίπτωση μελλοντικής αναδιαπραγμάτευσης ή χρονικής επέκτασης.

2. Κατοχύρωση του δικαιώματος πρόσβασης των Χρηστών στους ναυπηγοεπισκευαστικούς χώρους κατ’ ισότιμον τρόπον με την ανεπιφύλακτη από μέρους των αποδοχή του Ειδικού Κανονισμού Λειτουργίας.

3. Εξασφάλιση στους Χρήστες συνθηκών ομαλής διεκπεραίωσης των εργασιών-υπηρεσιών που αναλαμβάνουν να πραγματοποιήσουν εντός των ναυπηγοεπισκευαστικών χώρων.

4. Αναβάθμιση των δικτύων παροχών εξυπηρέτησης ως και εκσυγχρονισμό των εγκαταστάσεων της χερσαίας λιμενικής ζώνης. Γενικά εξασφάλιση παροχής του συνόλου των υπηρεσιών και εξυπηρετήσεων που αναμένονται από μία σύγχρονη Ναυπηγοεπισκευαστική Ζώνη.

Η Κοινοπραξία έχει συσταθεί και λειτουργεί νόμιμα, είναι ανοιχτή σε όλους τους Χρήστες και όποια επιχείρηση επιθυμεί μπορεί να συμμετάσχει σ’αυτήν. Ως συνδιαχειριστής της Κοινοπραξίας θα ήθελα να επισημάνω πως η Κοινοπραξία θα είναι δίπλα σε όποιον επενδυτή δεσμευθεί μέσω της σύμβασης (παραχώρησης ή πώλησης) οτι θα διατηρήσει τη δραστηριότητα της Ναυπηγοεπισκευής , θα προβεί στις απαραίτητες επενδύσεις και οι χρήστες θα έχουν ελεύθερη πρόσβαση στο χώρο.

«Υποψήφιος στρατηγικός επενδυτής στο Λιμάνι του Πειραιά: Αναγκαίο κακό ή καλό;»

Γράφει οΘεόδωρος Πιτσιρίκος

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Restoration of 4-stroke Diesel Engine Pistonsby LASER CLADDING

Industrial Park of SHISTO • 2nd Building Block, 2nd Street • Perama 18863 – GreeceT: +30 210 4004757 • F: +30 210 4326399 • E: [email protected]

FOR MARINE AND LAND BASED ENGINES

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MacGregor’s expanded winch portfolio wins offshore order from Marco PoloMacGregor, part of Cargotec, has secured a contract with the Marco Polo Shipyard Pte Ltd with their facilities in Batam, Indonesia, to supply deck equip-ment for two 76m, 9,000kW anchor han-dling tug supply (AHTS) vessels with bollard pulls of 150 tonnes, to be con-structed for Marco Polo Marine. There are options for two further vessels.

“This contract represents an important milestone for MacGregor demonstrating the advantages we now can offer to our customers with our expanded portfolio comprising both MacGregor and Hatlapa products,” says Francis Wong, Vice Presi-dent, Segment Sales, Offshore. “This powerful new combination of tech-nologies, products, personnel and services has strengthened our position in the deep water anchor handling market and is one of the main reasons we were awarded the contract.” Each shipset includes a high pressure windlass/mooring winch, tugger winches, capstans, storage reels and hydraulic power packs, along with a telescopic

provision crane. Each vessel will also be equipped with a 300-tonne low pres-sure anchor handling/towing (AHT) winch with a 400-tonne brake holding capacity, along with its hydraulic power pack. The AHT winches would be fitted with friction clutches which allow to quick release within three seconds which significantly increase the safety during anchor handling and tow-ing operation. The first shipset is scheduled for delivery between March and June 2015; the as-sociated vessel is expected to be delivered in the first half of 2016. The shipset for the second vessel should be delivered between July and September 2015, with the vessel due for delivery in the second half of 2016. “As a result of our expanded product range we are now able to provide three dif-ferent technologies to meet any particular requirements, namely low pressure, high pressure and electric variable frequency drive (VFD) solutions to the worldwide anchor handling market.” “In this case, the customer wanted the robust low pressure hydraulic technology,

underpinned by MacGregor’s global life time support network to maintain its world-wide operations. In addition to the supply of equipment, we will work as a system integrator and solution provider to meet our customer’s operational and life cycle requirements.” Since the start of the year, MacGregor has seen a strong demand for medium-sized AHTSVs of 8,000 to 12,000BHP in the Asia-Pacific region; this is due to deep water growth opportunities, particularly in Malaysia waters. Francis Wong says that with its comprehensive product range and global support network, MacGregor is now ideally placed to serve this growing market.

MacGregor wins Pusnes offloading system order from Bumi ArmadaMacGregor, part of Cargotec has won an order from Bumi Armada Berhad, a Malaysia-based international offshore oil-fied services provider, to supply a Pusnes offloading system for a floating production storage and offloading (FPSO) conversion project. The Pusnes offloading system will be delivered by March 2015. The order is booked into the second quarter 2014 order intake. “By having Pusnes products in Mac-Gregor’s portfolio, we are able to offer complete mooring and loading systems for floating production units,” says Francis Wong, Vice President, Segment Sales, Offshore. Bumi Armada are using a re-cently built ice-class tanker for the FPSO conversion, which will take place at Keppel Shipyard Ltd in Singapore. Once complet-ed, FPSO Armada Kraken will have a total storage capacity of 600,000 barrels and will be deployed at the Kraken field located in the UK sector of the North Sea.

Safe and reliable Pusnes offloading systems

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Imtech Marine invites integrated thinkingHigh revenue-earning ships need a fresh approach to systems integration to take full advantage of available efficiency gains, according to leading technical service pro-vider Imtech Marine. Offering a unique blend of maritime-specific ‘cable to data’ expertise, including hardware, software, connectivity, remote monitoring and servicing, the Dutch Imtech Marine group is consulting with ship owners in many different markets, from workboats to cruiseships, about how best to maximise returns from investment in technology. As new emissions regulations loom and fuel price uncertainties resurface, Imtech Marine believes integration offers efficiency gains that will save money on a variable they actually control.“As a maritime business built on technical knowhow, we have a contribution to make in terms of optimising the use of technol-ogy in pursuit of best returns from assets,” says André Meijer, Managing Director Imtech Ma-rine. “We are a company focused on offering flexible total solu-tions, so our experience is that buying technology on a one-off basis to address an immediate operational or regulatory chal-lenge often invites open-ended expense later.”Imtech believes that greater ves-sel efficiencies are available by integrating technology onboard and data management ashore to create ‘SMART’ infrastructure. Meijer adds, ”With the complete package we can provide, we are uniquely able to connect hardware, processes, data and people and help to create smart operations and integrated fleet management.”

Case study evidenceAn illustration of the benefits available from in-tegration have been provided by performance results from Hallaig, the first diesel electric, hybrid ferry for Caledonian Maritime Assets Ltd (CMAL), which came in service in 2013. Imtech Marine’s hybrid DE plus rechargeable battery technology, its Energy Management System and onboard systems optimisation combined to cut the fuel bill by 38%, against a target of 20%.Imtech’s ability to deliver one-stop solutions re-cently saw it secure its first complete Integrat-ed Bridge System retrofit for Holland America Line onboard Westerdam, with all navigation

and communications hardware and software installed in an eight-day time slot. Two more HAL cruise ships are set to follow.Eric Clarke, Director Service Americas, says: “There are obvious reasons to upgrade to state-of-the-art technology, but some of the ad-vantages only become available when systems fit together. Control settings can be customised to individual crew or corporate level needs, for example. More specifically, part of the Wester-dam project involved optimising the interface between the autopilot and the podded propul-sors to deliver fuel savings to the owner.”Imtech technical integration, as well as its glob-al design and service support capability, was also a feature of complex offshore vessels built in Singapore and Korea, for interests owned by Royal Boskalis Westminster NV, DEME Group and Subsea 7. The supply packages included dynamic positioning (DP), diesel electric propulsion, electrical power systems, vessel

management (VMS), automation, navigation and communication, bringing integrated control to the complex balance of coordinated engine, DP-system and thruster operation.

Enhancing vessel maintenanceCumulatively, the power of integration is felt most keenly in vessel maintenance, says Nico van Leeuwen, Imtech Marine Director Global Service Sales. “Of course, when a ship needs immediate service, our global network of service locations based on the classic Radio Holland brand, now being relaunched, means qualified service engineers and spare parts are always close by to support maximum vessel ‘up time’. However, opportunities are growing to manage service and maintenance without setting foot on the vessel, with data accumu-lated via the onboard IM Maintenance PC, and Imtech’s Global Technical Assistance Centers

(GTAC) tuning technologies on individual ves-sels remotely.”One direct beneficiary has been Seaway Heavy Lifting (SHL), where connectivity issues onboard the heavy lift vessel Oleg Strash-nov threatened a contract to lift 23 platforms within 6-months. Here, an integrated approach between the Imtech GTAC and work onboard overcame a six week delay facing service engineers seeking boarding permits.

Maximising efficiency gainsWider plant efficiency is critical for cruise-ships, says Andre Gebken, Head of Cruise Ship Department, Imtech Marine Schiffbau-/Dockbautechnik. “To achieve ‘Air in line with demand’, an approach is needed that squeezes every last percentage out of ef-ficiency, with HVAC being controlled by timers, by cabin cards or by C02 sensors,” he says. “For example, recently we have measured

efficiency gains yielded by absorp-tion coatings optimising heat and moisture recovery.” In addition Imtech has been able to improve payload by using decentralised AC concepts and reducing newbuild-ing costs by enhancing engine ring and building processes, to deliver ‘slimmer and sharper’ unit designs for example.The same solutions-driven ap-proach is central to the HelWin Bèta Offshore Wind Energy project in the North Sea, where it was necessary to ensure that the production equipment onboard is cooled, but not over-chilled. Imtech was able to significantly

reduce the number of Air Handling Units used, to deliver greater efficiency and achieve a significant weight reduction. This demanded integrated control of Local Instrument Rooms and Local Equipment Rooms via both Air Han-dling Units and Chillers (Cold Water Makers), while fan coil units in recesses were able to take care of local cooling or heating. Imtech Marine was also recently selected by BAE Systems to provide electrical distribu-tion and HVAC systems for the UK’s Type 26 Global Combat Ship Programme, where the need to provide protection against chemical, biological, radioactive and nuclear threats add-ed an extra complication. Meijer comments: “Imtech Marine’s widespread HVAC, CBRN and electrical system integration expertise pro-vided a thorough understanding of the complex interrelationships between power supply and consumer loads.”

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Kalmar delivers SmartLane automated gate system for Port of Liverpool

Kalmar to supply four all-electric RTGs to Super Terminais

Kalmar, part of Cargotec, will deliver Kalmar SmartLane automated gate system to Port of Liverpool, operated by Peel Ports Group. The new system will reduce waiting times and administration for hauliers, resulting in faster turnaround. The implementation is scheduled to be completed by early 2015. Investment in Kalmar SmartLane automated gate system is part of Peelport’s £5.5m pack-age of improvements to port infrastructure. With the £300m deep-water Liverpool2 expansion due to be open next year, this latest develop-ment is set to strengthen the port-side logistics required to support increased cargo volume. Kalmar SmarLane uses identification technolo-gies to manage gate operations for trucks, ensuring that all containers and trucks are au-tomatically identified before entering or exiting the terminal. The optical character recognition

(OCR) cameras capture the truck registration and container IDs. The OCR technology is pro-vided by Kalmar’s partner APS Technology. At present, a manual system is currently in place in Liverpool Port, requiring drivers to register at a site office, where they complete a form and wait for clearance before entering. Once installed, Kalmar SmartLane automated gate system will provide a streamlined and fully integrated process from entry to loading or unloading.David Huck, Port Director for Peel Ports Liverpool, said: “We operate in an increasingly competitive market and our customers require logistics solutions that reduce costs, carbon emissions and congestion. The continuing suc-cess of our company has always been driven by its ability to be forward-thinking, operating at the centre of the supply chain and offering

flexible, agile and cost-effective solutions to our customers. Haulier transactions will be fully integrated into our latest terminal operat-ing systems, facilitating secure and efficient visits and minimising turnaround times at our terminals.” Tommi Pettersson, Vice President, Automa-tion at Kalmar, said: “As a global leader in port automation we are able to provide Peel Ports with a seamless and integrated solution to help increase throughput and reduce congestion. With its optical character recognition, Kalmar SmartLane solution can automatically capture information from all trucks and containers entering and leaving the terminal, cutting operating costs and improving efficiency for all users.” Kalmar SmartPort solutions drive greater efficiencies through process automa-tion, resulting in lower overall operational costs, improved safety and better equipment availability. Process automation solutions are designed to optimise the information flows within the terminal’s business processes to ensure the most efficient equipment utilisation. They represent an accessible and fast way to get immediate productivity improvements for a relatively small initial investment. In addition to SmartLane, the solutions include SmartPath, SmartStack, SmartRail, SmartLift, SmartTruck, SmartQuay, SmartTrack and SmartFleet. These process automation solutions fit any size of terminal, any brand of equipment and any terminal operating system (TOS).

Kalmar, part of Cargotec, will deliver four E-One2 Zero Emission rubber-tyred gantry cranes (RTGs) to Super Terminais in Manaus, Brazil. The 8 million USD order was signed in August 2014 with a delivery and start-up date in July 2015.

Kalmar’s E-One2 Zero Emission RTG is the market’s technological frontrunner and includes an all-electric drive mechanism that produces no emissions or engine noise and completely replaces conventional hydraulic systems. The Kalmar E-One2 RTGs for Super Terminais also include a standard diesel generator set for dual-mode operation.“Super Terminais chose the E-One2 RTG due to Kalmar’s advanced technology and design, lighter weight compared to other RTGs, and as an environmental solution that reduces CO2 emissions,” explains Marcello Di Gregorio, Managing Director, Super Terminais Ltd.The deal continues the history of cooperation between Kalmar and Super Terminais, which already uses five reachstackers, six top loaders and 28 terminal tractors from Kalmar. Kal-mar’s SmartRail and SmartStack systems are

included as part of the latest deal along with a spare parts package and one spare spreader.Kalmar SmartRail is an automated gantry steer-ing solution for RTGs that improves safety and operator performance. Automated steering al-lows the operator to concentrate fully on driving the trolley and picking and placing containers. Kalmar SmartStack is a process automation solution that eliminates the problem of lost con-tainers and human error, and improves safety at the terminal.Super Terminais is a container terminal located in Manaus that attends 50% of the local market with the most modern equipment. With an annual volume of 250,000 movements and 10,000 TEU static capacity, its 115,000sq.m. area is recognised for its agile and efficient service. The company is certified to ISO 9001 and ISO 140001.

107-109, Filonos Str. 6th Fl. - Piraeus 18536, GreeceTel: +30 210 4511615 - Fax: +30 210 4511616

Email: [email protected]

Claims Consultants & Insurance Brokers

ilmarInternational s.a

Large ferry to trade between the Dutch islands of Texel and Den Helder will have an advanced energy management system – operating principally on gas but also with batteries, solar auxiliary power and the capability to run solely on diesel Lloyd’s Register will class Texelstroom, the 1,750-passenger, 350-vehicle, double ended ferry that will operate between the Dutch islands of Texel and Den Helder. Ordered by Royal N.V. Texels Eigen Stoomboot Onder-neming (TESO), the ferry will be constructed at the LaNaval Shipyard in Spain for delivery at the end of 2015 before four months of final commissioning and training, she will then enter service in the spring of 2016. Texelstroom is unique in that she will combine the innovative use of several different energy sources to provide reliable, efficient power and vastly reduce environmental impact in com-parison with existing ferry technology. The ferry will have two completely independent engine rooms, each of which can provide enough pow-er to be able to continue the normal service of the ferry at least up until wind force Bft 9. One engine room is to be fitted with two ABC diesel engines (2 x 2000 kW), and the other with two ABC dual fuel engines (also 2 x 2000 kW). On each ship end two Rolls Royce azimuth propel-lers will be installed, to achieve a speed of 10 knots (economic) and 15 knots (maximum). It is planned that the ferry will operate mainly on natural gas stored in two batteries of com-pressed natural gas (CNG) bottles installed on the top deck. Electric batteries will also form an integral part of the advanced energy manage-ment system. In addition to this, with over 700m² of solar panels, the ferry will have power available from the sun in the sunniest region of The Netherlands. TESO has a long standing relation with LR which started with the plans for building the Schulpengat in 1989. After that, TESO decided to contract LR for their ISO certifica-tion. In 2003, the engineering of the ferry Dokter Wagemaker started and because of the previous good experience and relationship, this contract was also awarded to LR. Now,

during design, plan approval and building of the innovative Texelstroom TESO looked for a partner to support their plans. Mr. Cees de Waal, managing director of TESO, is confident that with LR’s background knowledge of the TESO philosophy, that safety and reliability are the most important goals to achieve, in addition to the long standing good relationship between both sides, TESO has again chosen LR to be their classification society. The design of the ferry was supported by the European Union’s ‘I.Transfer’ Program, which aims to make ferry transport more freely ac-cessible and sustainable, and encourage more people to travel by water. As well as the innova-tive power arrangements, the design incorpo-rates features important to ferries operating in the area. The vessel is to be ice class, with a strengthened hull in case of winter ice. Addi-tionally, LR’s notation for Passenger and Crew Accommodation Comfort (PCAC) will help ensure a safe and comfortable journey for all. John Hicks, VP for Global Passenger Ships, Lloyd’s Register said: “Winning the contract for this highly innovative ferry demonstrates LR’s ability to help shipowners manage the introduc-tion of new technology with confidence. Our teams in Spain and the Netherlands helped the client in delivering solutions to the engineer-ing and regulatory challenges involved in this exciting contract. This is a robust design with the ability to operate in safety and efficiency in all conditions.”

Operational details • It is planned that the ferry will sail on gas as much as possible. And with abundant installed power under normal conditions, with only the dual fuel engines, the ferry will meet maximum service speed requirements if necessary. • The dual fuel engines will start in the diesel mode, but change over to dual fuel after a couple of minutes. • The ferry will operate from 6.00 till 22.00 constantly on an hourly service from both sides between Den Helder and Texel. The actual sail-ing time is about 20 minutes per voyage.


LR to class unique energy efficient ferry for Waddenzee operations

LR has commenced a project to identify the technical specifications and develop operat-ing procedures for safe LNG bunkering in Portsmouth International Port. The project will position Portsmouth to develop its ambitions to become an LNG bunkering facility and hub – the first in the United Kingdom. Leonidas Karistios, Global Gas Technology Manager, Lloyd’s Register said: “Obviously with growing demand for LNG, ports are looking to understand how they can develop the capability to deliver LNG bunkering services safely. It has to be safety first and Portsmouth is looking to ensure that they have the right, safe, approach to support operational and commercial ambi-tions. With a city adjacent to the port, signifi-cant ferry traffic and a large naval presence, there are substantial and varied stakeholder aspects to be addressed.” Brittany Ferries latest newbuild, scheduled for delivery in 2016, will be gas fuelled (see LR’s March 2014 Gas Technology Report at www.lr.org/gas) and will call at Portsmouth where LNG bunkering will take place. Kalvin Baugh, Deputy Ferry Port Manager, said: “With changes in the regula-tions governing emissions, it is clear that in the future more shipping will be fuelled by LNG. To help safeguard the port and meet the needs of our customers, Portsmouth International Port needs to be able to offer this facility. Safety is of course the main priority, and we are delighted that Lloyd’s Register has agreed to help us identify the technical specifications and operat-ing procedures that will help to deliver this.”Lloyd’s Register will provide detailed guid-ance to Portsmouth including requirements for technical specifications of bunkering equipment; helping to ensure that the right operational pro-cedures are established; helping to ensure that port safety and emergency planning is provided for; and that personnel competence can be developed effectively and put in place.Thanos Koliopulos, Global Special Projects Manager, commented: “We can use experi-ence gained in projects like Singapore Port and Viking Grace to apply real project experience to deliver advice for the planning and execu-tion of LNG bunkering to both the port and its bunkering service providers. Particular attention is given to the effective planning and execution of the port’s main clients’ compatibility of opera-tions and all technical aspects for bunker tanker and receiving ship’s facilities. We can help Portsmouth to get ready for real LNG bunkering operations, not only for ferry and short-sea ship-ping, but our global expertise and perspective can also help them to prepare for supporting LNG fuelled deep sea shipping requirements.”

LR to support safe LNG bunkering in Portsmouth

ΞΑΝΘΗΣ Α.Ε.Πολυδεύκους 57- 59 Πειραιάς 185 45 Τηλ. 210 4110306 Fax. 210 4127412

Seaworthy power

GEMarine Imagination at work

GE MARINE_Layout 1 29/9/2014 11:35 πμ Page 1

www.krohne-skarpenord.comINTRA MARE HELLAS (Greece representative) Tel.: +30 210 4293843 | Email: [email protected] | www.intramare.gr

CARGOMASTER® – The all-in-one tank monitoring system

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Part of the Van Oord fleet, the 137m long trailing suction hopper dredger, Lelystad, has been through an extensive pro-gramme of works at Gibdock in Gibraltar. The vessel was in dock for an initial 26 days, then went alongside the South Mole before re-docking for a further 11 days.The far-reaching project included steel-work, pipe, mechanical and painting work. The steelwork required inside the hopper tanks proved particularly challenging due to limited space for access. This was the second time Lelystad had been drydocked in Gibraltar, following a visit in 2008. Gibdock’s Production Director, John Taylor says: “Lelystad’s return to our yard shows that the combination of good location, ex-cellent climate, safety, service and crafts-manship we offer can combine to attract even special visitors, like this dredger. Dredgers are by no means our bread and butter, but we get a regular stream of work from operators who know we have the capabilities to handle the heavy duty repairs often required on such vessels.”The job saw the yard repairing and re-newing around 300m2 of doubler plates inside the hopper, with damaged plates removed and new plates welded into place. In total around 15.2 tonnes of steel was replaced, with very constrict-ed access via the hold doors. Another significant part of the project involved extensive work to the Lelys-tad’s deck crane. All four bogies were removed and new ones fitted, while the crane track rack was also removed, the foundation rail realigned through the use of heating and straightening, and a new rail welded into place. The crane’s gearbox was removed ashore, over-hauled and machined, and a new pinion fitted. Hydraulic cylinders operating the bottom doors of the hopper, 12 units in all, were removed and taken ashore for overhauling by the manufacturer. Gibdock also removed and replaced the vessel’s tailshaft and coupling. The project also required a large amount of pipework. Almost 68m of pipe had to be fabricated and fitted in

place to serve a new fuel oil mixing tank, while 108m of pipe of various sizes was renewed elsewhere onboard. Other ele-ments of the project included the fitting and welding in place of new hull liners; fabrication and fitting into place of a new MOB structure, comprising a walkway, platform, boat cradle and davit support pil-lar; installation of 19 new bridge windows, and renewal of aft ventilation structures. Frank Dekeukeleire, technical superinten-dent, Van Oord Ship Management, says: “This project went very well. Gibdock finished the job on time and were flexible in their work processes. It is also clear that over the past few years they have put a lot of effort into improving their safety regime, and this is good to see because safety is a big priority onboard our ships.” Lelystad was built in 1986 by Dutch yard IHC Merwerde to BV class. She has a hopper capacity of 10, 329m3 and can dredge at depths of 70m.

Van Oord dredger returns to Gibdock

Capt. Charis Kanellopoulos has joined the team of Marine Management Services MC as Head of the HSQE & Vetting Dept. and DPA / CSO, a position held until 30 July 2014 by Mr. Evangelos Souroulias.

Capt. Charis started his seagoing career in 1998 having graduated from the Greek Merchant Marine Academy of Aspro-pyrgos. He served on Crude, Product and Chemical Tankers and in 2008 he obtained the Master’s Class A Degree.

In 2009 he joined a well established Shipping Company as a Marine Super-intendent and later on as DPA and head of Marine & Vetting Department. He has vast experience on Vetting and CDI inspections with excellent records.

In addition, he has extensive experience and knowledge of ECDIS as the primary means of navigation and he recently shared same with other Marine Industry colleagues in the 4th Annual Safety4Sea Forum held in the Evgenidion Founda-tion.

Capt. Charis as Head of Company’s HSQE Department will continue imple-menting Company’s Health, Safety, Qual-ity and Environmental policies with the vision of rising the target bar higher. We welcome Capt. Charis to MMS family and we wish him the best in his new challeng-ing assignment.

Capt. Charis Kanellopoulos joined Marine Management Services

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Gibdock has continued to see its stock rise amongst the German shipowner community over the past year. Indeed the Gibraltar ship repair yard’s recent client list reads like a ‘Who’s Who’ of leading German shipowners and manag-ers, underlining the fact that it enjoys a very positive reputation in this particular market. German owners and operators that have recently docked vessels at Gibdock include Oscar Wehr, Reederei Jüngerhans, E.Oldendorff, Peter Döhle Schiffahrt, Brise Bereederung, Asterion Tankers, Ahrenkiel, OPDR, Hans Peter-son, John T. Essberger, Reederei Draxl, Columbia Shipmanagement, Thien & Heyenga, and Interorient. Containerships have traditionally comprised the major-ity of the German-owned vessels that Gibdock has worked on and the pattern continued through 2013 and into 2014. However, Peter Pinck, General Manager of Combitrade, Gibdock’s representa-tive in the German market, says: “While most of the work that we have secured for Gibdock involves container vessels of varying types and sizes, over the past year we have seen more tankers and reeferships opting to go to Gibraltar as well.” Projects have varied in scale and scope and have included drydockings as well as afloat repair works, for stern tube renewals, bow repairs and class renew-als, among other works. The yard has also handled a big engine repair after a fire in the engine room on the 500 teu capacity Andalucia, which was docked for OPDR, a new customer for Gibdock.One of the biggest containership projects at Gibdock in the past 24 months involved the Aldebaran, a 2,785 teu capacity containership owned and managed by

Reederei Horst Zeppenfeld, which went through an extensive package of works at the yard. As part of this project Gibdock was called upon to remove three deck cranes weighing over 50 tons each from their foundations and transfer them ashore using two mobile cranes. Notable 2014 projects have included work to the 1998-built Westerhamm, a 2,072 teu capacity containership that is part of the Hans Peterson fleet, and the 1900teu Wehr Alster, operated by Oskar Wehr, as well as two ships for Jungerhans, the 1,900teu Helena J and the 1,186 teu Corona J.Mr Pinck says: “Over the past few years we have been working closely with Gibdock to raise their profile within the important German shipping business and we have together achieved considerable success. Customers give us positive feedback about the yard and are happy with the quality of the work, and the price, while time keeping is always excellent. There are never any problems with re-delivery as, if Gibdock promises that a job will take a certain number of days, it is true to its word.”The volume of work generated for Gib-dock by German owners and operators has remained relatively steady, despite the effects of the financial and shipping market crises. “What we have been see-ing is that some owners, who might have been looking at docking ships due for their 4th or 5th special survey, are opting to sell or scrap the ships, rather than send them to drydock for repairs, to save money,” observes Mr Pinck. “But this is something that is affecting many yards, and not just Gibdock.”Part of the Ernst Russ group, Combitrade has been in business since 1983 and is now the division of the group responsible for representing shipbuilding and repair yards. “Gibdock benefits from having very specialised, targeted services,” says Mr Pinck. “The yard has a good reputation in Germany which we hope to build on further at this year’s SMM in Hamburg. We are looking forward to making new contacts and renewing old ones, at this all-important event, where we will have our own stand (located in Hall B3, EC, No. 205) and where customers will be able to meet with senior management from Gibdock, including Managing Direc-tor Richard Beards.” PHOTO: Richard Beards, Managing Director, Gibdock

Gibdock reputation rises in German market

Ολοκληρώθηκαν οι εργασίες με graffiti της εικαστικής αισθητικής παρέμβασης στο κτίριο του ΣΙΛΟ στο λιμάνι του Πειραιά, από την ομάδα καλλιτεχνών με την επωνυμία “Urban Act” μη κερδοσκοπικού φορέα, με συντονιστή τον Κυριάκο Ιωσηφίδη, που είναι γνωστή από τα έργα της σε δημόσιους χώρους και τα σχολικά κτίρια.Πρόκειται για τη δημιουργία υπαίθριων τοιχογραφιών στις μεγάλες επιφάνειες του ιστορικού κτιρίου του ΣΙΛΟ με καλλιτεχνική έκφραση ιδεών μέσα από φαντασία και χρώμα που εντυπωσιάζει τους πολίτες αλλά και τους προϊδεάζει για τη μετατροπή του σε μοναδικό μουσείο Ενάλιων Αρχαιοτήτων μέσα από τη συνεργασία με το Υπουργείο Πολιτισμού και την Περιφέρεια Αττικής.Η εικαστική αυτή παρέμβαση αποτελεί μέρος του συνολικού σχεδιασμού για τη δημιουργία της Πολιτιστικής Ακτής μέσα και από άλλα γεγονότα στην περιοχή, όπως το HELLAΣΤΟCK που θα εγκαινιαστεί την Πέμπτη 04.09 στις 19:30 και στο οποίο νέοι αρχιτέκτονες από πολλές χώρες δημιουργούν ιδέες για μια κρεμαστή πόλη. Η αισθητική αναβάθμιση του λιμανιού, εκτός από νέα φυτά και χώρους πρασίνου, διαδρόμους πεζών και παρτέρια, θα αποκτήσει την τελική της μορφή με νέα γιγαντοπανώ και κυρίως συνολική αναμόρφωση του φωτιστικού πεδίου σε όλους τους χώρους.

“Urban Act”.Τοιχογραφίες αισθητικής παρέμβασης στο ΣΙΛΟ Πειραιά

nafs March 2014 63


Mr. Noboru Ueda, Chairman and President of ClassNK attended the delivery ceremony for the M/T Al Yarmouk, constructed at Dae-woo Shipbuilding & Marine Engineering Co., Ltd. (DSME) and delivered to Kuwait Oil Tanker Co. S.A.K. (KOTC) in Geoje, Korea on 25 August 2014.The 317,300DWT very large crude carrier (VLCC), named the M/T Al Yarmouk following its delivery to KOTC, was built as Hull No. 5391 at DSME under ClassNK Rules and Regulations and in line with KOTC’s strict standards on safety and environmental perfor-mance. During the construction, ClassNK provided extensive professional and technical services for successful comple-tion of the vessel. Representing ClassNK, Mr. Noboru Ueda, ClassNK Chairman and President attended the delivery

ceremony. At the ceremony, Mr. Ueda expressed his congratulations on behalf of ClassNK to the KOTC representatives for the successful delivery of the vessel and confirmed ClassNK’s commitment to the remaining vessel project.ClassNK will continue to provide the high-est quality classification services for the M/T Al Yarmouk in addition to its some 8,600 vessels already on under class.

ClassNK Chairman and President attends KOTC Delivery Ceremony

Ικανοποίηση για την ανάπτυξη της Παγκόσμιας Κρουαζιέρας

STEALTHGAS INC. (Nasdaq:GASS), a ship-owning company primarily serving the liquefied petroleum gas (LPG) sector of the international shipping industry, announced today as part of its fleet expansion program the acquisition of two newbuilding LPG vessels.The company exercised the acquisition op-tions with a Korean yard and the additions to the fleet consist of two 22,000 cbm semi refrigerated eco LPG carriers scheduled to be delivered in the second and third quarter of 2017, respectively. The company expects that the acquisition of these larger semi refrigerated eco LPG carriers that can load LPG with high ethane content, will complement well its already leading posi-tion in pressurized vessels. Moreover in stealthgas’ option vessels can be fitted with exchaust scrubbers and ice class notation making them even more versatile commer-cially.With the addition of these two vessels in the expansion plan the company remains to acquire a total of 19 newbuilding LPG carriers. Total capital expenditure for all the acquisitions amounts to approximately $500 million. The acquisition of these vessels will be funded with a combination of debt financing and already available cash. With these additions total asset value of the fleet will amount to approximately $1.15 billion.Michael Jolliffe our Chairman commented “Stealthgas is now the prominent owner of pressurised LPG ships worldwide, and with this expansion into handy-size vessels, and with a total of 19 of the most modern eco type LPG ships on order, Stealthgas will continue its carefully thought out expan-sion program to the ongoing benefit of its shareholders”.The Company also announced the conclu-sion of the following chartering arrange-ments: A one year time charter extension for its 5,000 cbm, 2006 built, LPG carrier, Gas Inspiration, to an international trading house until August 2015.

A one year time charter for its 6,300 cbm, 2007 built, LPG carrier, Gas Flawless, to a national energy company until August 2015.

StealthGas to acquire new vessels and new employment

Με τον Πρόεδρο της CLIA Europe (Διεθνής Ένωση Εταιριών Κρουαζιέρας) κ. Pierfrancesco Vago, τον κ. Βο Larsen Διευθυντή της CLIA και τον κ. Κυριάκο Αναστασιάδη, μέλος του Δ.Σ. της CLIA Europe, συναντήθηκαν στα κεντρικά γραφεία του ΟΛΠ Α.Ε. ο Πρόεδρος και Δ/νων Σύμβουλος του ΟΛΠ κ. Γιώργος Ανωμερίτης, ο Γεν. Δ/ντής κ. Στ. Χατζάκος και ο Γ.Γ. της MedCruise καθηγητής Θάνος Πάλλης.Και οι δύο πλευρές εξέφρασαν την ικανοποίηση τους για την ανάπτυξη της Παγκόσμιας Κρουαζιέρας και τη σταθεροποίηση της ελληνικής κρουαζιέρας μετά το 2010 σε σταθερά μέσα ποσοστά. Η επίσκεψη του Προέδρου της CLIA, ο οποίος είναι και κορυφαίο στέλεχος της MSC, συνδυάστηκε με τα θέματα της Γενικής

Συνέλευσης της MedCruise, η οποία συνέρχεται στη Βαρκελώνη την επόμενη εβδομάδα, παράλληλα με τις εργασίες του Ευρωπαϊκού Seatrade στην ίδια πόλη. Όπως υπογράμμισε ο κ. Γιώργος Ανωμερίτης: “ο θαλάσσιος τουρισμός είναι ένα ιδιαίτερα ευπαθές προϊόν στις τοπικές και διεθνείς κρίσεις, από τις οποίες δοκιμάζεται και φέτος η περιοχή της Ανατολικής Μεσογείου. Ευτυχώς οι θαλάσσιες περιοχές του Αιγαίου και Ιονίου είναι “θάλασσες ασφάλειας και ειρήνης” και με τη συνεχή αναβάθμιση της ποιότητας των παρεχόμενων υπηρεσιών δεν θα δοκιμάσουν μεγάλες διαταραχές. Ειδικά το λιμάνι κρουαζιέρας του Πειραιά αποτελεί έναν υπερσύγχρονο κόμβο παροχής πλήρων υπηρεσιών σε επιβάτες και πλοία, κέντρο πλέον Τουρισμού και Πολιτισμού”.

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Caterpillar Marine and Cat® Dealer Pon Power are pleased to announce the first Cat 3512C marine generator sets with Dynamic Gas Blending™ (DGB™) have been selected to power Assessoria Transporte Aquaviaro fast ferries for the 2016 Olympics in Rio de Janeiro, Brazil. A total of 28 Cat generator sets will be installed on 7 aluminum-hull fast ferries, with 14x Cat 3512 generator sets and 14x Cat 9 generator sets providing prime and auxiliary power. Each 3512 generator set will provide 1550 eKW @ 60 Hz of rated power. One ferry will be equipped with the new Cat marine dual fuel solution and powered by compressed natural gas (CNG). The remaining six ferries are being constructed with the option to readily retrofit the engine room to include the Dynamic Gas Blending kits in the future.

“We’re pleased to unveil our first Cat Marine 3500 dual fuel solutions with Dynamic Gas Blending for such a significant global event,” Chris Chenette, Caterpillar Marine product value manager noted. “Assessoria Transporte Aquaviaro will be not only be able to optimize the efficiency of their vessels powered by Cat dual fuel solutions but also operate on the waters with the confidence and product support you can only get from Caterpillar.”

Cat dealer Pon Power led the Caterpillar efforts on the project and will continue to provide sup-

port, packaging and commissioning for the Cat power solutions. “We, as Pon Power, see gas as the future fuel for marine. We are happy to materialize the customer needs of Coco Yachts together with Caterpillar Marine,” said Thomas de Haas, Pon Power Director Marketing and New Business Development.

The ferries are being designed by Coco Yachts Holland B.V. of The Netherlands and built by Afai Southern Shipyards in China. CoCo Yachts is a Dutch design company specializing in the design of Aluminium catamarans, ranging from 5-85 meters. Each ferry will feature diesel electric propulsion (DEP) with azimuth thrusters and identical engine rooms. The Cat power solutions for the project will ship to the shipyard in December 2014.

Manufactured in Lafayette, Indiana, the Cat 3512 DGB generator set features a low pres-sure gas system with an approximately 70% maximum gas substitution rate across a wide load range. The IMO II-compliant generator set operates with diesel-like rated power and transient response while maintaining an over-haul life similar to a diesel engine. Operators can achieve significant fuel savings due to the stellar load factor and substitution rate. Ideal for high speed applications, the new Cat marine dual fuel solution is based on the highly suc-cessful Cat dual fuel application for land drilling

which was introduced to the market in 2012. The Cat 3512 generator sets at 1550 eKW with Dynamic Gas Blending are available to order now from the Cat dealer network.

“The new Cat Marine dual fuel solution lever-ages the proven durability of the 3500 diesel engine while offering customers enhanced fuel flexibility and power redundancy to run diesel or gas,” Jason Spear, Caterpillar Marine product definition engineer noted. “Further-more the DGB technology is integrated into the diesel injection system to ensure combustion is optimized as a factory-supported solution.”

About Caterpillar MarineCaterpillar Marine, with headquarters in Ham-burg, Germany, groups all the marketing and service activities for Cat and MaK™ marine diesel, dual fuel and gas engines as well propulsion systems within Caterpillar Inc. The organisation provides premier power solutions in the medium- and high-speed segments with outputs from 93 to 16,800 kW in main propul-sion and 10 to 16,100 kWe in marine genera-tor sets as well as a comprehensive portfolio of propulsion solutions. The sales and service network includes more than 2,100 dealer loca-tions world-wide dedicated to support custom-ers in ocean-going, commercial marine and pleasure craft wherever they are.

First Cat® 3500 Dual Fuel Generator Sets to Power Fast Ferries at 2016 Rio Olympics

nafs March 2014 51

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


MacGregor, part of Car-gotec, has announced that the first units of a 672-strong MacRack or-derbook are now being installed. The units are destined for a total of 38 ships for various owners; 35 of which are for 180,000 dwt bulk carriers and the remaining three are for 87,000 dwt bulkers. Each of the larger vessels will be fitted with 18 MacRack units and the smaller vessels will each feature 14 units. MacRack is an economical, competitive and environmentally-friendly electric-drive system for side-rolling hatch covers.

MacRack uses variable frequency drive (VFD) technology, which delivers high torque with low speed and allows for the optimised use of electric power. “Mac-Rack units deliver a number of advan-tages,” adds Mr Dahl. “They unite the ‘lift’ and ‘drive’ operations and so make separate hatch cover lifters obsolete. This reduces maintenance work for the shipowner, and the shipyard’s installa-tion work is also simpler because fewer components need to be installed on the coaming.

“Also, unlike hydraulic pump units, there is no continuous running of motors and there is no need to warm the oil in advance, so MacRack delivers energy savings and is also not as sensitive to a cold climate as hydraulic systems,” adds Mr Dahl.

Caption: The first units of a 672-strong MacRack orderbook are now being installed; current levels of interest strengthen MacGregor’s firm belief that MacRack will become the stan-dard system for side-rolling hatch covers.

“Current levels of inter-est in MacRack systems strengthen our firm belief that they will become the standard system for side-rolling hatch covers,” says Torbjörn Dahl, senior naval architect for bulk ships at MacGregor.

672 MacGregor MacRack units on order

Περισσότεροι από 10 εκατομμύρια εθελοντές σε 152 χώρες έχουν συμμετάσχει, από το 1986 μέχρι σήμερα, στην Παγκόσμια Ημέρα Εθελοντικού Καθαρισμού Ακτών, συλλέγοντας από τις ακτές και το βυθό πάνω από 80.000 τόνους απορριμμάτων.

Με την παράλληλη καταγραφή από τους εθελοντές των απορριμμάτων, συγκεντρώνονται πολύτιμα στοιχεία για το είδος, τις ποσότητες και την προέλευση τους βοηθώντας στην κατανόηση και αντιμετώπιση του σοβαρού αυτού προβλήματος ρύπανσης.

Φέτος, το παγκόσμιο ραντεβού έχει οριστεί για το Σάββατο 20 Σεπτεμβρίου, μια ημέρα αφιερωμένη στην ενημέρωση και ευαισθητοποίηση όλων για την ανάγκη διατήρησης των ακτών και των θαλασσών μας καθαρών από τα σκουπίδια.

Η Ελληνική Ένωση Προστασίας Θαλάσσιου Περιβάλλοντος – HELME-PA συντονίζει την παγκόσμια αυτή δράση για 23η συνεχή χρονιά στην Ελλάδα και προσκαλεί τα μέλη της, συνεργαζόμενους φορείς και όλους όσοι αγαπούν και σέβονται τη θάλασσα να οργανώσουν τον καθαρισμό κοντινής τους ακτής από τα σκουπίδια που κάποιοι συμπολίτες μας «ξέχασαν» πίσω τους το καλοκαίρι. Ο καθαρισμός μπορεί να υλοποιηθεί στη διάρκεια του «Μήνα δράσης για το θαλάσσιο περιβάλλον» μέχρι και την 20 Οκτωβρίου.

Την εκστρατεία υποστηρίζει πανελλαδικά η Ελληνική Εταιρεία Αξιοποίησης-Ανακύκλωσης (Ε.Ε.Α.Α.) που θα αναλάβει την αποκομιδή ανακυκλώσιμων υλικών. Για περισσότερες πληροφορίες ή/και για να λάβετε έντυπη φόρμα συμμετοχής επικοινωνήστε με τον Τομέα Περιβαλλοντικής Ενημέρωσης της HELMEPA, τηλ. 210-9343088, email [email protected]

HELMEPA “Καθαρίζουμε ό,τι αφήσαμε πίσω μας στις παραλίες”


Transas launches T-Bridge, the most innovative inte-grated bridge solution Transas Marine has expanded its extensive product portfolio with the launch of the T-Bridge, the most ad-vanced integrated navigation system where professional bridge equipment meets aviation, automation and even tablet technology.The new Transas T-bridge brings together diverse systems into a single bridge en-vironment, where data sources are com-bined to provide a full and clear picture to support efficient decision-making. Solid, timely and pertinent access to all crucial information is the key to safe and secure navigation. Known for its cutting-edge transportation solutions and the world’s best ECDIS, Transas has designed a bridge solution to add further safety to navigation, to simplify bridge op-erations and to offer highest flexibility for customised bridge configurations, putting the operator at the heart of the system.In limited visibility, congested or shallow waters, at night or in poor chart coverage areas, Transas Augmented Reality tech-nology provides the ultimate picture: sen-sor input from the forward looking sonar, chart data or position and route data are

integrated with live video of the surround-ings. As the navigator sees a picture of the real surroundings combined with all relevant information on one screen, it becomes easier than ever before to make the most informed & optimal decisions.Bringing aviation technology on board, Transas has integrated a powerful searchlight with camera and thermal im-ager into the bridge system allowing easy detection and identification of objects in virtually any visibility conditions. A new level of wheelhouse automation based on the Transas Touch Interface will give the crew intuitive and consistent access to all automated information, and allow for the control of an interactive Transas Navi-Conning system, which can be custom configured to suit any bridge configuration.To complement its innovative bridge solu-tion and razor-sharp technology, Transas has developed an iPadtm application which is directly linked to the navigation system and gives access to the highly accurate navigational information related to the vessel, including, for example, position data, AIS targets, speed, course, water depth and a host of other informa-tion. The T-Bridge from Transas will be presented at SMM 2014. Visit our stand B6.208 for demonstration and details.

Making waves in the marineindustry

Helm Operations announced that it has signed on German harbor docking company Unterweser Reederei GmbH (URAG) to Helm Dispatch Manager™ and Helm Onboard™ to manage its jobs and obtain synergies between its two operation centers and an automatic inte-gration with its finance system invoicing on its vessels and shore.

“Having spent two years on board URAG being specifically focused on the operational excellence of our services, it was clear to me that we were in need of a simple, and in particular, user-friendly platform that would work for both our shore-based personnel as well as for those on-board,” said Michael Staufeldt, Managing Director and COO with URAG. “Having explored the market as well lately having feed-back from two of our vessels being chartered to a user of Helm, it was an obvious choice for us to investigate further in Helm.”

Ron deBruyne, CEO and Founder of Helm Operations said he was excited to be partnering with URAG. “We are inspired to work with companies like URAG who want to bring efficiency and accountability to their operations.” de-Bruyne also mentioned he was pleased to introduce Helm’s expertise in Harbor Docking solutions to a new market.

Said Staufeldt, “We have already es-tablished contact with the Helm Project Team. We were confronted with people who clearly understood our problem, and asked questions that even sur-prised ourselves. We are confident the Helm team will see us safely through this project.”

German Harbor Docking Company URAG Signs with Helm

nafs March 2014 55


Shell Marine Products (SMP) is celebrat-ing the 10th anniversary of its Marine & Power Innovation Centre (MPIC) in Hamburg, Germany, marking a decade of its innovative approach in developing lu-bricant technology for the marine industry.Established in 2004 within Shell Tech-nology Centre Hamburg, the centre has been pivotal in SMP’s ability to meet the fast-changing demands placed on cylin-der oil performance in today’s maritime landscape. Its team of scientists and engineers are constantly using insights from Shell’s legacy of almost six decades of marine lubricant development, from the first successful alkaline cylinder oil – Shell Alexia A in 1955 to Shell Alexia S5 and S6, introduced in late 2013.“It is fitting that our 10th anniversary coin-cides with the SMM maritime fair here in Hamburg,” said Jerry Hammett, General Manager for Marine & Power Engine Oil Technology. “Here in the Centre we can put promising formulations through their paces before field trials and OEM valida-tion tests. Our testing takes into account extreme conditions and involves rigorous attention to the control of our test en-gines, to ensure that the only test variable is the lubricant itself.”MPIC runs four test engines, covering 2-stroke and 4-stroke applications run-ning on both residual and distillate fuel. The facility works closely with OEMs and employs experienced technicians and en-gineers who are Coordinating Research Council (CRC)-accredited to ensure that each test run can be properly evaluated

and compared with all previous and future test runs for any particular lubricant.“If engine developments have been rapid in recent years, there are more develop-ments to come,” adds Jerry, “MPIC will continue to be critical to sustaining our close relations with OEMs, as well as of-fering robust and reliable data to support our products, the performance claims we make and the services we offer. Respon-sible suppliers embrace change, and the Centre represents SMP’s commitment to invest in its technology and the support that addresses the challenges faced by shipping as a whole.”

“Here in the Centre we can put promising formulations through their paces before field trials and OEM valida-tion tests. Our testing takes into account extreme condi-tions and involves rigorous attention to the control of our test engines, to ensure that the only test variable is the lubricant itself.”

Jerry Hammett, General Manager for Marine & Power Engine Oil Technology.

SHELL’s marine & power innova-tion centre enters second decade

Shell Marine Products (SMP) introduced Shell Alexia S3, its solution for large vessels with two-stroke engines entering into waters where the revised emission control area (ECA) regulations will come into force on 1 January 2015. Shell Alexia S3 will be available to custom-ers from December 2014 in major ports across SMP’s network of over 500 ports in over 40 countries.SMP now offers a complete suite of lubricants for all types of engines, pro-viding peace of mind to ship owners and operators around the world. Shell Alexia S3 is the latest in SMP’s Shell Alexialine of two-stroke engine oils, and is formulated for use with low sulphur and distillate fuels up to 0.5% sulphur. SMP also offers Shell Gadinia for medium-speed four-stroke engines and ShellMysella, used in vessels with gas powered engines like Shell’s chartered barge Greenstream, the world’s first 100-per cent LNG-powered barge which carries goods along Europe’s River Rhine.“We are dedicated to providing our customers with the right solution, at the right place, at the right time,” said Surinderdeep Singh, General Manager of Shell Marine Products. “Theintroduction of Shell Alexia S3 com-pletes our portfolio, ensuring all our customers will have the right lubricant suitable for their shipping needs.”The global maritime industry will see more stringent sulphur oxide (SOX) restrictions in ECA areas, such as the Baltic Sea, the North Sea, North America and the United States Carib-bean Sea in the coming years. From 1 January 2015, ships entering these areas will have to use fuels with 0.1% sulphur content, such as marine gas oil or liquefied natural gas (LNG).There have also been discussions among regulators of further expansion of ECAs into the entire Atlantic seaboard of Europe, the Mediterranean Sea, coastal Korea, the Sea of Japan, theAustralian coast, the shipping lanes of Singapore, Malaysia & Indonesia, as well as coastal China.

SHELL first to in-troduce complete lubricant solution for ECAboundVessels

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Leading classification society ClassNK (Chairman and President: Noboru Ueda) has announced that it will join a new European Joint R&D project to ensure bulk carrier safety. The project, called LiquefAction, aims to better understand the physical properties of cargo liq-uefaction in order to prevent bulk carrier casu-alties and is being carried out by a consortium of Europe’s top research institutions, including Germany’s Hamburgische Schiffbau-Versuch-sanstalt (HSVA) and Hamburg University of Technology (TUHH), as well as France’s Ecole Central de Nantes (ECN) and the Institute of Science and Technology for Transport, Devel-opment and Networks (IFSTTAR), with support from German shipowner Oldendorff Carriers. The project is being sponsored by Germany’s Bundesminister für Wirtschaft und Energie (BWMi) and France’s Ministère de l’Ecologie, du Développement durable et de l’Energie (MEDDE). Cargoes that may liquefy, which include nickel ore and a variety of other cargoes including other ore fines, are widely recognized as one of the leading causes of bulk carrier casualties. Over the past decade such cargoes have been linked to loss of more than a dozen bulk carri-ers and the deaths of more than 70 sailors.While awareness of the risks of such cargoes has grown over the past several years, little is still known about the factors that cause cargo liquefaction – especially what effect dynamic motions from waves and ship propulsion have on such cargoes. Understanding such factors is

key to preventing future casualties, and is the driving force behind the new project. ClassNK is the world’s leading classifica-tion society in the dry bulk sector, providing survey and classification services to more than one-third of the world’s bulk carrier fleet. The society has been widely recognized for its work related to the safe transport of nickel ore, which BIMCO and other industry groups have named the “world’s most dangerous cargo.”ClassNK’s Guidelines for the Safe Carriage of Nickel Ore, which include both best practices for carrying nickel ore as well as standards for the construction of specialized ships designed to carry such cargoes, have been widely praised throughout the maritime industry. First published in 2011, with a revised edition in 2012, the Guidelines earned ClassNK the Safety Award at the Lloyd’s List Global Awards 2012 and the Safety at Sea Award at the Seat-rade Awards in 2013, among others. ClassNK’s participation in the project has been greatly welcomed by the other consortium members says Dr. Jochen Marzi, Director of Computational Fluid Dynamics at HSVA. “We very much appreciate ClassNK’s participation and strong support of this project, and believe that ClassNK’s expertise and practical experi-ence with these cargoes will help ensure the success of the project.” ClassNK’s participation in the project marks one of the first times the society will participate in a major European research program for maritime safety, a step which follows the Tokyo-

based Society’s rapid expansion in Europe over the past several years. Since 2008, ClassNK has opened 10 new offices in Europe, as well as established a new Survey Operations Head-quarters in its Hamburg Office, efforts which have earned the society a rapidly growing list of clients in Germany and throughout Europe. ClassNK Chairman and President Noboru Ueda said: “Our goal is to support the safe growth and development of the maritime indus-try, not only in Japan or Asia, but in Europe and all around the world. We opened our Survey Operations Headquarters here in Hamburg not only to better support shipowners in the region – but also to better provide the knowledge and resources to address the many challenges we face as an industry. With this project we are one step closer to achieving that goal.”That sentiment was echoed by ClassNK Ex-ecutive Vice President Yasushi Nakamura, who said: “Ensuring the safety of ships and their crews is not an Asian issue or a European is-sue, it is a global issue. With this project we are combining some of the top experts from Europe and Asia to ensure a safer future for the entire maritime industry.”

PHOTO: (Pictured left to right) Dr. Volkmar Wasmansdorff, Senior Advisor, ClassNK, Mr. Marco Schneider, Project Manager, CFD, HSVA, Mr. Noboru Ueda, Chairman and President, ClassNK, Mr. Yasushi Nakamura, Executive Vice President, ClassNK, Capt. Herman Visser, Oldendorff Carriers

ClassNK Expands Joint Research in EuropeLeading Class Society Joins Joint R&D Project for Bulk Carrier Safety with Germany’s HSVA and other European Research Institutions


Caterpillar Marine is pleased to an-nounce the introduction of optional part load kits for the MaK M 32 E platform. Developed specifically for offshore vessels, the M 32 E part load kits are available for both constant speed and variable speed operations. Both kits combine lowest possible fuel consump-tion in part load range with highest pos-sible power output at full load.

Offshore vessel applications, specifically Offshore Supply Vessels (OSV) and Anchor Handling Tug Supply (AHTS) vessels, typically encounter a significant period during their lifetime where they have limited power demand from the en-gines. Operating in stand-by or dynamic positioning mode often requires the use of multiple engines in combination with low power consumption, resulting in low load operation of two or three engines at the same time. The part load kits enables all vessels operating M 32 E engines primarily in the part load range improved fuel efficiency, load accep-tance and reduced smoke. “It was a big challenge for us to imple-ment a part load optimization into the increased power rating concept without sacrificing the reliability and durability MaK marine engine platforms are known for,” said Carsten Seeburg, MaK product definition manager. “Additionally, the M 32 E part load kits reduce operating costs and help to improve vessel owner bottom lines.”The constant speed part load kit for M 32 E offers fuel savings up to 10 g/kWh with a 3x33% load step capabil-ity. The kit includes the proven Flexible Camshaft Technology and an intelligent control software integrated into the new Modular Alarm Control and Safety (MACS) System. The M 32 E offered with the new part load kit fits perfectly in the comprehensive Cat® Marine prod-uct line between the full load optimized M 32 C and the fuel flexible M 34 DF. Cat marine power and propulsion solu-tions are backed by the worldwide Cat dealer network with trained technicians to ensure service support is never out of reach.

Caterpillar Marine Launches New Part Load Kits for the MaK M 32 E engine platform at SMM 2014

With the MAN 12V175D, MAN Diesel & Turbo will be presenting the first cylinder version of its new high-speed engine fam-ily at this year’s maritime trade fair SMM in Hamburg. The twelve-cylinder model, developed especially for use in the ship-ping industry, is part of a product initiative aimed at providing MAN customers with a product portfolio that covers every power requirement, from high to low speed.“With the MAN 175D, we are supplement-ing and completing MAN Diesel & Turbo’s and MAN Truck & Bus’s product portfolio in the maritime sector,” explains Dr. Hans-Otto Jeske, Chief Technology Officer and acting CEO for MAN Diesel & Turbo. The new engine will be offered with an output spectrum from 1,500 to 2,200 Kilowatts and will be available to the first pilot cus-tomers from as early as 2015.The 12-cylinder version of the MAN 175D being presented in Hamburg is designed to fit in precisely with the needs of commercial shipping and is optimized for propel-ling ferries, offshore sup-ply vessels, tug boats and working vessels. Other central areas of application such as the markets for super-yachts and marine applications are served by additional specialist model versions.“The MAN 175D is compact, reliable and efficient - properties that are of essential importance for use on working vessels to allow safe maneuverability in the most challenging and roughest weather condi-tions,” says the Project Lead responsible for the MAN 175D, Dr. Matthias Schlipf. “The business case behind it also has to be right for the customer. And this is where the engine sets standards in more than just fuel consumption. Our aspira-tion is to make the MAN 175D the overall most efficient engine throughout its lifetime.”The MAN 175D also scores highly in terms of its eco-friendliness. Its compact and modular exhaust gas after-treatment

system uses the selective catalytic reduction (SCR) method and is based on the MAN Ad Blue® technology that has undergone many thousands of hours of testing. The engine will therefore satisfy the strict environmental standards of the IMO Tier III from the moment it hits the market. The compact and robust engine is designed for user-friendliness and efficiency: “Simple commissioning, simple operation, simple maintenance,” says Thomas Seidl, Head of Product Line High-Speed at MAN Diesel & Turbo, summing up the engine’s design concept. “Its compact dimensions and low weight make the MAN 175D an efficient power-house.”Customer focus was also at the forefront of the overall development process:“Time and again, we were asked to develop a high-speed engine with a true

‘MAN char-acter’, i.e. a high-speed engine that works as reliably as a medium speed en-gine and which has been tailor made for maritime use”, ex-plains Flo-rian Keiler, responsible for the busi-ness de-velopment and market

launch of the MAN 175D. “Throughout the development stage, we spoke to a num-ber of customers across the whole world to get a detailed picture of their expecta-tions and professional requirements. This feedback has been pumped directly into the development process.”MAN Diesel & Turbo is also creating a stir on the high-speed market with its service concept for the MAN 175D, which fol-lows MAN’s trademark ‘one-face-to-the-customer’ strategy. MAN 175D custom-ers have full access to the world’s MAN PrimeServ service network with over 120 locations worldwide. A service support point is available in all major ports. Cus-tomers are able to rely on the global and high-quality service standards provided by MAN PrimeServ everywhere.

100% High-Speed - The New MAN 175D

100 NAFS SEPTEMBER 2014 ταξίδι στη γνώση

Καταστροφολογία και κοσμικκοί Αρμαγεδώνες που θα συμβούν ύστερα από...πολλά δισεκατομμύρια χρόνια, όταν το ανθρώπινο γένος και το ίδιο το Ηλιακό σύστημα θα έχουν προ πολλού καταστραφεί.

Προειδοποιήσεις απο τον Στήβεν Χώκινγκ προς τους συναδέλφους του να μη.. πολυψἀχνουν το υπερσυμμετρικό σωματἰδιο Ηiggs, επειδἠ μπορεί να προκαλέσουν αιφνίδια καταστροφή του σὐμπαντος.

Τα περί διαστελλόμενου και σταθερού σύμπαντος και οι αντιλήψεις των αρχαιοελλήνων φιλοσόφων.

Η ουτοπία της μεγάλης έκρηξης και το ενδεχόμενο της μεγάλης σύνθλιψης.

Το «σωματίδιο του Θεού»

θα μας...εκδικηθεί;


Δεν πρόλαβαν καλά-καλά να χαρούν το Νόμπελ της φυσικής οι επιστήμονες Φρανσουά Ένγκλερτ και Πίτερ Χιγκς γιά την ανακάλυψη του υπερσυμμετρικού σωματιδίου Higgs, ή τοΥ λεγομένου «σωματιδίου του Θεού», και ένα άλλο τέρας της Φυσικής και της Κοσμολογίας, ο Στήβεν Χώκινγκ, αρθρογράφησε στην εφημερίδα Νιού Γιορκ Τάϊμς εφιστώντας την προσοχή των επιστημόνων να...μη πολυψάχνουν το σωματίδιο αυτό, γιατί είναι ικανό να καταστρέψει το Σύμπαν, χωρίς ο άνθρωπος να προλάβει να το καταλάβει! Κι αυτό θα συμβεί αν χρησιμοποιηθούν πολύ υψηλά επίπεδα ενεργείας, υποστηρίζει ο μεγάλος σοφός του 21ου αιώνα.

Είναι γεγονός ότι το ανθρώπινο γένος εξελίχθηκε τεχνολογικά με ραγδαίους ρυθμούς τα τελευταία 100 χρόνια και σήμερα η πρόοδος σεόλους τους τομείς συνεχίζεται με γεωμετρική πρόοδο. Φαίνεται ότι ο

άνθρωπος αδυνατεί να ανακόψει την πορεία του προς την συμπαντική υπόστασή του και έχει βάλει τα δυνατά του για να θέσει τις βάσεις κατάκτησης του Γαλαξία, εντός του οποίου, φυσικά, όχι μόνο υπάρχειάπειρη εξωγήινη ζωή, αλλά και ανισόχρονοι πολιτισμοί, με τους οποίους οι άνθρωποι του πλανήτη Γη θα μπορούσαν να έλθουν σε επαφή μέσα σε δυνάμενο να προβλεφθεί χρόνο. Ωστόσο οι βάσεις στις οποίες στηρίζεται γιά το μεγάλο διαστημικό του άλμα, ίσως στηρίζεται σε λανθασμένες θεωρίες, αν αυτές συγκριθούν με τίς αντιλήψεις των αρχαιοελλήνων σοφών, οι οποίες δεν φαίνεται να ήσαν μόνο αποκυήματα της φαντασίας τους, αλλά στηρίζονταν σέ παλαιότατες πληροφορίες μιάς άλλης εποχής ανθρώπων ή όντων εκ του Σύμπαντος που έφθασαν κάποτε στην Γή. Η βασική αντίληψη της αρχαιοελληνικής φιλοσοφικής σκέψης είναι ότι κίνηση δεν υπάρχει στην πραγματικότητα (Παρμενίδης, Ζήνων Ελεάτης κ.ά), ότι το Σύμπαν δεν έχει

αρχή ούτε τέλος, ότι είναι αγέννητο, πλήρες και αιώνιο και ότι τίποτε δεν μπορεί να γεννηθεί εκ του μηδενός.

Αντιθέτως, οι σύγχρονοι σοφοί πιστεύουν ότι το Σύμπαν και η ζωή είναι προϊόντα εκρήξεως που συνέβη πριν από 14,8 δισεκατομμύρια χρόνια, ότι οι γαλαξίες απομακρύνονται από ένα νοητό κέντρο και προς όλες τις κατευθύνσεις με διαρκώς επιταχυνόμενο ρυθμό και ότι όλα τα ουράνια σώματα που αντιλαμβανόμαστε ή δεν αντιλαμβανόμαστε, δημιουργήθηκαν μαζί με τον χρόνο όταν ένα υπερσυμπυκνωμένο άτομο, πολύ μικρότερο του συνήθους ατόμου, εξερράγη και μετεξελίχθηκε, με βάση το πολυσυζητημένο πληθωριστικό μοντέλο, σε αστρική κονιορτό και αέρια, εν συνεχεία σε γαλαξίες με τα τρισεκατομμύρια τρισεκατομμυρίων των αστέρων που περιέχουν, εντός των οποίων η ζωή, και μάλιστα η ευφυής ζωή, δεν είναι μία εξαίρεση, αλλά ο κανόνας.


ΚΥΝΗΓΟΙ ΣΩΜΑΤΙΔΙΩΝΣήμερα οι επιστήμονες, οι οποίοι υποχρεώθηκαν να δεχθούν την ακαταμάχητη θεωρία του Παρμενίδη ότι εκ του μηδενός τίποτε δενδημιουργείται και ότι είναι απαγορευτικό να μιλάει κανείς γιά το μηδέν, καθώς, όπως είπαμε, δέχθηκαν την υπάρξη ενός υπερσυμπυκνωμένου ατόμου που περιέκλειε εν δυνάμει το Σύμπαν, προσπαθούν με την αλματωδώς εξελισσομένη τεχνολογία να αποκαλύψουν τα μυστικά του Σύμπαντος, γιά το οποίο όμως δεν γνωρίζουν παρά μόλις το...4% της συστάσεώς του, αφού το υπόλοιπο χαρακτηρίζεται ως «σκοτεινή ύλη» και ως «σκοτεινή ενέργεια». Παρ’ όλα αυτά, οι επιστήμονες επιμένουν να μάθουν, μέσω των λεγομένων υπερεπιταχυντήρων, όπως εκείνον της CERN, την αρχή του...άναρχου Σύμπαντος και έχουν μετατραπεί κυριολεκτικά σε κυνηγούς σωματιδίων, των πάντων αοράτων αφού «πεθαίνουν»

μέσα σε ένα απειροελάχιστο κλάσμα του δευτερολέπτου, που δεν μπορούν ούτε καν να μετρηθούν, αφού το μικρότερο μήκος κύματος που διαθέτει η ανθρωπότητα είναι εκείνο του φωτός, το οποίο όμως είναι πολύ μεγαλύτερο από τα σωματίδια που πλουτίζουν καθημερινά την «ζούγκλα» σωματιδίων τωνεπιστημόνων.

Φυσικά τα σωματίδια αυτά, με την απειροστική τους σε αριθμό πληρότητα μέσα στο Σύμπαν, ευθύνονται για την μορφή του κόσμου, όπως τον αντιλαμβανόμαστε με τις αισθήσεις και με την λογική μας, από το απείρως μικρό μέχρι το απείρως μεγάλο. Το μεγάλο ερώτημα είναι αν ο άνθρωπος, με την φιλοδοξία του να αποκαλύψει τα μυστικά του Σύμπαντος, παίζει κυριολεκτικά με την φωτιά, καθώς χρησιμοποιεί δυνάμεις που δεν γνωρίζει. Δεν είναι λίγοι εκείνοι που έχουν κρούσει τον κώδωνα του κινδύνου

για τις πιθανές καταστροφικές συνέπειες εκ της λειτουργίας των υπερεπιταχυντών, γνωστών με την διεθνή ονομασία colinder, καθώς οι φιλόδοξοι επιστήμονες δεν ορρωδούν προ ουδενός προκειμένου να διακριθούν και να αποκτήσουν χρήματα και δόξα. Ο εφευρέτης της βόμβας υδρογόνου Τέλλερ έχαιρε μικρής συμπάθειας από την μεγάλη πλειοψηφία των συναδέλφων του, επειδή έδωσε στους φιλόδοξους εξουσιαστές της ανθρωπότητος το μέσον για μία θερμοπυρηνική καταστροφή του πλανήτη και ενώ η συντριπτική πλειοψηφία των επιστημόνων είχε ταχθεί κατά της ιδέας για την δημιουργία του τρομακτικού τούτου όπλου, που στην παρούσα στιγμή απειλεί την ανθρωπότητα στο παιχνίδι της παγκοσμιοποίησης και της κυριαρχίας μιάς υπερδυνάμεως στον πλανήτη.Τώρα η προειδοποίηση γιά τους κινδύνους που περικλείει η ανακάλυψη νέων σωματιδίων, που προέρχονται από την σύγκρουση πρωτονίων μέσα


στον επιταχυντή της CERN, που πραγματοποιείται με την ταχύτητα του φωτός ή σχεδόν, γίνεται από τον μεγαλύτερο φυσικό και κοσμολόγο της Γης, τον Στήβεν Χώκινγκ, καθώς αυτός επισημαίνει τον κίνδυνο να μετατραπεί η Γή μέσα σε κλάσμα του δευτερολέπτου σε...μία μαύρη τρύπα, με επέκταση των καταστροφικών συνεπειών σε ολόκληρο το Σύμπαν.

Ωστόσο ο επιστημονικός κόσμος και αυτοί που τους χρηματοδοτούν, όχι μόνο δεν φοβούνται τις φοβερλες αυτές συνέπειες, αλλά σχεδιάζουν την αναβάθμιση των υπαρχόντων μεγάλων επιταχυντών αδρονίων και την κατασκευή άλλων πολύ μεγαλυτέρων. Γιά παράδειγμα ο επιταχυντής της CERN γνωστός με την ονομασία LHC, θα λειτουργήσει το 2015 με ενέργειες διπλάσιες, αγγίζοντας τα 14 TeV. Η νέα αναβάθμιση θα γίνει το 2024,

οπότε θα δεκαπλασιασθεί η ανιχνευτική ικανότητα του επιταχυντή. Οι επιστήμονες όμως δεν σταματούν εδώ. Ετοιμάζουν διάδοχο επιταχυντή με περίμετρο 80-100 χιιόμετρα, δηλαδή τρείς έως τέσσερις φορές μεγαλύτερο της CERN, που θα έχει την ικανότητα να αγγίξει ενέργειες της τάξεως των 100 TeV.

Η αύξηση της ενέργειας ενός επιταχυντή επιτρέπει στους επιστήμονες να ερευνήσουν όλο και πιό βαθειά τα μυστήρια της φύσεως, προσομοιώνοντας τις συνθήκες που επικρατούσαν στο Σύμπαν λίγο μετά την Μεγάλη Έκρηξη.

Συνέβη όμως ποτέ αυτή; Διότι, κατά τους επιστήμονες, η έκρηξη αυτή αποτελεί απλώς «λογικό» συμπέρασμα από την παρατήρηση ότι οι γαλαξίες απομακρύνονται από ένα νοητό κέντρο και μεταξύ τους. Είπαν δηλαδή ότι «χθές»

οι γαλαξίες ήσαν πιό κοντά μεταξύ τους, πριν από εκατομμύρια χρόνια ακόμη πιό κοντά και πριν από δισεκατομμύρια χρόνια ακόμη πιό κοντά, μέχρι την κρίσιμη ημερομηνία του Μπιγκ Μπαγκ των 13,7 δισεκατομμυρίων ετών, που πρόσφατα αναθεωρήθηκε στα 13,8 δισεκατομμύρια, δηλαδή ότι το Σύμπαν είναι...αρχαιότερο κατά 80 εκατομμύρια χρόνια. Τότε λοιπόν το Σύμπαν θα ήταν ένα υπερσυμπυκνωμένο υπεράτομο, που θα περιέκλειε εν δυνάμει το σημερινό ορατό Σύμπαν, αφού κατά τον Παρμενίδη, την θεωρία του οποίου παραδέχθηκαν...σιωπηρώς όλοι οι σύγχρονοι επιστήμονες, τίποτε δεν δημιουργείται εκ του μηδενός.Έτσι υποχρεώθηκαν να δεχθούν την φανταστική ύπαρξη ενός υπερατόμουΣύμπαντος, που εξερράγη και δημιούργησε το σημερινό Σύμπαν και τό χωροχρόνο.Αλλά η υπερλογική του Παρμενίδη υποστηρίζει και κάτι άλλο σημαντικό:


Ότι το Σύμπαν είναι ακίνητο, κάτι που έρχεται σε αντίθεση με την σημερινή αντίληψη ότι το Σύμπαν διαστέλλεται, και ότι ο χρόνος δεν τέμνεται επ’ άπειρον και στο διηνεκές, αλλά υπάρχει μία στιγμή κατά την οποία τα πάντα μένουν ακίνητα, μέχρι να συμβεί η ΕΞΑΙΦΝΗΣ ΑΤΟΠΟΣ ΦΥΣΙΣ. Την τρομακτική αυτή φιλοσοφική επισήμανση του Έλληνος φιλοσόφου και μεγάλου μύστου, δέχθηκαν σιωπηρώς οι σύγχρονοι επιστήμονες, αφού είπαν ότι με το Μπιγκ Μπαγκ δημιουργήθηκε ο χωροχρόνος. Συνεπώς «πριν» δεν υπήρχε ούτε χώρος ούτε χρόνος, που άρχισαν να «μετράνε» από την έναρξη της Μεγάλης Εκρήξεως. Το ερώτημα όμως είναι: Έγινε ποτέ η Μεγάλη Έκρηξη; Κι αν έγινε, τότε θα πρέπει να δεχθούμε ότι προηγήθηκε μία Μεγάλη Σύνθλιψη, ώστε το Σύμπαν να συμπυκνωθεί σε ένα υπεράτομο, απείρως μικρότερο του συνήθους ατόμου. Εύκολα αντιλαμβάνεται ηM ανθρώπινη λογική ότι υπάρχει μία ουτοπία, καθώς το Σύμπαν πρέπει ναλειτουργεί σαν...φυσαρμόνικα με διαστολές και συστολές, που καμμία κοσμοθεωρία δεν μπορεί να επιβεβαιώσει ή να διαψεύσει. Πέραν τούτου, υπάρχει μεγάλη μερίδα του επιστημονικού κόσμου που πιστεύει σε ένα σταθερό Σύμπαν,

όπως πίστευε και ο Παρμενίδης, και ότι το παρατηρούμενο φαινόμενο του ερυθρού φάσματος στους γαλαξίες δεν σημαίνει κατ’ ανάγκη ότι οι γαλαξίες απομακρύνονται, αλλά ότι το φώς από τους γαλαξίες αυτούς φθάνει στην Γη από ασύλληπτες αποστάσεις και συνεπώς είναι... «κουρασμένο φώς»!

ΑΚΙΝΔΥΝΕΣ ΠΡΟΒΛΕΨΕΙΣ ΠΕΡΙ ΚΟΣΜΙΚΩΝ ΚΑΤΑΣΤΡΟΦΩΝΔεν υπάρχει αμφιβολία ότι οι επιστήμονες έχουν διευρύνει ιλιγγιωδώς τις γνώσες τους γύρω από το Σύμπαν τα τελευταία 30-40 χρόνια και λέγεται ότι στην προσεχή εικοσαετία, οι γνώσεις γύρω από το Σύμπαν θα αυξηθούν ξεπερνώντας κάθε προηγούμενο. Ήδη έχουν ανακαλύψει ένα υπερσυμμετρικό σωματίδιο, στο οποίο έδωσαν το όνομα νουτραλίνο, που έχει όλες τις ιδιότητες γιά ν’ αποτελεί αυτό που λέμε «σκοτεινή ύλη».Έτσι πολλαπλασιάζουν τις προσπάθειές τους, βοηθούμενοι και από τις παχυλότατες επιχορηγήσεις έρευνας, γιά να εκλαϊκεύσουν τις γνώσεις γύρω από το Σύμπαν, δίνοντας στην δημοσιότητα πληροφορίες γιά την μορφή του Σύμπαντος, γιά γεννήσεις

γαλαξιών, γιά συγκρούσεις γαλαξιών και άλλους αρμαγεδώνες, που όμως πρόκειται να συμβούν μετά ασπό πολλά...δισεκατομμύρια χρόνια, όταν το ανθρώπινο γένος θα έχει προ πολλού εκλείψει. Όλες αυτές οι καταστροφολογίες, όπως γιά παράδειγμα ότι ο Γαλαξίας «μας» θα συγκρουσθεί με τον γαλαξία της Ανδρομέδας ύστερα από...4.5 δισεκατομμύρια χρόνια, εντυπωσιάζουν το σύγχρονο ανθρώπινο γένος, που ζεί μέσα σε ένα τεχνολογικό μεσαίωνα, αλλά δεν δίνουν την φιλοσοφική διάσταση στην αληθινή γνώση του Σύμπαντος, καθώςόλες οι προβλέψεις και όλες οι γνώσεις έχουν ανθρωποκεντρικό χαρακτήρα, όταν ο άνθρωπος δεν αποτελεί παρά μία ελαχιστοτάτη λεπτομέρεια στο ημερολόγιο του Δημιουργού, τον οποίο «ούτε γνωρίζουμε ούτε μας γνωρίζει» κατά τον Παρμενίδη και τους λοιπούς Ελεάτες σοφούς, τον Ζήνωνα, τον Μέλισσο και τον Ξενοφάνη, οι οποίοι, χωρίς να έχουν στην διάθεσή τους τα τεχνολογικά μέσα του 21ου αιώνα, κατόρθωσαν να διατυπώσουν ανθεκτικές θεωρίες περί κοσμογονίας, οι οποίες εξακολουθούν να λαμβάνονται υπ’ όψη από τους σημερινούς επιστήμονες.


ΟΙ «ΑΜΕΣΟΙ» ΚΙΝΔΥΝΟΙ ΓΙΑ ΤΟΝ ΠΛΑΝΗΤΗΕίπε όμως και άλλα ανησυχητικά ο κοσμολόγος Χώκινγκ. Βλέποντας ότι το ανθρώπινο γένος έχει αποκτήσει μεγάλη τεχνολογία, που μπορεί να εκτραπεί από την ειρηνική οδό, προειδοποίησε ότι οι αμεσότεροι κίνδυνοι που απειλούν την διαιώνισι του ανθρωπίνου γένους είναι η δημογραφική έκρηξη και το εύθραυστο του πλανήτη.Έτσι διευκρίνισε ότι, αν θέλει το ανθρώπινο γένος να υπάρχει στην Γη τα επόμενα χίλια χρόνια, θά πρέπει νά μεταναστεύσει σέ άλλο άστρο, διότι η Γη δεν θα μπορέσει να φιλοξενήσει την πολυανθρωπία, η οποία απειλείται από έλλειψη τροφών, από κυβερνοεπιθέσεις, από αστεροειδείς, από τσουνάμια και από σεισμούς.Ένας άλλος σπουδαίος κοσμολόγος και διαπρεπής αστρονόμος, ο Φρεντ Χόϊλ, στό βιβλίο του «Τα δέκα πρόσωπα του Σύμπαντος» είναι εξ ίσου απαισιόδοξος για το μέλλον της ανθρωπότητας με τον συμπατριώτη του Στήβεν Χώκινγκ και αναφέρει μεταξύ άλλων τα εξής: «Ας υποθέσουμε ότι η ικανότητά μας στην κατασκευή και τον χειρισμό οργάνων του τεχνολογικού επιπέδου του «Σχεδίου Κύκλωψ» (σ.σ. αναζήτηση εξωγήινων πολιτισμών), διατηρείται για

10.000 χρόνια.

Νομίζετε ότι αυτό το διάστημα συνιστά απαισιόδοξη πρόβλεψη για το μέλλον του ανθρώπου; Με την κατάσταση που επικρατεί στην σύγχρονη κοινωνία, τα 10.000 χρόνια είναι μάλλον απαισιόδοξη εκτίμηση. Αν σκεφθεί κανείς την τεράστια πληθυσμιακή έκρηξη που άρχισε από το τέλος του περασμένου αιώνα κι αν αναλογιστεί κατόπιν την τρομερή πίεση που ασκείται για την εξασφάλιση των φυσικών πόρων, είναι δύσκολο να είμαστε σίγουροι για ένα μέλλον μεγαλύτερο των λίγων δεκαετιών! Το πολύ σε εκατό χρόνια το ανθρώπινο είδος θα αντιμετωπίσει καταστρεπτικές κρίσεις. Σήμερα δεν ζούμε στο χείλος της καταστροφής, όπως συχνά ακούμε να λέγεται ή όπως έχουμε την τάση να πιστεύουμε, αλλά μέσα στην ίδια την καταστροφή. Άλλωστε αυτό το μήνυμα παίρνουμε καθημερινά από τά μέσα μαζικής ενημέρωσης. Το φαινόμενο της νόησης είναι αποτέλεσμα του επιθετικού ανταγωνισμού. Νόηση και επιθετικότητα έχουν συνδεθεί άμεσα με τους μηχανισμούς της βιολογικής εξέλιξης. Ένα ευφυές ζώο σε οποιοδήποτε μέρος του Γαλαξία είναι υποχρεωτικά επιθετικό που αναγκαστικά σε κάποια φάση θα αντιμετωπίσει κοινωνικά

προβλήματα όπως αυτά που αντιμετωπίζει σήμερα το ανθρώπινο είδος.

Αναπόφευκτα η ευφυία φέρνει μέσα της τον σπόρο της καταστροφής. Άραγε θα μπορούσε να βρεθεί κάποια διέξοδος σ’ αυτή την εγγενή δυσκολία της ευφυούς ζωής; Αυτό που χρειάζεται είναι ένας πληθυσμός πολύ μικρότερος του σημερινού και μια ήπια αν όχι ελάχιστη εκμετάλλευση των φυσικών πόρων του πλανήτη μας. Είναι πολύ δύσκολο να φανταστούμε πως η σημερινή σκληρή και ανταγωνιστική κοινωνία θα μπορούσε να εξελιχθεί ομαλά και ανώδυνα ώστε να φθάσει στο απαιτούμενο χαμηλό επίπεδο πληθυσμού ή να δούμε την σημερινή εριστική ανθρώπινη ιδιοσυγκρασία να αλλάζει αυθόρμητα προς το καλλίτερο. Για να γίνει μια τέτοιαψυχολογική καί φυσιολογική αλλαγή θα χρειαζόταν ίσως εκτεταμένη επιλογή του ανθρώπινου γονιδιακού δυναμικού. Είναι βέβαιο ότι υπάρχουν σήμερα κάποια άτομα που διαθέτουν τα απαραίτητα προσόντα και από τους απογόνους του θα μπορούσε να προκύψει ο μελλοντικός παγκόσμιος πληθυσμός. Η υπόλοιπη ανθρωπότητα που θα διατηρούσε τα χαρακτηριστικά του επιθετικού παρελθόντος θα έπρεπε να εξαφανιστεί σαν τους δεινόσαυρους.

Source: http://www.evidenceunseen.com/articles/prophecy/overpopulation/


Αυτά θα μπορούσαν να συμβούν στο βίαιο μέλλον που βρίσκεται μπροστά μας. Όμως η προσωπική μου γνώμη είναι – συνεχίζει ο Φρεντ Χόιλ – ότι δέν θα συμβεί κάτι τέτοιο. Φαίνετει πως το ανθρώπινο είδος είναι αναπόφευκτο να ξαναγυρίσει στην πρωτόγονη κατάσταση από την οποία ξεκίνησε. Φαίνεται ακόμη πως η στιγμή της «ευφυίας»,τουλάχιστον στην τεχνολογική της έκφραση, είναι εξαιρετικά σύντομη, έτσι ώστε η ικανότητά μας να κατασκευάζουμε και να διατηρούμε σελειτουργία μηχανισμούς του τύπου «Σχεδίου Κύκλωπος» να μη μπορεί να διατηρηθεί περισσότερο από ένα ή δύο αιώνες, ίσως μάλιστα όχι\περισσότερο από λίγες δεκαετίες. Έχω την γνώμη πως οι αβεβαιότητες που τόσο ταλανίζουν το ανθρώπινο είδος αποτελούν ανυπέρβλητο εμπόδιο για την εμφάνιση ευφυών όντων με μακροχρόνια επιβίωση. Αυτές τις αβεβαιότητες τις θεωρώ ως ένα εξαιρετικά σύνθετο εμπόδιο που κάθε του στοιχείο είναι τόσο τεράστιο όσο τα προβλήματα για την κατάκτηση ενός πλανήτη κάποιου άλλου ηλιακού συστήματος, και τόσο κρίσιμο όσο η εμφάνιση της ίδιας της ζωής. Θεωρώ

ότι υπάρχουν πολλά πλάσματα που φθάνουν στο εξελικτικό στάδιο στο οποίο βρισκόμαστε εμείς τώρα ενώ πολύ λίγα θα μπορούσαν να προχωρήσουν περισσότερο. Ίσως η πιθανότητα γιά την επιτυχή υπέρβαση του εμποδίου τούτου να είναι 1:100. Υποθέστε λοιπόν ότι κάθε επιτυχημένος πολιτισμός έχει διάρκεια ζωής 100.000.000 ετών. Ακόμη και με αυτές τις υπεραισιόδοξες υποθέσεις, οι μακροχρόνιοι πολιτισμοί δεν θα ξεπερνούσαν τους εκατό. Με κάποιον από αυτούς τους προνομιούχουςπολιτισμούς θα μπορούσαμε λοιπόν να πετύχουμε την μεσοαστρική επικοινωνία. Είναι απίθανο ο πλησιέστερος να βρίσκεται σε απόσταση μικρότερη των 3.000 ετών φωτός. Αξίζει να παρατηρήσουμε – καταλήγει ο Φρέντ Χόιλ – ότι για ένα είδος με μακροχρόνιο μέλλον όπως είναι τα 100 εκατομμύρια χρόνια, τα λίγες χιλιάδες χρόνια που χρειάζονται για την αποστολή ενός μηνύματος και την λήψη της σχετικής απάντησης δεν θεωρούνται σοβαρό ανασταλτικό εμπόδιο, γιατί θα υπήρχε άφθονος χρόνος για ανταλλαγή όχι ενός αλλά πολλών μηνυμάτων. Για μάς όμως φαίνεται απίθανο ότι το σχέδιο «Κύκλωψ» θα βρεί κάποια δημόσια πολιτική υποστήριξη όταν γίνει γνωστό

πως για να έχουμε θετικό αποτέλεσμα από ένα τέτοιο εγχείρημα θα χρειαζόταν ίσως να περιμένουμε αρκετούς αιώνες. Η κοινή γνώμη θα υποστήριζε μιά τέτοια προσπάθεια μόνο αν δίνονταν διαβεβαιώσεις ότι πολύ σύντομα θά είχαμε αποτέλεσμα.

Νομίζω πως αυτό αποτελεί σαφή ένδειξη του εφήμερου χαρακτήρα της σύγχρονης κοινωνίας. Δεν πιστεύουμε στο αύριο. Ένα είδος πουδιακατέχεται από αληθινή πίστη για το αύριο δεν θα δίσταζε να προχωρήσει στην υλοποίηση μιάς τόσο μεγαλειώδους ιδέας» (Φρεντ Χόιλ,«Τα δέκα πρόσωπα του Σύμπαντος» εκδόσεις ΚΑΤΟΠΤΡΟ).

Μετά από αυτές τίς καταπληκτικές επιστημονικές εκτιμήσεις ενός μεγάλου επιστημονικού διανοητή, -πώς είναι δυνατόν νά μη πιάνει ανατριχίλα τό ανθρώπινο είδος, αλλά νά συνεχίζει τόν δρόμο προς την καταστροφή του; Είναι δυνατόν. Γιατί το ανθρώπινο είδος είναι καταστροφικό επειδή δεν πιστεύει στο αύριο.

Κ. ΔΟΥΚΑΣ

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