Nafs december 2014

ΚΩΔ. Γ.Γ. 2229ISSN 1107-3179

Bimohthly Review for the Shipping Industry - DECEMBER 2014 - issue 102

www.nafsgreen.gr

Are you prepared for what’s ahead?If you choose to work with low-sulphur fuels when SOx Emission Control Areas (ECAs) take effect in 2015, you face potentially engine-stopping hazards when it comes to fuel viscosity and lubricity during changeover.

As your partner in fuel handling, Alfa Laval offers the Automated Fuel Changeover System (ACS) – a safe and optimized changeover solution. Fully automatic and built with its own cooler, the ACS upgrades your existing booster system to provide the cooling needed when using low-viscosity MGO/MDO with diesel engines.

www.alfalaval.com/acs

The Automated Fuel Changeover System (ACS) gives you cutting-edge control of viscosity and lubricity when switching between HFO and low-sulphur fuels.

Changing fuels to meet ECA legislation is not as easy as it seems

Automated Fuel Changeover System (ACS)

ΝΑΥΣ

OUR MISSION

To set standards for safe,

environmentally secured,

global sea transportation of

goods and energy, with

modern, technically

advanced ships, manned

and operated by motivated,

professional, well-trained

seaborne and shore

personnel. Focus on

satisfying clients’ demands

for the benefit of

employees and

shareholders, thus fulfilling

the Company’s corporate

social commitment.

PURSUING EXCELLENCE THROUGH COMMITMENT

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

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

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

Index

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IN RECYCLED PAPER

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ΚΩΣΤΑΣ ΔΟΥΚΑΣ: ΒΙΒΕΡΕ ΠΕΡΙΚΟΛΟΖΑΜΕΝΤΕ(ή πώς πνιγόμαστε τζάμπα καί βερεσέ)

ΝΙΚΟΣ Κ. ΔΟΥΚΑΣ: Numbers, numbers, numbers...

VICKY LIOUTA: Communication in Insurance field

NEWSFRONT/NAFTILIAKI: Conclusions from Greener Shipping Summit

Celebration of Tsavliris Salvage new Chinese Venture

BUREAU VERITAS 23rd meeting

TED PETROPOULOS: The impact of private equity in Shipping; does this represent a threat to Greek Shipping?

GRIMALDI doubles its Brindisi - Igoumenitsa service

NEWPORT SHIPPING GROUP forecasts rate pick for 2016

NAVIGATOR: 12th NAVIGATOR 2014 - The Decision Makers Forum

Απολογισμός ΕΛΙΝΤ 2014

MARSHAL ISLANDS REGISTRY celebrates 200th registred vessel by Korean owners

DESMI’s new Dubai base helps re-think district cooling

A major milestone for NORSAFE ACADEMY

49.

ABB TURBOCHARGING Neptune Lines steps up to Maintenance Manage-ment Agreement

18.

ALFA LAVAL: Automated Fuel Changeover System (ACS)

34.

cover story

ISSUE 102 - DECEMBER 2014

ALFA LAVAL: Automated Fuel Changeover System (ACS)

06 NAFS DECEMBER 2014

ΒΙΒΕΡΕ ΠΕΡΙΚΟΛΟΖΑΜΕΝΤΕ(ή πώς πνιγόμαστε τζάμπα καί βερεσέ)

Γράφει οΚώστας Δούκας

ΔημοσιογράφοςΜέλος ΕΣΗΕΑ

Βραβείο Ιδρ. Μπότση

Όταν στις 28 Αυγούστου 1971 είχε εκδηλωθή πυρκαϊά στο οχηματαγωγό “ΕΛΕΑΝΑ” του εφοπλιστή Κώστα Ευθυμιάδη, εξ αιτίας της οποίας χάθηκαν 25 άνθρωποι στο δρομολόγιο Πάτρα-Αγκόνα, η Ελένη Βλάχου σε πρωτοσέλιδο άρθρο της στην ΜΕΣΗΜΒΡΙΝΗ, είχε βάλει τον τίτλο: “ΤΣΑΠΑΤΣΟΥΛΙΑ”. Αυτή η λέξη τα έλεγε όλα. Τα πυροσβεστικά μέσα του πλοίου δεν λειτούργησαν όπως έπρεπε, οι σωσίβιες λέμβοι είχαν πρόβλημα κατά την καθαίρεση, οι τότε κανόνες ασφαλείας δεν τηρήθηκαν, το πλήρωμα δεν έκανε καλά την δουλειά του, ούτε οι ελληνικές λιμενικές αρχές, καθώς πιστοποιητικά του πλοίου είχαν λήξει κλπ. Το “ΕΛΕΑΝΑ” μετέφερε 1128 επιβάτες μαζί με το πλήρωμα καί στο γκαράζ υπήρχαν 185 ΙΧ αυτοκίνητα και 8 φορτηγά. Τελικά το πλοίο έγινε παρανάλωμα του πυρός, καθώς καιγόταν επί μέρες, και κατεστράφη ολοσχερώς. Ολοσχερώς κατεστράφη και ο πλοιοκτήτης του.Ένα ναυάγιο πανομοιότυπο συνέβη χριστουγεννιάτικα στο “ΝΟΡΜΑΝΑΤΛΑΝΤΙΚ”, πού στοίχισε τήν ζωή δεκάδων επιβατών, νεκρών και αγνοουμένων, τον οριστικό αριθμό των οποίων μάλλον δεν θά μάθουμε ποτέ, καθώς και στο φοβερό αυτό ατύχημα, που έγινε κάτω από ακραίες και αντίξοες καιρικές συνθήκες, επικράτησε η τσαπατσουλιά. Απού καιρού εις καιρόν θα εκβράζονται πτώματα (και όχι, προς Θεού, σοροί) τις οίδε σε ποιές ακτές, για να προστίθενται οι νεκροί αυτοί στα θύματα του “ΝΟΡΜΑΝ ΑΤΛΑΝΤΙΚ”, όπου, πέραν των εντυπωσιακών και ηρωικών προσπαθειών των ανδρών των εναερίων και πλωτών σωστικών μέσων, επικράτησε και εδώ η τσαπατσουλιά του τύπου “ο σώζων εαυτόν σωθήτω”, που αν δεν υπήρχε, δεν θα είχαμε θρηνήσει ενδεχομένως κανένα θύμα. Βέβαια, η λέξη “τσαπατσουλιά” είναι μια επιεικής έκφραση της παράβασης των κανονισμών ασφαλείας, που πλέον θα πάρουν τον οριστικό δρόμο των ποινικών κυρώσεων κατά των υπευθύνων από τις ιταλικές και τις ελληνικές αρχές.Ωστόσο, θα χρησιμοποιήσουμε την λέξη αυτή - μη γνωρίζοντες βέβαια τα πορίσματα των εμπειρογνωμόνων, η έκδοση των οποίων θα βραδύνη πολύ - για να επισημάνουμε τις “τσαπατσουλιές” που υπέπεσαν στήν αντίληψη όσων γνωρίζουν έστω και τα στοιχειώδη γύρω από τους κανονισμούς ασφαλούς ναυσιπλοΐας. Και συγκεκριμένα διατυπώνουμε τα εξής ερωτήματα:1)Για κάποιο λόγο, εξερράγη πυρκαϊά στο γκαράζ του “ΝΟΡΜΑΝ ΑΤΛΑΝΤΙΚ”, όπως θα μπορούσε εν δυνάμει να εκραγεί σε οποιοδήποτε ro ro/ferry, είτε από βραχυκύκλωμα φορτηγού-ψυγείου, είτε δια της τριβής μεταλλικών επιφανειών λόγω τρικυμίας, είτε δια της αφής φωτιάς,

όπως αναφέρθηκε από κάποιους διασωθέντες επιβάτες. Το πιθανότερο πάντως είναι στην προκειμένη περίπτωση να προήλθε κατόπιν εκρήξεως, όπως δήλωσε ο πρώτος επιβάτης οδηγός νταλίκας, που πρόλαβε να απεγκλωβιστή από το γκαράζ μαζί με την γυναίκα του. Αυτό σημαίνει ότι προκλήθηκε σπινθήρας σε εύφλεκτο υλικό.Σε κάθε περίπτωση, από την στιγμή που εκδηλώνεται φωτιά στο γκαράζ ενός οχηματαγωγού, πρέπει να λειτουργήσουν τά “ξόρκια” της τεχνολογίας, που λέγονται springler (αυτόματοι κατεωνιστήρες αφρού) καί smok detector (ανιχνευτές καπνού), ώστε η φωτιά να σβηστή εν τηγενέσει της. Συνέβη αυτό; 2) Σύμφωνα με τά technical details, τό “ΝΟΡΜΑΝ ΑΤΛΑΝΤΙΚ” έπρεπε να φέρει πλήρωμα 185 ανδρών (προφανώς υπολογίζεται και το ξενοδοχειακό δυναμικό). Αντί του αριθμού τούτου, υπηρετούσαν 55 ναυτικοί (33 Έλληνες καί 32 Ιταλοί). Οι Ιταλοί ήσαν από τους πρώτους που εγκατέλειψαν το πλοίο, σε αντίθεση με τον πλοίαρχο που το εγκατέλειψε τελευταίος προς τιμή του και όπως η ναυτική παράδοση επιτάσσει, αν κι αυτό δεν βοήθησε στην αποφυγή των μοιραίων εξελίξεων, παρά τους ισχυρισμούς του στις ιταλικές αρχές ότι τα πάντα έγιναν σύμφωνα με τα όσα επιτάσσουν οι κανονισμοί.3) Η πυρκαϊά εκδηλώθηκε επί του πλοίου στις 4:30 της 28ης Δεκεμβρίου 2014 ανοικτά των Οθωνών στα ελληνικά χωρικά ύδατα, αλλά ο καιρός το έφερε αργότερα στην περιοχή μεταξύ Οτράντο καί Βλόρε της Αλβανίας. Και ενώ το φλεγόμενο πλοίο απείχε μόλις 12 μίλια από τον Αυλώνα και 33 μίλια από την Ηγουμενίτσα, αποφασίστηκε να ρυμουλκηθεί στίς Ιταλικές ακτές, απόφαση στην οποία αντιτάχθηκε το Υπουργείο Εμπορικής Ναυτιλίας. Και ενώ οι επιβάτες είχαν καταφύγει στό ανώτερο “ντεκ” για να αποφύγουν τις φλόγες και τις πυρακτωμένες λαμαρίνες, αλλά είχαν εκτεθεί σε δριμύτατο ψύχος που επικρατούσε στην περιοχή, πεθαίνοντας πολλοί από αυτούς από καρδιακή προσβολή, όπως αφηγήθηκαν διασωθέντες επιβάτες, ενώ άλλοι έπεφταν στην θάλασσα γιά νά σωθούν, αλλά τελικά για να χαθούν οριστικά, το φλεγόμενο “ΝΟΡΜΑΝ ΑΤΛΑΝΤΙΚ” ερρυμουλκείτο με 3 μίλια τήν ώρα προς τις Ιταλικές ακτές επί...τριήμερον.4)Σύμφωνα με δηλώσεις εμπειρογνωμόνων και αυτοπτών μαρτύρων, καθυστέρησε η εκπομπή του MAY DAY, καθώς και η συντεταγμένησυγκέντρωση των επιβατών στα καταστρώματα προς διάσωση. Μόνο οι παραμείναντες Έλληνες ναυτικοί βοήθησαν όσο μπόρεσαν. Όμως τοφλεγόμενο πλοίο θα μπορούσε από την αρχή εκδήλωσης της φωτιάς, να είχε επιστρέψει ολοταχώς (έχει υπηρεσιακή ταχύτητα 23,5)

στην Ηγουμενίτσα, έχοντας μάλιστα ευνοϊκό τον καιρό ως προς την εξέλιξη της φωτιάς, οπότε ενδεχομένως τίποτα νά μην είχε συμβή, ή οι απώλειες να είχαν περιορισθεί στό ελάχιστο.5)Το αλαλούμ που επεκράτησε ως προς τον αριθμό των αγνοουμένων, οφείλεται ανυπερθέτως στην τσαπατσουλιά που επεκράτησε ως προς την ορθή καταγραφή της λίστας επιβατών. Είναι αδιανόητο μεσα μαζικής μεταφοράς, όπως αεροπλάνα και πλοία, να μή διαθέτουν ακριβή στοιχεία των επιβαινόντων. Και όμως αυτό συνέβη στο “ΝΟΡΜΑΝ ΑΤΛΑΝΤΙΚ”, ώστε να παραμείνει άγνωστος ίσως για πάντα ο αριθμός των απολεσθέντων, αν μάλιστα ληφθεί υπόψη ότι επί του πλοίου είχε επιβιβασθεί και αριθμός λαθρομεταναστών.6)Οι κανονισμοί επιτάσσουν να μή παραμένει κανείς οδηγός στο όχημά του μέσα στο γκαράζ του πλοίου. Εδώ ο κανονισμός αυτός παραβιάστηκε κατάφωρα, αφού άγνωστος αριθμός οδηγών, μερικοί συνοδευόμενοι και από συγγενικά τους πρόσωπα, παρέμειναν στις κουκέτες των νταλικών, με το δικαιολογητικό ότι δεν υπήρχαν διαθέσιμες καμπίνες. Υπήρχαν όμως αεροπορικά καθίσματα. Έτσι, μόλις συνειδητοποιήθηκε η έκρηξη της φωτιάς, οι στεγανές πόρτες πυρασφάλειας έκλεισαν αυτόματα και όσοι (πόσοι άραγε:) είχαν μείνει στό γκαράζ παγιδεύτηκαν σαν τα ποντίκια και ασφαλώς βρήκαν οικτρό θάνατο.Αλλά υπάρχουν και άλλες τσαπατσουλιές, που θα ανακύψουν από τις ανακρίσεις. Το πρώτο συμπέρασμα που μπορεί να βγάλει κανείς από το τραγικό ατύχημα, είναι το ιταλικο απόφθεγμα ΒΙΒΕΡΕ ΠΕΡΙΚΟΛΟΖΑΜΕΝΤΕ (ζείν επικινδύνως). Άραγε θα διδαχθούν κάποιοι από τις τσαπατσουλιές αυτές για να τις αποφύγουν στο μέλλον; Προσωπικά δεν το πιστεύω. Οι κανινισμοί ασφαλείας φαίνεται ότι επινοήθηκαν όχι για να εφαρμόζονται, αλλά για να παραβιάζονται. Άραγε, όταν ξεχαστούν ύστερα από κάποιους μήνες οι αλγεινές εντυπώσεις και αμβλυνθεί το ενδιαφέρον της κοινής γνώμης, κάποια οχηματαγωγά θα συνεχίσουν σιωπηρώς να επιτρέπουν στους όδηγούς να κοιμούνται στις νταλίκες τους (δεν βαρυέσαι, μια νύχτα είναι, θα περάσει), οι ασκήσεις εγκατάλειψης πλοίου δεν θα γίνονται, οι καταστάσεις των επιβαινόντων θα συντάσσονται “στο πόδι” και η έχμαση (δέσιμο) των οχημάτων θα εξακολουθήσει να είναι προαιρετική, ενώ αρκετά φορτηγά θα εξακολουθήσουν να φορώνονται αζύγιστα;Αλήθεια, είχε γίνει έχμαση των οχημάτων στο “ΝΟΡΜΑΝ ΑΤΛΑΝΤΙΚ”; Κανείς δεν μας μίλησε γι’ αυτή.Αν όχι, τότε τι να πούμε;Και πάλι θα αναφωνήσουμε: ΒΙΒΕΡΕ ΠΕΡΙΚΟΛΟΖΑΜΕΝΤΕ

Are you prepared for what’s ahead?If you choose to work with low-sulphur fuels when SOx Emission Control Areas (ECAs) take effect in 2015, you face potentially engine-stopping hazards when it comes to fuel viscosity and lubricity during changeover.

As your partner in fuel handling, Alfa Laval offers the Automated Fuel Changeover System (ACS) – a safe and optimized changeover solution. Fully automatic and built with its own cooler, the ACS upgrades your existing booster system to provide the cooling needed when using low-viscosity MGO/MDO with diesel engines.

www.alfalaval.com/acs

The Automated Fuel Changeover System (ACS) gives you cutting-edge control of viscosity and lubricity when switching between HFO and low-sulphur fuels.

Changing fuels to meet ECA legislation is not as easy as it seems

Γράφει οΝίκος Κ. Δούκας

ΕκδότηςΔημοσιογράφοςΜέλος ΕΣΗΕΑ


Maintenance Management Agreement.Profit more by doing less.

Managing your maintenance is a lasting investment you can make to ensure that theservice on your applications is the very best. With our Maintenance ManagementAgreement (MMA) for turbocharging solutions, you can do just that and at the sametime play a proactive role in how your turbochargers are maintained and serviced. An MMA is a collaborative service support model that gives you the freedom to act as you see fit on our recommendations. And whenever you choose to follow our recommendations, we do the rest: We process the order, set up a service schedule,get the spare parts needed at the best price, and perform the service for you. Youactually profit more by doing less. www.abb.com/turbocharging

ABB SATurbocharging13th km Athens-Korinth National Road12462 SkaramagkasPhone: +30 210 42 12 600E-mail: [email protected]

ABBTC_ADL2FP_MMA_GR_W210H290 04.11.14 13:14 Seite 1

ByVicky Liouta

MD,Vilmar International S.A


It is often very complex for people in our business to initiate and favorably conclude negotiations either during insurance renewal periods or discussing over payment of pre-mium installments due, especially when freight market is not favorable to owners, or considering the implications of the terms and conditions of an insurance contract in case of claims or arguing about important issues concerning insurance field. Many in the insur-ance business conceive the aspects of com-munication as not easy with either owners or insurers or colleagues abroad and often principals and standards such as profession-alism, efficiency, capacity, ability and others, are used for a non desirable result.We may all have heard or read lately various articles published regarding changes in big insurance companies and well known people in the various markets have decided to begin new careers, some for better enforcement of the markets based on their skills and experi-ence and others for, possibly, better clients’ service. One aspect is important, to my view, to preserve the relationships, to keep the interest alive and serve this business which stands for many many years as one of the most essential parts of this country’s economy. Difficult conversations take place all the time but indentifying the benefits of joint action from all of us leaving and working

in this country may generate creative pos-sibilities and establish interests which move towards best service.We again run through another renewal P&I period and all Clubs have announced their general increases based on their reserves, performance of members, Pool claims etc. This period starts with exhausting preparation by marine insurance brokers to re-establish the appropriate trust between the owners and insurers based on discussions, understanding of records, negotiating the estimates and loss ratio and exploring the abilities to the lowest increase for clients for next cover period. One aspect though which has to remain unbroken following all these steps is to safeguard the market in Greece and protect the interests. One of the strongest and healthier sectors in Greece should maintain the position it has earned globally and we have a serious task to shield this based on our own efforts and work. We have seen general interest in ship-ping moving to Far East countries and this should alert us in Greek broking business to communicate, cooperate and combine forces in marine insurance in Greece to continue the tradition of shipping in Piraeus and communi-cation is our major task.The difficult conversations, as referred above, include hull prices and P&I rates, as well as War and LOH, however in view of low hull

prices and increased P&I rates, what is really most important for Greek ship owners? How can the latter look after his best interest with best price? And more important will he be able to overcome his difficulties when the year is ending with a loss in his record? Clubs announce their GI based on their financial performance through the year, including exposures, Pool Claims and rising costs, calculation of assets over liabilities for closed years and projected claims resulting in re-lease calls. Premium requirements therefore were always a headache to the owner as well as the insurance broker and the discussions around reinsurance cost and deductibles are really impressive in the sense that both owners and Clubs talk over charges which are separately than GI calculated however finally imposed to owner. All these are not very welcomed to any shipowner especially when market continues to straggle and one wonders “what else do the Clubs need to satisfy their financials? What exactly can the brokers protect in this business? And if all Clubs’ years are improving by comparison to previous year what is the purpose for an-nouncing another GI percentage?”It is true that difficult conversations and negotiations are uncontrollable but this time of each year I wonder if any outcome keeps parties happy.


Conclusions from the Greener Shipping Summit 2014 organised by NEWSFRONT / NAFTILIAKIWith regulatory deadlines looming, it is clear there is uncertainty among shipowners and manufacturers about the “solutions” being developed to meet the demands of these regulations. What is also clear is there is no way round the regulations for the ship operator, the process is going to cost a great deal of money, sound training of seagoing and ashore staff is vital, as is planning prior to installation of equipment on board. What is less certain is the real future of LNG as fuel and how efficient new in-novative equipment is.These are conclusions to emerge from the Greener Shipping Summit 2014 organised by NEWSFRONT / NAFTILIAKI, under the auspices of Greek shipping’s powerful Marine Technical Managers Association (MARTECMA), November 11. Some 440 delegates representing 218 companies and organisations from 14 countries were registered to attend the event at the Athens Ledra Hotel, chaired by Chaired by Leo Polemis, md of Remi Shipping.Keynote speaker, MARTECMA chairman Stavros Hatzigrigoris, md, Maran Gas Maritime the gas arm of the Angelicoussis group, said tech-nological improvements are needed but “cannot be applied in shipping in big steps”. He said the “education and the training of the people on board and ashore will take time in order to catch up” while shipyards “are not willing to change their designs during a period in which the newbuild-ing market is booming”.He said: “Technology in shipping should walk hand-in-hand with redun-dancy and reliability. Shipping assets are operated thousands of miles away from head office and are difficult to control in the same way as land installations are controlled.”Hatzigrigoris said there is “the feeling the voice of the shipping industry is not reaching the international organisations” and the “agenda is not set by us”. “There is a need for Imo, our professional organisations and individual companies to get more involved in the setting of the interna-tional environment related agenda for shipping.“Lobbying the political establishment is getting more critical than ever.Monopolising the international transport by certain countries, will nothelp,” he contended. “Formulation of synergies and joint developmentprojects is essential. The image of shipping should be improved, this is why the handling of shipping issues by professionals is needed, and the bar should be set very high for newcomers,” said Hatzigrigoris.On the escalating impact of environmental regulations, Panos Zacha-riadis, technical director of Atlantic Bulk Carriers Management, and a regular member of Imo committees, noted there is pressure on Imo to “act fast” and this means taking decisions before technology is able to prove itself and “without enough scientific justification”. Further there is “over simplification of problems and solutions”. Zachariadis, said each is-sue should be dealt with “one at a time”, otherwise conflicting regulations emerge with other major consequences.New fuels, ship operations and the environment, new projects, ship design and operational efficiency and ballast water treatment were all discussed, during the near nine hours spent discussing ships of the future.Not surprisingly, ballast water treatment on the eve of ratification caused much discussions, indeed lively debate. The conclusion? There is much confusion, even among the manufacturers of the BWT systems.A lively debate was chaired by Vayia Hatziyianni, of Minerva Marine,

during with five leading manufacturers, all with a different approach, agreed they were not certain what will be the final outcome of ratification. However, they say “no matter how the rules will develop” they will be able to “meet them by tuning existing systems”. Some manufacturers are already preparing for tougher standards.Delegates were concerned that when ratification comes there will bebottlenecks caused on the manufacturing side, the class plan approval side and the ability of shipyards to meet installation deadlines.Bernt Olav Bauer-Nilsen of Norway’s Knutsen Technology, noted shipyards will have no problems “as the installation takes place during a planned drydocking”. But he warned BWT installation “needs plan-ning, planning and more planning”. Tor Atle Eiken of Norway-based OceanSaver agreed and said “a riding crew should be placed onboard to get everything in order” while Hyung-Ho Lim of the South Korean com-pany NK Co Ltd commented even when this is done installation could take 18 to 20 days.Zachariadis pointed out “ocean currents move thousands of trillions of tons of sea water yearly, also transporting living species worldwide, which stay and multiply where conditions are favorable” before making some acceptable scientific calculations which showed ballast water car-ried by tankers and bulkers in cumtr of water annually is a “million times less than sea currents”.“The cost of fitting ballast water management systems is exorbitant. The end result may be minimal,” said Zachariadis.Managing energy efficiency also raised a number of issues, with the use of LNG as a fuel, the future use of distillates, engine add-ons and scrub-bers were all discussed.Stavros Niotis of class society ABS warned LNG “is not an easy solution” as use as a fuel “is a technical challenge” for class, especially when it involves a retrofit. “Storage is a problem and indeed there are many technical challenges.Hatzigrigoris revealed Maran is progressing its plan to convert anewbuilding VLCC at South Korea’s Daewoo to use LNG as a fuel. He said the company has gained class approval from ABS to convert the second of four VLs ordered in July in a $390m project to “gas ready status”. Maran is yet to declare the design option which is estimated to cost about $200,000. He then estimated total conversion, would cost a staggering $20m “about 20% of the value of the ship”.

Maurizio Archetti, of Ecospray Technologies of Italy said payback time for fitting scrubbers range from one to two year depending on time spent trading in ECAs, while Michael Jeppesen, MAN diesel & Turbo felt ship owners will opt for low sulphur fuel as “scrubbers are expensive”.


NAVIGATOR Shipping Consultants Ltd.12th “NAVIGATOR 2014 - The Decision Makers Forum”

Την Πέμπτη 20 Νοεμβρίου πραγματοποιήθηκε για δέκατη τέταρτη συνεχή χρονιά το διεθνές forum “NAVIGA-TOR 2014 – The Shipping Decision Makers Forum” από τη NAVIGATOR SHIPPING CONSULTANTS στο Athenaeum InterCon-tinental Hotel στην Αθήνα, με τη συμμετοχή 400 και πλέον εκπροσώπων του χώρου της ναυτιλίας.

Η Διευθύνουσα Σύμβουλος της NAVI-GATOR SHIPPING CONSULTANTS, Δανάη Μπεζαντάκου, καλωσόρισε τους συμμετέχοντες, παρουσίασε την ΝAVIGATOR και ανήγγειλε τη σύσταση της Next Maritime Greece by NAVIGATOR SHIPPING CON-SULTANTS.

Ο Capt. Δημήτρης Μπεζαντάκος στην εναρκτήρια ομιλία του τόνισε ότι: «είμαστε υποχρεωμένοι να ενδυναμώσουμε τη φωνή της ελληνικής ναυτιλίας στην Ευρωπαϊκή Ένωση και να αναδείξουμε τον κυρίαρχο ρόλο της τόσο στις Βρυξέλλες όσο και στους μεγάλους ναυτιλιακούς οργανισμούς, παρά τους φόβους που εκφράζονται από την Ευρώπη σχετικά με την αστάθεια της ελληνικής οικονομίας».Σημείωσε ακόμη, ότι μολονότι η Ελλάδα περνάει μια περίοδο ύφεσης με την υπερπροσφορά χωρητικότητας, τους μειωμένους ναύλους και τη χρηματοδότηση μέσω τράπεζών, η ελληνική ναυτιλία έχει καταφέρει να αυξήσει το DWT του ελληνικού στόλου, καθώς και τον αριθμό των πλοίων, ενώ έχει μειώσει την ανεργία στον τομέα της ναυτιλίας και έχει μειώσει τον μέσο όρο ηλικίας του ελληνικού στόλου στα 10 έτη. Τα νεότευκτα πλοία με υψηλή τεχνολογία συμβάλλουν αναμφισβήτητα στην προστασία του περιβάλλοντος, εξασφαλίζοντας καθαρότερες θάλασσες. Για όλα τα παραπάνω, ο Capt. Μπεζαντάκος υπογράμισε ότι «η Ελλάδα και η ναυτιλία της παίζουν πρωταρχικό ρόλο και συμβάλλουν ουσιαστικά στην επίτευξη των στόχων της Ευρωπαϊκής Κοινότητας.

Την επίσημη έναρξη των εργασιών του Forum κήρυξε ο Υπουργός Ναυτιλίας και Αιγαίου, κυριος Μιλτιάδης Βαρβιτσιώτης, δίνοντας βαρύτητα στη δυναμική της ελληνικής ναυτιλίας και στη θετική πορεία των μεγεθών μέσα στη φετινή χρονιά. Τόνισε ότι σε σχέση με την αντίστοιχη περσινή περίοδο, το ελληνικό νηολόγιο της ποντοπόρου

ναυτιλίας καταγράφει καθαρή αύξηση συνολικής χωρητικότητας 1 εκατ.ΚΟΧ. και ότι είναι πολύ σημαντική η καταγραφή αρκετών νεότευκτων πλοίων μεταφοράς υγροποιημένου φυσικού αερίου (LNG) και δεξαμενόπλοιων τύπου VLCC. Επισήμανε επίσης ότι βελτιώνεται το ποιοτικό προφίλ του ελληνικού νηολογίου, καθώς με βάση τα σχετικά στοιχεία, υπολογίζεται ότι το 50% του στόλου αφορά πλοία ηλικίας χαμηλότερης των 10 ετών.

Επιπλέον, ο Υπουργός υπογράμμισε ότι με βάση τα στοιχεία της Τράπεζας της Ελλάδος για το πρώτο εξάμηνο, προέκυψε ότι το ναυτιλιακό συνάλλαγμα που εισέρρευσε στη χώρα άγγιξε τα 7,45 δισ. ευρώ, έναντι 5,82 δισ. ευρώ κατά το αντίστοιχο περσινό διάστημα, σημειώνοντας αύξηση 28% σε ετήσια βάση.

Το Forum τίμησαν με την παρουσία τους decision makers της ναυτιλίας, πρέσβεις, στελέχη τραπεζικού κλάδου, εκπρόσωποι σημαντικών ναυτιλιακών οργανισμών αλλά και εκπρόσωποι από το σύνολο του ναυτιλιακού τύπου. Ανάμεσά τους ήταν και φοιτητές ναυτιλιακών σχολών από το Πανεπιστήμιο Πειραιά, το Πανεπιστήμιο Αιγαίου, το ALBA Graduate Business School και το ΙΕΚ ΑΚΜΗ και τονίστηκε για μία ακόμη φορά η ανάγκη δημιουργίας της επόμενης γενιάς στην ελληνική ναυτιλία.

Ακόμα, έγινε παρουσίαση της ΜacGregor, Platinum χορηγού του συνεδρίου.

Ιδιαίτερο ενδιαφέρον προκάλεσε η ανοικτή συζήτηση που διοργανώθηκε για δεύτερη χρονιά υπο την πρωτοβουλία της NAVIGA-TOR μεταξύ ξένων Πρέσβεων στην Ελλάδα.Οι Πρέσβεις της Ολλανδίας, της Γερμανίας, της Αιγύπτου και της Τουρκίας στην Ελλάδα, υπό το συντονισμό του κύριου Francois Lafond, executive director της EuropaNova στο Παρίσι, ενός εκ των μεγαλύτερων και σημαντικότερων Think-tank της Ευρώπης, παρουσίασαν τις εθνικές στρατηγικές για τη στήριξη της ναυτιλίας αλλά και της ναυπηγικής βιομηχανίας τους. Στο πάνελ των πρεσβευτών συμμετείχε και ο Γενικός Γραμματέας της Ένωσης Εφοπλιστών Ναυτιλίας Μικρών Αποστάσεων, κύριος Γιώργος Αλεξανδράτος.

Ο Πρέσβης της Αιγύπτου μίλησε εκτενώς για το έργο Επέκτασης της Διώρυγας του Σουέζ.

Ο κύριος Lafond τόνισε ότι η ναυτιλιακή κοινότητα στην Ευρώπη (και στην Ελλάδα), βρίσκεται αντιμέτωπη με ένα πολύ δύσκολο ανταγωνισμό από άλλες χώρες, όπου ταρυθμιστικά πλαίσια και οικονομικές συνθήκες δεν είναι ίδια. Οι ομιλητές εξέφρασαν τις απόψεις τους για το ποιες θα πρέπει να είναι οι καλύτερες πολιτικές και οικονομικές αποφάσεις που θα πρέπει να ληφθούν προκειμένου να συνεχιστεί η προώθηση της ναυτιλίας και να αναπτυχθούν οι οικονομικές δυνατότητές της. Ο Συντονιστής του πάνελ αναφέρθηκε επίσης στη δραματική οικονομική κατάσταση στην οποία έχει περιέλθει ηχώρα μας τα τελευταία πέντε χρόνια , και υπογράμμισε ότι η Ελλάδα έχει σχεδόν δύο πολύ καλούς λόγους για να είναι αισιόδοξη: Τις ναυτιλιακές δραστηριότητες που δρουν ως κινητήριος μοχλός της οικονομικής ανάπτυξης και της στρατηγικής θέσης της Ελλάδας στη Μεσόγειο θάλασσα δίνοντας στην Ευρωπαϊκή Ένωση ένα πραγματικό πλεονέκτημα για το ανατολικό τμήμα της Mare Nostrum.

Για πρώτη φορά σε ναυτιλιακό forum, η Δανάη Μπεζαντάκου, πήρε συνέντευξη από την Ανθυποπλοίαρχο Δανάη Μαρκοπούλου για την εμπειρία που έζησε η δεύτερη ταξιδεύοντας με το M/Τ Maran Centaurus όταν αυτό αιχμαλώτιστηκε για 50 ημέρες από Σομαλούς Πειρατές. Η κυρία Χριστίνα Αναγνωσταρά, Director της Seanergy Maritime Holdings Corp. συντόνισε τη συζήτηση για τη Ναυτιλιακή Αγορά με τη συμμετοχή του κύριου Jeff Horst - Com-mercial Director of FOSS MARITIME, της κυρίας Ιωάννας Κουκούλη, Deputy Claims Manager, SCB (Hellas) Inc. Piraeus Office, του κύριου Δημήτρη Μέμου, Managing Direc-tor της Marine Traffic, του Δρ. Κωνσταντίνου Ρόκκου, CEO and Managing Director of TST International S.A., Governor in the Interna-tional Propeller Club of the United States, International Port of Piraeus και του κύριου Mr. Imran Vohra, CEO of DIABOS, UAE. Η κυρία Αναγνωσταρά συντόνισε την συζήτηση στο πάνελ κατά τη διάρκεια του οποίου κατατέθηκαν και αναπτύχθηκαν οι απόψεις των εισηγητών σχετικά με τις τελευταίες τάσεις της ναυτιλίας.

DECEMBER 2014 NAFS 15

Η ομάδα επικεντρώθηκε στις διάφορες προκλήσεις που αντιμετωπίζουν οι ναυτιλιακές εταιρείες λόγω της κατάστασης που επικρατεί στην αγορά, καθώς και τη σημασία της μείωσης των λειτουργικών εξόδων του πλοίου και το ρόλο που παίζει η ανάπτυξη της τεχνολογίας στον κλάδο της ναυτιλίας.

Συζήτηθηκε επίσης η σημασία της τεχνολογίας στην παρακολούθηση των λειτουργικών εξόδων και τη βελτίωση της αποτελεσματικότητας του πλοίου, ιδιαίτερα τώρα, σε ένα τόσο απαιτητικό περιβάλλον που οι ναύλοι είναι ευμετάβλητοι και η χρηματοδότηση περιορισμένη.

Ακόμη, οι ομιλητές συζήτησαν την τρέχουσα επιδημία του ιού ΕBOLA στη Δυτική Αφρική και τις επιπτώσεις του στον τομέα της ναυτιλίας και διατυπώθηκαν απόψεις σχετικά με τον τρόπο που η ναυτιλία μπορεί να διαχειρηστεί τον φόβο του Έμπολα και πώς οι κίνδυνοι και οι ευθύνες συμπεριλαμβάνονται στις ρήτρες του ναυλοσύμφωνου για τα πλοία που προσεγγίζουν ή έχουν ήδη προσεγγίσει λιμάνια πληγεισών χωρών. Από την άποψη της ασφάλισης, η λοίμωξη αντιμετωπίζεται με τον ίδιο τρόπο όπως και κάθε άλλη μεταδοτική ασθένεια.

Μετά την παρουσίαση της τρίτης μελέτης του ΙΜΟ για την μείωση των εκπομπών αερίων του θερμοκηπίου, το τεχνικό πάνελ “Making Green

Pay” συγκροτήθηκε με σκοπό να συζητηθεί το τρέχον πλαισίο περιβαλλοντικής ρύθμισης και να εξετάσει την πρακτική εφαρμογή του εν μέσω μιας τέτοιας οικονομικής αναταραχής. Το πάνελ συντόνισε η κυρία Έλενα Αθουσσάκη, Chief Strategist της International Maritime Environ-mental Management και συμμετείχαν σε αυτό ο κύριος Michael Lund, DeputySecretary General της BIMCO, ο κύριος Χρίστος Ματσικούδης, Account Manager Greece – Ship-ping Meteo Group, ο κύριος Κώστας Σερέτης, General Manager of SRH Marine Hellas, ο κύριος Θανάσης Σουρλάγκας, Member of the Steering Committee of HEMEXPO, Director of the Marine Industry Solutions Department of Raycap S.A. και ο κύριος Κώστας Βλάχος, Chief Operating Officer, CMM – Consolidated Marine Management Inc. Πιο συγκεκριμένα, το πάνελ αναφέρθηκε στα κίνητρα ώστε μια ναυτιλιακή εταιρεία να επενδύσει σε πράσινες εφαρμογές, κυρίως εμπορικές, στις οποίες προβλέπεται να κατανέμεται περιστασιακά το κόστος, για τη λήψη πράσινων μέτρων και στους ναυλωτές αλλά και να έχουν οι ναυλωτές μια επιπλέον επιβάρυνση όταν ναυλώνουν ECO πλοία.

Ακόμη συζητήθηκαν τα πλεονεκτήματα που προσφέρει η εφαρμογή συστημάτων επικοινωνίας, πρόγνωσης καιρού, ECDIS, πρόβλεψης για πιθανούς κινδύνους, όχι μόνο

στο κόστος αλλά και την απόδοση και την ασφάλεια του πλοίου. Οι ομιλητές συμφώνησαν ότι η σωστή εκπαίδευση είναι απαραίτητη ώστε το πλήρωμα να ανταποκρίνεται σωστά σε κάθε περίσταση.

Εκ μέρους των ναυτιλιακών εταιρειών τονίστηκαν οι δυσκολίες που αντιμετωπίζουν για την παρακολούθηση της ενεργειακής απόδοσης ενός πλοίου και επισήμαναν ότι για να αποφευχθούν οι κίνδυνοι πρέπει να γίνεται σωστή διαχείριση όλων αυτών των πληροφορίων ώστε να είναι αποτελεσματική και εφαρμόσιμη η λήψη των αποφάσεων. Η ομάδα κατάφερε να συγκεντρώσει ορισμένα κρίσιμα ζητήματα και έδωσε στο κοινό του σημαντική τροφή για σκέψη σχετικά με το μέλλον και την ανάπτυξη.

Ο Πρόεδρος του ΔΣ για το Ελληνικό Δίκτυο Μικρών Νησιών, κύριος Ελευθέριος Κεχαγιόγλου, έκανε μια αναδρομη στη σημαντική ναυτιλιακή ιστορία της Ύδρας το τιμώμενο νησί στη φετινή οργάνωση NAVIGA-TOR.

Πριν τη λήξη των εργασιών του Forum, η κυρία Βάλια Παπαδημητρίου, Social Enterpreneur & proud co-inspirer of the Bring them Back cam-paign έκανε μια παρουσίαση της εκστρατείας για την επιστροφή των γλυπτών του Παρθενώνα και την επανένωση τους.


Celebration of Tsavliris Salvage New Chinese VentureTsavliris Salvage celebrated its new venture in China with its Chinese partners, Kamji Marine International, hosting a special Reception at the Yacht Club of Greece on Tuesday, 18 November.Guests were able to absorb the stunning views and also enjoy the excel-lent Oolong teas from China before the Cocktail Reception.Guests included the Minister of Shipping, Maritime Affairs and the Aegean, Mr Miltiades Varvitsiotis and the Commercial Counsellor of the Chinese Embassy in Greece, Mr Liwei Sun, as well as many notable figures from the Greek Shipping Industry.Tsavliris partners, Kamji Marine Group, were in attendance, visiting all the way from Zhoushan – China. The delegation included the head, Mr Johnny Ma, his colleagues and family members. The event celebrated the successful cooperation and relationship with Kamji Marine, which comprises a reliable, efficient and talented team with considerable expe-rience in marine services in China. Impressively, they are one of China’s leading registered Ship Pollution Response Organisations (SPRO).It was highlighted at the event that the Chinese government passed new Regulations for the Prevention and Control of Marine Pollution from Ships. As from 2012, the Regulations contain a requirement that shipmanagers pre-contract with an approved Ship Pollution Response Organisation prior to the ship arriving in China. The exclusive partnership between Tsavliris Salvage and Kamji Marine, will serve the Greek shipping industry, assisting Greek controlled ships calling at Chinese ports. Moreover, in the unlikely event of a casualty in Chinese waters, shipowners will have the peace of mind in knowing that Tsavliris Salvage will be available to provide input whether it be in an operational, advisory or technical capacity, to ensure that the level of service they receive is nothing short of first class. In turn, Kamji Marine Group dealing with the Chinese coast guards and port authorities will openly communicate with Tsavliris to ensure Greek ship-owners are kept abreast of the local situation. Minister Miltiades Varvitsiotis welcomed the new venture between Tsavliris Salvage and Kamji Marine and stressed the importance of such trans-national collaborations. He also highlighted the significance of shipping and companies like Tsavliris Salvage to the Greek economy, maritime safety and the environment. Mr Liwei Sun, from the Chinese Embassy, emphasized the importance of the interaction between China and Greece and how such relationships need to be taken further forward.In his welcome speech, Mr Nicolas A. Tsavliris explained that “the working relationship with Johnny Ma began in 2012 when we received his excellent support during a substantial salvage operation in China. Following on from that successful collaboration, in 2013 a partnership for SPRO services was formed”.Mr Tsavliris continued: “We, at Tsavliris Salvage are very proud that we can continue to serve the Greek shipping community, as we always have with great passion. In addition to our presence in Greece, the UK, the USA, Cyprus, Turkey and Brazil - with this new partnership we have expanded into one of the world’s most important markets – China. With our partnership we cement our presence there and continue to grow and expand so as to meet the needs of our clients and colleagues in shipping.” On behalf of Kamji Marine, Mr Johnny Ma thanked Tsavliris Salvage for their warm hospitality and expressed his delight with his new partners. He invited Greek shipowners to utilise the high quality services provided

by this new venture when their vessels come in China. He explained that Kamji Marine can not only render routine marine services, but also solve issues with Port State Control and other port authorities in China. Mr George A. Tsavliris thanked Tsavliris Salvage staff for their devotion and contribution to the company’s success, emphasising especially the role of Captain George Polychroniou in formulating the Tsavliris – Kamji partnership. Mr Andreas A. Tsavliris later mentioned how important and useful these services are for Greek shipowners and offered some special presents to all Chinese delegation members. It was also noted that, this year is a special year for Tsavliris Salvage, which celebrates 100 years from the birth of the company’s founding father, Alexander George Tsavliris; 75 years from the commencement of the first Tsavliris shipping company and 50 years from the foundation of Tsavliris Salvage in 1964.

(from right to left) George A.Tsavliris, Sun Liwei (Commercial and Eco-nomic Counsellor of the Chinese Embassy in Greece), Nicolas A.Tsavliris, Minister of Shipping Miltiades Varvitsiotis , Andreas A. Tsavliris, Captain George Polychroniou, Johnny Ma (Kamji Marine), David Zhang

Andreas A. Tsavliris, Minister of Shipping, Maritime Affairs and the Aegean Miltiades Varvitsiotis, Nicolas A.Tsavliris, George A.Tsavliris (from left to right)

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

Neptune Lines has signed a three year Maintenance Management Agreement (MMA) with ABB Turbocharging to ensure that the Mediterranean and Black Sea short-sea car carrier operator can save both money and time.The agreement covers eight car carriers within the Neptune Lines fleet, two of which feature TPL77-type main turbochargers, while all eight feature variants of TPS 52-series auxiliary types.The MMA represents an extension of the relationship between shipowner and sup-plier stretching back 12 years, and George A. Kriezis, Neptune Lines Technical Man-ager, says he sees it as making a strong contribution to service reliability.“In 2011, we signed an auxiliary mainte-nance agreement with ABB Turbocharging on the same ships and this has facilitated the maintenance of auxiliary engine turbo-chargers with the minimum interruption on

our services,” explained Kriezis. “Signing the MMA is primarily related to the fact that we are a liner company with fixed and very tight schedules for our ships.” The eight ships concerned, Neptune Aegli, Neptune Dynamis, Neptune Iliad, Neptune Ithaki, Neptune Kefalonia, Neptune Odys-sey, Neptune Okeanis, and Neptune Theli-sis, “work like trains”, says Kriezis, and are part of a fleet transporting over 800, 000 new vehicles each year. Service interrup-tions are simply an intolerable interruption.Under the MMA, the customer receives an annual budget plan, advance service recommendations, the best commercial terms on new Original Parts and a single point of contact at ABB Turbocharging. Tapping into 100 fully-owned ABB Service Stations in over 50 countries offering sup-port 24/7, 365 days a year, the MMA also secures detailed service recommendations around six months before service is due.

Evidence that shipowners have been con-vinced of the benefits of working this way with ABB Turbocharging is given by the fact that MMAs have already been reached with 300 customers covering 15,000 turbo-chargers.Kriezis says equivalent agreements are not widely available among marine equip-ment suppliers, despite the willingness of Neptune Lines as an owner to consider the arrangement. “We had an offer for a similar agreement from a ramp supplier but this was not cost effective,” he confides. “With this agreement we expect to save money and time.”

Turbochargers have become more complex and are required to work at higher pres-sures, Kriezis says. Main engine turbo-charger overhauls usually take place at the time of a vessel survey (every five years), when more time is available. Now, the MMA

18 NAFS DECEMBER2014 ABB TURBOCHARGING

Neptune Lines operates 15

pure car and truck carri-

ers. The company’s vessels

are high-specification, each

equipped with multiple

thrusters, high load capacity

stern ramp and an eco-friend-

ly propulsion plant. High

reliability and operational

efficiency are the key to com-

pany success.

Neptune Lines steps up to Maintenance Management Agreement

ABB TURBOCHARGING DECEMBER 2014 NAFS 19

is a service based on an exchange concept and ensures minimal maintenance interruption. The sup-ply of this ‘swing’ unit and ABB’s competitive pricing were described as “good parts of this contract that fit well with our operations”.Through a joint planning of the maintenance well in advance ABB can offer favorable conditions on Original Parts, which reduces the operational costs for the customer. “This is a very important factor as we can plan and reduce our budgets accordingly,” says Kriezis. The Neptune Lines Technical Manager is also not shy in offering ABB Turbocharging guidance on how best to keep his business. “Keep the time between overhauls for your turbochargers long and your spare parts costs and service reasonable,” he says. “Do not compromise on quality. Provide us also with new energy saving solutions to be used with your turbochargers.” However, with specific reference to the new MMA, he advises: “If everything works out as planned, we expect to add more vessels.”

Maintaining high turbo efficiencyTips for the Operator

For an engine to achieve and maintain its rated power output both the engine and the turbocharging system have to operate with highest efficiency. A drop in engine performance can have any number of causes, but there are some rules which, if followed, should keep your turbos running with maximum ef-ficiency.

Problems with engine performance must not necessarily have their origin in the engine or the turbocharger. The root cause could be anywhere in the sys-tem, from the atmospheric air suction filters to the exhaust gas manifold, and these should also be checked for faults and / or blockage.

How a turbocharger worksTurbochargers have a turbine and a compressor wheel mounted on the same shaft. The engine’s exhaust gases flow through a gas inlet casing and nozzle ring to the turbine wheel, whose rotation drives the compressor wheel. This draws in fresh air, which is compressed and then forced into the engine’s cylinders. The exhaust gas afterwards escapes to the outside air through the exhaust manifold, which is connected to the gas outlet casing. The air needed for a diesel engine to operate is drawn in through a suction branch or a filter silencer into the compressor wheel. It then passes through a diffuser and leaves the turbocharger via the air outlet casing. From this description of how a turbocharger works it is possible to derive three basic rules for keeping its efficiency at the highest level.

Keep all components cleanIt is important for all the turbocharger components to be kept in good, clean condition. The turbine and compressor side components should be cleaned during operation by means of regular wet or dry cleaning, as applicable. Continued operation with dirty components can lead to a significant drop in

turbocharger efficiency and / or surging, rotor unbalance and eventual failure.

Make sure of regular serviceThe service intervals given in the Operation Manual should be kept to. Besides ensuring trouble-free operation until thenext service is due, regular service is essential if tur-bocharger efficiency is to

remain high. For example, if the clearance between the turbine blade tips and the diffuser is too large, exhaust gas will tend to bypass the turbine and escape through the gap without doing any work. Less energy is then transferred to the turbine, leading to a drop in turbine efficiency. Regular service ensures that the clearances remain within tolerance.

Ensure that specifications are correctThe turbocharger specifications for a particular engine type are agreed upon by ABB and the engine builder after a series of matching tests. Since they de-fine the optimum efficiency of the engine-turbocharger system, any changes to the component specifications will reduce the turbocharger efficiency. This is in addition to the negative impact on the expected life- time of the rotating components (SIKO parts), increased thermal loading of the engine compo-nents and the possibility of surging and turbocharger overspeed.

39

Maintaining high turbo efficiencyTurbo Magazine 2 /09 (Article by Shailesh Shirsekar)

For an engine to achieve and maintain its rated power outputboth the engine and the turbocharging system have to oper-ate with highest efficiency. A drop in engine performance canhave any number of causes, but there are some rules which, if followed, should keep your turbos running with maximumefficiency.

Problems with engine performance must not necessarily havetheir origin in the engine or the turbocharger. The root causecould be anywhere in the system, from the atmospheric airsuction filters to the exhaust gas manifold, and these shouldalso be checked for faults and /or blockage.

How a turbocharger worksTurbochargers have a turbine and a compressor wheelmounted on the same shaft. The engine’s exhaust gases flowthrough a gas inlet casing and nozzle ring to the turbinewheel, whose rotation drives the compressor wheel. Thisdraws in fresh air, which is compressed and then forced intothe engine’s cylinders. The exhaust gas afterwards escapes tothe outside air through the exhaust manifold, which is con-nected to the gas outlet casing. The air needed for a dieselengine to operate is drawn in through a suction branch or afilter silencer into the compressor wheel. It then passesthrough a diffuser and leaves the turbocharger via the air outlet casing.

From this description of how a turbocharger works it is possible to derive three basic rules for keeping its efficiency at the highest level.

Keep all components cleanIt is important for all the turbocharger components to be keptin good, clean condition. The turbine and compressor sidecomponents should be cleaned during operation by means ofregular wet or dry cleaning, as applicable. Continued opera-tion with dirty components can lead to a significant drop inturbocharger efficiency and/or surging, rotor unbalance andeventual failure.

Make sure of regular serviceThe service intervals given in the Operation Manual should be kept to. Besides ensuring trouble-free operation until thenext service is due, regular service is essential if turbochargerefficiency is to remain high. For example, if the clearancebetween the turbine blade tips and the diffuser is too large,exhaust gas will tend to bypass the turbine and escape throughthe gap without doing any work. Less energy is then trans-ferred to the turbine, leading to a drop in turbine efficiency.Regular service ensures that the clearances remain within tolerance.

Ensure that specifications are correctThe turbocharger specifications for a particular engine typeare agreed upon by ABB and the engine builder after a seriesof matching tests. Since they define the optimum efficiency ofthe engine-turbocharger system, any changes to the compo-nent speci fications will reduce the turbocharger efficiency.This is in addition to the negative impact on the expected life-time of the rotating components (SIKO parts), increased ther-mal loading of the engine components and the possibility ofsurging and turbo charger overspeed.

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ABB Turbocharging Services Success Story


E.R. Schiffahrt receives the new DNV GL “Modification Excellence Award”Classification society DNV GL recognised that E.R. Schiffahrt has retrofitted seven ultra large container vessels to meet the highest energy efficiency standards and im-prove its cargo capacity through the DNV GL Modification Excellence Award. Jörg Lampe, Senior Project Engineer Risk & Safety and Systems Engineering at DNV GL, presented the award to Jürgen Kudritzki, Technical Director at E.R. Schiffahrt, in Hamburg. The German shipping company is the first to receive this award.“E.R. Schiffahrt has made a sustained and intensive commitment to increasing the ef-ficiency of its operations. Our analysis shows these ships use 15 per cent less energy – resulting in annual savings of approximately 3.8 Million USD”, said Jörg Lampe. E.R. Schiffahrt performed modifications on seven 13,100 TEU vessels – the eighth ship will be finished shortly. The changes include new bulbous bows, energy efficient propellers, engine modifications and cargo boosting. In addition to implementing the Route Specific Container Stowage notation (RSCS), the ships’ draft was increased by 0.5m – resulting in an in-creased deadweight of 7,591t, which is equivalent to 542 TEU at 14t for each of the vessels. DNV GL evaluated the vessels’ energy efficiency by using CFD calculation results, test reports and technical documentation to determine fuel and power savings for a given operational profile. This data was cross-checked with information gathered over a representative period before and after the retrofit.

“We are delighted about this award, since it confirms that we have fol-lowed the right path with our retrofit concept. It ensures higher efficiency, more business per vessel at greater flexibility and helps to significantly reduce slot costs”, said Jürgen Kudritzki.Photo Caption: Jörg Lampe (Right), Senior Project Engineer Risk & Safety and Systems Engineering at DNV GL, presented the award to Jürgen Kudritzki (Left), Technical Director at E.R. Schiffahrt, in Hamburg.

Απονομή του 3ου ALBA Business unusual Award στον κ. Γεώργιο ΔαυίδΤη Δευτέρα 10 Νοεμβρίου απονεμήθη το 3o Business unusual Award από το ALBA Graduate Business School at The American College of Greece στον κ. Γεώργιο Δαυίδ, σε τελετή που έλαβε χώρα στο Ξενοδοχείο Μεγάλη Βρεταννία, παρουσία 250 και πλέον προσωπικοτήτων από όλους τους κλάδους του επιχειρηματικού κόσμου. Αυτή τη χρονιά το ALBA επέλεξε να αναδείξει την Επιχειρηματική Εξωστρέφεια των Ελλήνων Επιχειρηματιών, τιμώντας τον κ. Γεώργιο Δαυίδ, μία από τις πλέον καταξιωμένες προσωπικότητες που μετουσιώνει με τον καλύτερο δυνατό τρόπο την έννοια της επιχειρηματικής εξωστρέφειας και της προβολής των ελληνικών επιχειρήσεων και των προϊόντων τους στις διεθνείς αγορές. Παράλληλα, ο κ. Γεώργιος Δαυίδ έχει συμβάλει στην επιχειρηματική εξωστρέφεια με πρωτοβουλίες όπως το Hellenic Initiative, μια μη-κερδοσκοπική, μη κυβερνητική οργάνωση που στοχεύει στο να αντλήσει πόρους από την ευρύτερη Ελληνική Διασπορά για να στηρίξει την επιχειρηματικότητα στην Ελλάδα της κρίσης.Ο θεσμός Business unusual Award αναδεικνύει σημαντικές δράσεις με θετική επιρροή στην ελληνική οικονομία και κοινωνία ενώ παράλληλα στόχος του Business unusual Award είναι η αναγνώριση και ανάδειξη σημαντικών

προσωπικοτήτων της χώρας μας ή του εξωτερικού που αποτελούν λαμπρά πρότυπα προσωπικής και επαγγελματικής συμπεριφοράς. Στο πλαίσιο αυτό, ο Πρύτανης του ALBA, Καθηγητής Νικόλαος Τραυλός, έκανε τον εναρκτήριο χαιρετισμό καλωσορίζοντας όλους τους παρευβρισκομένους και ευχαρίστησε τον κ. Γεώργιο Δαυίδ για το εξαίρετο έργο του. ΦΩΤΟ: Νικόλαος Τραυλός, Πρύτανης ALBA Graduate Business School at The American College of Greece, Γεώργιος Δαυίδ, Πρόεδρος Δ.Σ. Coca cola HBC, Νίκος Εμπέογλου, Πρόεδρος Δ.Σ. ALBA Graduate Busi-ness School at The American College of Greece (από αριστερά προς τα δεξιά).

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Preparation makes a difference as Alfa Laval PureSOx is readied for installation aboard EXMAR newbuildsAlfa Laval PureSOx systems will soon be installed by Hanjin Heavy Industries and Construc-tion aboard two LPG carriers for Belgian owner/operator EXMAR. Because these vessels are new-builds, the installations place Alfa Laval’s planning, documentation and delivery capabilities in the spotlight.Hanjin Heavy Industries and Construction, Korea’s oldest shipbuilder and now one of the world’s leading shipyards, is a specialist in ultra container car-riers and tankers. Recently the yard was contracted by Belgian energy logistics company EXMAR for newbuild LPG carriers that will join EXMAR’s existing LPG fleet of around 30 vessels. The new LPG carriers, each with a capacity of 38,000 m3, will be built at Hanjin’s Subic Shipyard in the Philippines and delivered to EXMAR in Q1 and Q2 of 2016.Two of these vessels will be equipped with Alfa Laval PureS-Ox scrubber systems for exhaust gas cleaning, which will be delivered to the Subic Shipyard in December 2014 and March 2015. The systems will be configured as hybrids, able to operate in an open loop with seawater or in a closed loop with circulation water. Each multiple-inlet system will serve a two-stroke Doosan MDT 6S59ME-B 9.3 main engine and three Doosan MAN 8L23/30H Mk2 auxiliary engines. As newbuilds, these installations place especially high focus on Alfa Laval’s order execution ca-pabilities. “The choice of exhaust gas cleaning from Alfa Laval is based not only on the merits of the PureSOx system itself, but also on Alfa Laval’s merits as a scrubber supplier,” says Lee Dong-hoon from Hanjin’s senior management.

More specific demands for newbuildsWith 2015 rapidly approaching, much focus has been placed on the retrofit of existing vessels

to comply with SOx limits in Emission Control Areas (ECAs). Yet the task of incorporating a scrubber into a newbuild can be an even more demanding procedure for both customer and sup-plier. Substantial differ-ences exist in the process, beginning with the quotation stage. “The purchase order for a newbuild – unlike that of a retrofit – includes yard-specific demands that must be taken into account,” says René Diks, Manager Marketing & Sales, Exhaust Gas Cleaning at Alfa Laval. “As the scrubber supplier, we must be well prepared to clarify and motivate any technical deviations between our system and the shipyard’s own thinking. This is the basis on which the shipyard makes an informed choice, before the terms and conditions of the contract are even handled.”

Speed and accuracy are vitalOnce the scrubber is chosen, a newbuild also places greater emphasis on the speed and ac-curacy of the supplier’s internal processes, says Diks. “The time constraints are tougher, because the customer and the yard must approve the whole vessel design and not just that of the scrubber,” he explains. “Both parties must accept the technical documents before the project can move forward, and this means we must deliver high-quality documenta-tion within a very short time-frame.” Retrofit documentation, by contrast, can be prepared dur-ing a longer period after contract signing and is seldom subject to the same formal approval process.What newbuilds and retrofits share when it comes to time is the need for scrubber delivery in exactly the timeslot decided. “If

the scrubber is not on site at our shipyard as agreed, the delay means complications for us and a lot of additional expense for our end customer,” says Lee. “The yard has a tight schedule, and seeing that it’s kept is in every-one’s interest.”

Experience and routines ensure successTo secure the efficiency of both approval and delivery, Alfa Laval has established a range of best practices for PureSOx. These extend from having a dedicated project manager who ensures reliable project execution to providing a range of specialized documentation. “In general,” says Diks, “Alfa Laval’s scale and ex-perience in exhaust gas cleaning allow a level of project-specific optimization that would be difficult for a smaller supplier to match.”

Besides the initial technical speci-

fication and final project-specific guidelines, Alfa Laval provides a detailed design guide and com-prehensive installation manual that support the interaction of the shipyard, end customer and any engineering company involved. Combined with Alfa Laval’s strong global logistics, dedicated project management and the prefabrica-tion of PureSOx components and modules, this ensures a well-planned, precisely timed and smoothly executed installation at the shipyard. “Alfa Laval has made things easier in our work with EXMAR so far, and we anticipate that will continue as the EXMAR projects progress,” says Lee. “We expect a lot from Alfa Laval as an experi-enced marine supplier, and when it comes to the professional level of support regarding PureSOx and exhaust gas cleaning, the company delivers. We are very satisfied at present.”


Bureau Veritas 23rd meeting of the Hellenic Marine Technical Committee

The Marine Technical Committee meeting of Bureau Veritas for 2014 took place on November 13th at the Yacht Club of Greece. The well-attended meeting started as always with the social time, where attendees had the change to exchange their views and latest news from the shipping world. The technical presentation introduced by the Com-mittee’s Chairman Mr. George Sarris, President of Enterprises Shipping & Trading S.A. Mr. Anastasios Angelopoulos, Deputy Country Chief Executive for Greece & Cyprus, Secretary of the Committee started with a small presentation regarding Bureau Veritas organization.The technical discussion started with Dr. John Kokarakis, Vice President Technology & Business Development of Hellenic, Black Sea Region & Middle East Zone, presented the challenges associated with utilization of ultra-low sulphur fuel in the ECAs. This regulation dictates use of 0.1% sulphur content in the ECAs starting January 1st. The introduction outlined the

problems and was followed of lively workshop-style exchange of ideas and input from the participants.Ballast water treatment was also discussed, being one of the spiky is-sued in the shipping industry. Ratification of the convention is imminent and the shipping community is hard pressed to select and install a treat-ment system. Unfortunately, regulatory uncertainty makes these tasks very difficult. Bureau Veritas is currently under preparation to tackle the flood of the oncoming technical work.Like always the meeting was finished with the traditional dinner, where there were ample opportunities for everybody to fraternize and enjoy the delicious food offered by the restaurant of Yacht Club of Greece. Persons in the photo from left to right: V. Sarris, Th. Baltatzis, J. Io-annidis, H. Giantzikis, A. Angelopoulos, D. Vitzileos, M. Migadis, J. Kokarakis, G. Papagiannopoulos

Σεμινάριο της HELMEPA στη NEDA Maritime με συμμετοχή εκπροσώπου της USCGΠραγματοποιήθηκε με επιτυχία στον Πειραιά, 4 και 5 Νοεμβρίου 2014, το σεμινάριο της HELMEPA με τίτλο «Διασφαλίζοντας Αποτελεσματική Περιβαλλοντική Διαχείριση πέρα από τις Απαιτήσεις», που ευγενικά φιλοξένησε στο αμφιθέατρο της η εταιρεία μέλος Neda Maritime Agency Co. Ltd. Το σεμινάριο παρακολούθησαν 33 άτομα που ήσαν στελέχη και Αξ/κοί ΕΝ 13 εταιρειών μελών, της Π.Ν.Ο και του Λιμενικού Σώματος.

Προσκεκλημένος της HELMEPA, ο LCDR Christopher Brunclik, Chief, Inspections Department, Coast Guard Activities Europe, παρουσίασε τους κυριότερους Περιβαλλοντικούς Κανονισμούς με τους οποίους τα πλοία ξένης σημαίας καλούνται να συμμορφωθούν στα νερά των ΗΠΑ.

Κύρια θέματα στη συζήτηση που επακολούθησε ήταν, μεταξύ άλλων, τα Alternate Management Systems, η διαδικασία έγκρισης από την USCG των συστημάτων επεξεργασίας θαλασσέρματος, το Ves-sel General Permit καθώς και οι σχετικές απαιτήσεις για τα καύσιμα

χαμηλής περιεκτικότητας σε θείο που θα πρέπει να διαθέτουν τα πλοία που εισέρχονται στη North America ECA. Το ακροατήριο είχε την ευκαιρία για άμεσες διευκρινίσεις σε θέματα που το απασχολεί για την εφαρμογή των Κανονισμών και την ανταλλαγή απόψεων και εμπειριών.Οι συμμετέχοντες στο σεμινάριο είχαν εξάλλου την ευκαιρία να ενημερωθούν για τις εξελίξεις σε μια σειρά θεμάτων από έμπειρους Εισηγητές-εκπροσώπους εταιρειών μελών. Συγκεκριμένα, τη σωστή τήρηση του Βιβλίου Πετρελαίου παρουσίασε η κα Π. Χρυσάνθη, QSE Manager & DPA–EMR, Andriaki Shipping Co. Ltd., τη Διαχείριση Επικίνδυνων Συσκευασμένων Φορτίων κατά τον Κώδικα IMDG, ο κ. Σ. Πετρώνιος Superintendent Trainer, Danaos Shipping Co Ltd. και τις απαιτήσεις του Παραρτήματος VI της MARPOL και την ποιότητα καυσίμων ο κ. Ρ. Παπαστεφάνου, Supervisor of the Black Sea Countries, Bureau Veritas. Τέλος, στελέχη της HELMEPA κάλυψαν τις απαιτήσεις διαχείρισης λυμάτων, στερεών απορριμμάτων και έρματος, σύμφωνα με τους διεθνείς κανονισμούς.

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DESMI’s new Dubai base helps re-think district cooling

“We’ve been working for well over 100 years in the marine & offshore, and district heat-ing sectors, giving us outstanding techni-cal competencies related to seawater and cooling applications,” says Michael Hager, General Manager of DESMI’s newly estab-lished Middle East office. “It’s a fundamental background for the competitive edge we have in district cooling – and the basis for bringing new thinking and technologies to this part of the world.”Michael and his growing team are located in the slick head office building of Dubai Silicon Oasis (DSO), a 100% government-owned free zone that promotes modern technology-based industries. It’s as close as you can get to the action in one of the world’s most business-driven hotspots. “Dubai is very central to the Gulf Cooperation Council (GCC) region,” says Michael Hager. “It’s clearly a leader both in terms of innovative initiatives and in its progressive attitude towards doing business.”District energy frontrunner DESMI is a global company familiar to many who specify or purchase pump solutions for marine, indus-trial, oil spill response, defence and fuel, and utilities. It’s one of the most experienced industrial companies in Denmark, originally founded in 1834 as a foundry in the Danish city of Aalborg. Among other things, the com-pany leads the field of district energy (DE) – the terminology used for the integration of district heating (DH) and district cooling (DC). In the heat of the GCC region, DC is the obvi-ous priority – and it’s a priority, too, for reduc-ing energy consumption. In fact, heating and

cooling systems together account for around 46% of global energy use, providing huge potential for further reducing CO2 emissions.District cooling is an efficient and environ-mentally friendly utility service that provides chilled water from a centralized cooling plant through a network of pipes for air conditioning purposes. Relatively simple and clean, DC creates a cool, efficient indoor climate, with-out the need for bulky refrigeration equipment and noise in or near residences. Supply is as-sured year-round with minimal maintenance needed, which is reflected in reduced operat-ing costs and lower investment requirements. Along with energy efficiency improvements, DC provides better quality of cooling, less air and noise pollution, better building aesthetics and higher reliability than, for example, the roof-top chiller solutions in widespread use today.

For DC applications, DESMI provides pump-ing solutions both for water intake, centralised cooling plants and the piping network itself. And, while competition is fierce in this market segment, there’s a crucial difference the com-pany can make – based on a deep legacy of working with seawater and cooling applica-tions in confined spaces. Michael Hager ex-plains: “DESMI has special skills in minimis-ing both floorspace and maintenance – both of which are key issues on board sea-going vessels or rigs where many of the company’s products are born and refined.” “The benefits of our unique skillset are clear, really. In real estate, every square metre has a value, either rented out or sold. If you can free up a square metre, you increase profitability for the owner. If you have to use it for facility management, it’s a cost. With our know-how about squeez-ing big things into the smallest possible spaces, we’re focused on turning those costs into profits.”Building a track record Despite not having had a local presence in the region until now, DESMI is already building an impressive track record, beginning with a DC installation for the prestigious Dubai Metro project to provide cool air for metro stations during the construc-tion and commissioning period. For the five district cooling plants built for the project, the company has provided its NSL125-330 centrifugal pumps, each with a capacity of 162 m3/h at 35 mLC and bringing centralised cooling via 52 kilometres of pre-insulated, buried steel piping to all Dubai Metro stations.

DESMI’s district cooling equipment has con-tributed to a reduced electromechanical foot-print inside each station, and has decreased total power consumed by 30-50%. This, in turn, has reduced the total carbon footprint, as well as noise and vibration, in comparison with the usual solution of having roof-top air-cooled chillers and pumps.With sales already established in the region for DESMI’s marine and offshore, industrial, and oil spill response products and ser-vices, the Dubai office is primarily focused on serving utilities in the region, aiming to become a major player in pumping appli-cations for cooling and power generation businesses. Naturally, this part of the world has its challenges, too. Utilities, in particular, are strongly price-driven, hunting for quality at bargain-basement pricing wherever they can get it. With the Far Eastern manufacturing countries aggressively marketing their wares, the challenge for European and American vendors is to offer clear added value that can differentiate them.Fresh thinking A good example of this added value comes in the form of next-generation pumps designed and marketed by DESMI around the world. Today, the pump configu-ration most often specified by engineering consultants for DC is the split-case horizontal pump. “Almost every DC uses horizontal pumps, and many customers seem unaware that things have moved on,” says Michael Hager. “But vertical in-line pumps like our NSL series take up 50% less space. We’ve also designed a flexible spacer coupling that allows access to the pump heart without removing the elec-tric motor. So these pumps are cheaper and easier to access for repairs and maintenance – to get to the heart of the pump you just remove a few screws and you’ll be standing with the impeller in your hand.”On home ground While he hails from Ger-many originally, Michael Hager is no stranger to Dubai, having arrived in the region in 2002 to take up a position as the sales and market-ing manager for a gas engine manufacturer. More than a decade later, he and his family consider Dubai to be their second home.“I enjoy the fast-paced working environment with its daily challenges. Dubai is challenging, hectic and demanding – yet rewarding if you can keep up with the pace. This is where it all happens.”

“Dubai is challenging, hectic and demanding – yet reward-ing if you can keep up with the pace. This is where it all hap-pens.”

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It would assist readers if we split private equity into “institutional private equity” (IPE) and “private equity” (PE).The latter (PE) has been a feature of the development of Greek shipping, especially after WW II. Many prominent Greek names commenced their shipping business on the basis of the support of a multitude of private investors. These were usually known to be management with family and / or common origin roots and some were among their management staff and at times supplier or associates.The lure of “rags to riches” and the suc-cessful reputation that Greek shipping soon developed, led to an ever growing trend towards shipping PE. Especially in the last 10 – 15 years, many Greek indus-trial names diversified into shipping either via PE participations or by instigating their own shipping companies. As Greek ship-ping became more international, numerous non-Greeks also became private investors in Greek shipping. The development of Greek publicly quoted shipping companies also attracted PE into such companies, via share acquisitions, offering both anonymity and the ability to exit at will (subject to the prevailing share price).Due to the confidentiality that prevails in PE, it is difficult to estimate the exact amount of PE capital generated over the years and outstanding today. Based on our experience and knowledge of private and public companies over the years, we would estimate the percentage of PE in Greek shipping to be approximately 15%-20% total capital.The development of IPE has been a rela-tively modern phenomenon. In the 1970’s and 1980’s, investment in shipping was seen as rather exotic and frowned upon by investment institutions.Scandinavia and Northern Europe was an exception, as shipping companies were closed to institutions and banks and as such, investment in shipping became more common place. The development of KG and KS investment schemes assisted both PE and IPE, to develop in Germany and Scandinavia, whilst Holland, too, has ex-amples of IPE, now well into their second decade.The “game changer” came with the devel-opment of US IPE. Following the financial crisis of 2008, the collapse of the inter-bank market, the de-leveraging by banks, quantitative easing and low deposit rates, a great exodus of liquidity was channeled into US IPEs. Such was the abundance of money that it became increasingly difficult

to find attractive investments that offered a satisfactory mix of risk versus reward. Shipping caught the eye of an increasing number of major IPEs, many of which had participated in US listed shipping public companies i.e. Oaktree, Blackstone, York, Monarch and others.There was, also, a crisis lead, rapid development of “distress funds”. These are IPEs looking for distress situations that may arise either in bank’s lending portfo-lios or in shipping companies.In the last few years, the IPE phenomenon spread to outside the US, with sepa-rate institutions springing up in London, Germany, Norway and elsewhere. For the first time, similar interest appeared in the Far East, with Singapore, Hong Kong and other shipping centers developing a number of IPEs. In addition, leasing companies expanded their financing role by entering into shipping investments, if projects justified it. There has, also, been a resurgence of the “Norwegian invest-ment model”, with substantial IPEs being drawn to this market, with an emphasis in offshore shipping.In Graph 1, you will see the changes that have taken place in the sources of funding from international shipping in only 2 years, 2012 and 2014. Bank debt declined from 43% to 36%, on account of the reduced appetite and ability to lend by shipping banks. Private equity (IPEs) maintained its share at 22% but the amounts involved grew from $246 bn to $278 bn. Interest-ingly, public equity funds fell from 20% to 15%, over the two-year period.

A clearer indication of the growth of IPEs is shown in Graph 2. You will observe the growth in total private equity investments. This is linked to IPE and not to PE, whose overall figures and annual investments are relatively unknown. With an unfunded order book of approx. $115 bn, there is room for substantial more investments by IPE providers.Although dry bulk shipping and the container sector have failed, as of today, to fulfill IPE expectations, other shipping sectors, such as tankers, appear more promising. As a consequence of the previously poor shipping market, there has been a slowdown in IPE shipping activity, in recent months. However, in the light of low vessel prices, inerest in finding IPE has grown, as many owners consider investing at this time, as a relatively low risk and sufficiently attractive to take on board the complications of symbiosis with an IPE.

Does the growth of IPE represent a threat to Greek Shipping?Whilst both PE and IPE are looking to maximise investment returns, there are fundamental differences between them.PE normally involves minority participa-tions in the capital of vessels, whereas IPE normally takes a majority position. IPE wishes, thus, to control / strongly influence the investment and is more active than PE, which tends to be passive. IPE wishes to control the exit of the investment as well, via time deadlines for the sale of vessels or when minimum investment returns shall have been achieved. On occasion, where they are dissatisfied with the manage-ment’s performance of the managers, IPE may appoint new managers.IPE is, also, actively involved in the moni-toring of an investment and willing, (as well as legally able) to terminate its involve-ment whenever it has reasons to do so.PE tends to have a longer investment horizon than IPE and often would provide funds to all or most of an owner’s proj-ects. IPE, instead, is highly selective on the projects it wishes to invest in and will proceed only with those that strictly meet its exacting criteria, as to envisaged rates of return, quality of partner and timing.IPE has no fundamental wish to be in-volved in shipping at all times and will do so only in the rare occasions it believes such involvement offers extremely attrac-tive risk / reward ratio. PE, instead, tends to be more committed to shipping and to an owner over a longer timeframe.

The impact of private equity in shipping; does this represent a threat to Greek Shipping?

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


IPE has the resources to add further amounts in an investment and, if necessary, to buy out a partner or an underlying bank loan. As such, its options are wider than those of PE.PE tends to be more patient in awaiting for a market recovery, when an investment turns sour, whereas IPE, having a shorter investment horizon, may look for earlier ex-its to “cut its losses”. Taking a loss is of an issue for IPE, as it relies on diversification.Lastly, a key difference lies in the target investment returns sought by IPE. These are usually a minimum of 15% per annum and often targets over 20% per annum are

sought. These are extremely high tar-gets and can only be sought for relatively short-term opportunities, when an imminent market recovery is both expected and finally materialises. PE has less rigid expectations and tends to look for longer-term opportuni-ties.Needless to say that there are big differenc-es in the approach and handling between IPEs and the same applies for PE. Howev-er, on the whole, the above characteristics are those that characterise the differences between PE and IPE.Shipping is a highly volatile and cyclical industry. The long-term returns of shipping,

based on academic studies, show an average long term return of closer to 5% over a timeframe of 20 years. This rate may change if the period covers prominent troughs or peaks.Consequently, in order to make the minimum returns sought by IPE, an investment has to be initiated at the right point in the cycle. As all readers know, this is far from easy and there are often exogenous factors that affect shipping cycles.Should IPE and PE get the timing of entry / exit right for each investment, then the results are expected to be very satisfactory. Should, however, the market fail to provide the envisaged recovery / rise, things become more complicated.IPE, faced with the non-realisation of their targets, will need to adjust their strategy. This adjustment may be either to close out the investment or wait for a while longer for a better exit time or, possibly, add more investments at better vessel prices i.e. averaging down.The danger to Greek shipping lies in IPE losing faith in the investment and wishing to sell the vessels in an already depressed market. Such a distress sale would not only add downward pressure to already low vessel prices but would result in the disposal of “Greek” vessels. Consequently, such forced sales would, also, largely eliminate the capital provided by Greek owners, together with IPE. To the extent that many Greek owners have funded their extensive vessel purchas-es and newbuildings with IPE, a forced sale by IPE would put a large part of Greek shipping in danger.There is, however, also, a contrary view; namely, that many Greek owners may seek to exploit the above situation and buy out the IPE at what may well be advantageous prices.Thus far, the disappointing dry bulk market has not resulted in a mass exo-dus of IPE from shipping. This situation may well change, should the market fail to pick up, in the next 1 – 2 years.IPE in shipping is going through a fast learning curve. As such, it is expected that IPE will adjust its interest in ship-

ping and further define the methodology it shall use. It is, also, possible that IPE will seek to consolidate its investments into a fewer number of “Greek owners”, based on its experience. Consequently, I do not regard IPE as “easy prey” in the event of a poor market, as it still holds most of the cards and has the capacity to take deci-sions to protect its interests.

For Greek owners, who have used OPM (other people’s money) and have realised their wish to grow via IPE, my comment is “be wary of what you wish for”.

Sources – January 2012 Sources – January 2014

Government, USD 60, 6%

Bonds, USD 59, 5%

Public Equity, USD 223, 20%

Bank Debt, USD 477, 43%

private Equity, USD 246, 22%

Unfunded Orderbook, USD

47, 4%

Government, USD 137, 11%

Bonds, USD 94, 7%

Public Equity, USD 190, 15%

Bank Debt, USD 455, 36%

private Equity, USD 278, 22%

Unfunded Orderbook, USD

115, 9%

2012 - World Fleet & Orderbook Value USD 1.112 trillion 2014 - World Fleet & Orderbook Value USD 1.269 trillion

Source: Tufton Oceanic data

Graph 1

Source: Drewry – November 2014

Graph 2

Η 8η Ετήσια Συνάντηση του Ελληνικού Ινστιτούτου Ναυτικής Τεχνολογίας εστίασε στα καύσιμα και στις πρακτικές που υποστηρίζουν τη στροφή της παγκόσμιας ναυτιλίας προς την ελαχιστοποίηση των εκπομπών αερίων που επιβαρύνουν το ατμοσφαιρικό περιβάλλον, προκειμένου ν’ αντιμετωπιστούν τόσο τοπικής φύσεως ζητήματα ρύπανσης (εκπομπές διοξειδίου του θείου και οξειδίων του αζώτου καθώς και αιρουμένων σωματιδίων) όσο και παγκόσμιας κλίμακας επιδράσεις στην ατμόσφαιρα που δημιουργούν π.χ. το φαινόμενο του θερμοκηπίου. Mοχλός για τη στροφή αυτή της παγκόσμιας ναυτιλίας υπήρξε ο οικονομικός παράγων που συνδέει την επίτευξη των περιβαλλοντικών στόχων με επιλογές που λαμβάνουν χώρα μέσα στον μικρόκοσμο των εταιριών. Οι τεχνολογικές επιλογές αφορούν τόσο τους κατασκευαστές (συστημάτων πρόοωσης, ανάκτησης ενέργειας, κατακράτησης ρύπων κ.λπ.) όσο και τους ναυπηγούς που καλούνται να ξαναμελετήσουν τις βέλτιστες γραμμές, ταχύτητες κ.λπ. για τους τύπους πλοίων του μέλλοντος. Μία απ’ τις προκλήσεις που έχουμε μπροστά μας, με ορίζοντα την 1η Ιανουαρίου 2015, αφορά τα 14,000 περίπου πλοία που επισκέπτονται περιοχές όπου έχει επιβληθεί αυστηρός περιορισμός εκπομπών διοξειδίου του θείου (sulphur emissions control area – SECA). Γι’ αυτά θ’ απαιτείται, σύμφωνα με τον κανονισμό 14 του παραρτήματος VI της MARPOL, να χρησιμοποιούν καύσιμο με περιεκτικότητα σε θείο χαμηλότερη του 0.1% (κατά μάζα). Στις επιλογές που έχουν προταθεί περιλαμβάνονται: Α) Η χρήση παραγώγου απόσταξης πετρελαίου με πολύ χαμηλή περιεκτικότητα σε θείο, που είναι βεβαίως ακριβό αλλά η επιβάρυνση μεταφέρεται συνήθως στους ναυλωτές. Όμως η πρακτικότητα της υιοθέτησής του σε μεγάλη κλίμακα εξαρτάται απ’ τη δυνατότητα των διυλιστηρίων ν’ ανταποκριθούν στην πολύ μεγάλη ζήτηση. Β) Η μετατροπή των πλοίων (μηχανοστάσιο, δεξαμενές καυσίμου) ώστε να καίνε υγροποιημένο φυσικό αέριο (LNG). Αυτό φαίνεται ως ελκυστική λύση, ιδιαίτερα για τις νέες κατασκευές. αλλά πρέπει να δημιουργηθεί υποδομή με εκτεταμένο δίκτυο σταθμών εφοδιασμού. Γ) Η εγκατάσταση scrubber για την απομάκρυνση απ΄ τα καυσαέρια του διοξειδίου του θείου, και σε κάποιες περιπτώσεις, Δ) η απόσυρση των πλοίων συμβατικού καυσίμου απ’ τις περιοχές SECA. Όμως η αναζήτηση οικονομικά αποτελεσματικών λύσεων δεν θα πρέπει ν’ αποσυνδεθεί απ΄ το μεγάλο περιβαλλοντικό πρόβλημα για τις επόμενες γενιές, την υπερθέρμανση του πλανήτη, το οποίο δεν αντιμετωπίζεται μέσω των παραπάνω επιλογών.Στα πλαίσια του παραπάνω προβληματισμού παρουσιάστηκαν πρωτότυπες εργασίες με διαφορετικές περιοχές εστίασης. Περιγράφηκαν

οι απαιτήσεις για την αποθήκευση, τον ανεφοδιασμό και την χρήση του LNG που θα πρέπει να συνοδεύει την μετασκευή μιας υπάρχουσας προωστήριας εγκατάστασης. Επιπλέον παρουσιάστηκαν τα τεχνικά χαρακτηριστικά των αποσταγμάτων που χρησιμοποιούνται ως καύσιμα και των πιθανών λειτουργικών προβλημάτων που μπορεί να παρουσιαστούν κατά την χρήση τους. Αναλύθηκαν επίσης ζητήματα που αφορούν την εναρμόνιση με την Ευρωπαϊκή νομοθεσία για την παρακολούθηση, αναφορά και επαλήθευση των εκπομπών διοξειδίου του άνθρακα καθώς επίσης και τους ελέγχους που διενεργούνται στην Ευρωπαϊκή ECA και τις αιτίες μη συμμόρφωσης με τις αντίστοιχες απαιτήσεις. Στα πλαίσια της περιβαλλοντικής προστασίας παρουσιάστηκε μια πρωτότυπη πειραματική διάταξη μεταβλητής οδεύσεως καυσαερίων για εξάλειψη εκπομπών καπνού κατά την εκκίνηση και αύξηση φορτίου ναυτικών κινητήρων. Η χρήση βιομιμητικών συστημάτων τύπου παλλόμενων πτερυγίων τοποθετημένα επί της γάστρα του πλοίου μπορεί να οδηγήσει στην υποβοήθηση της κύριας πρόωσης του πλοίου με εκμετάλλευση της κυματικής ενέργειας σύμφωνα με μελέτη που παρουσιάστηκε. Μια άλλη θεματική περιοχή που απασχόλησε τις εργασίες του συνεδρίου ήταν η ασφαλής λειτουργία του πλοίου. Συγκριμένα περιγράφηκαν εξελιγμένες τεχνικές αξιολόγησης της διακινδύνευσης της διαδικασίας μεταφοράς φορτίου από πλοίο σε πλοίο, συνδυάζοντας συστήματα ασαφούς λογικής με νευρωνικά δίκτυα. Επιπλέον διερευνήθηκε η χρήση της μαθηματικής μοντελοποίησης και προσομοίωσης για την ποσοτική αποτίμηση των επιπτώσεων μίας ή περισσοτέρων βλαβών στην λειτουργία ναυτικών μηχανολογικών συστημάτων. Τέλος, παρουσιάστηκαν εργασίες για τις σύγχρονες τάσεις στην αρχιτεκτονική σχεδίαση και διαμόρφωση των χώρων επιβατηγών πλοίων. Οι θεματικές ομιλίες του συνέδριου κάλυψαν ένα ευρύ πεδίο ενδιαφερόντων. Περιγράφτηκαν η πρόοδος της βιομηχανίας στην σχεδίαση και την μελέτη προωστήριων συστημάτων, οι εξελίξεις που αφορούν την κρουαζιέρα και γενικότερα τον θαλάσσιο τουρισμό, οι περιβαλλοντικές πολιτικές που εφαρμόζονται στο λιμάνι του Πειραιά και οι προσπάθειες εισαγωγής «πράσινων» τεχνολογιών στον χώρο της μετασκευής και εξοπλισμού των πλοίων. Οι τεχνικές παρουσιάσεις των χορηγών του συνεδρίου επικεντρώθηκαν σε κρίσιμες θεματικές ενότητες του συνεδρίου όπως οι προοπτικές του LNG ως καυσίμου, η χρήση των ναυτιλιακών αποσταγμάτων, οι εξελίξεις στους διεθνείς περιβαλλοντικούς κανονισμούς, κανονισμούς και εργαλεία μελέτης πετρελαιοφόρων καθώς επίσης και τεχνικές αξιολόγησης σύγχρονων προωστήριων συστημάτων. Επιπλέον παρουσιάστηκε η οπτική του ναυπηγείου για την χρήση του LNG ως καύσιμο, μηχανολογικά συστήματα που θα συνδράμουν κατά την λειτουργία σε περιοχές ECA και το επίκαιρο θέμα της ναυτικής εκπαίδευσης. Η στενή σχέση του ΕΛΙΝΤ με το συνέδριο ΙΜΑΜ συνεχίστηκε και στην φετινή συνάντηση με την παρουσίαση τριών εργασιών Ελλήνων ερευνητών. Ειδικότερα, παρουσιάστηκε η δυναμική συμπεριφορά ενός ιστιοπλοϊκού υπό την επίδραση τυχαίων και κανονικών πρωραίων κυματισμών, η μελέτη πετρελαιοκηλίδας με την βοήθεια προσομοίωσης και η πειραματική διερεύνηση εμφάνισης ασταθειών κάθετα διεγειρόμενης δεξαμενής που φέρει υγρό. Τέλος, η συζήτηση στρογγυλής τραπέζης επικεντρώθηκε στο θέμα της συμμόρφωσης των πλοίων της ναυτιλίας μικρών αποστάσεων με τους περιβαλλοντικούς κανονισμούς εκφράζοντας απόψεις από διάφορους φορείς. Η Ετήσια Συνάντηση τελούσε υπό την αιγίδα των : - Υπουργείου Ναυτιλίας και Αιγαίου - Υπουργείου Περιβάλλοντος, Ενέργειας και Κλιματικής Αλλαγής - Ναυτικού Επιμελητήριο Ελλάδος- Ένωσης Εφοπλιστών Ναυτιλίας Μικρών Αποστάσεων ( ΕΕΝΜΑ)

Επίσημος Χορηγός Επικοινωνίας: KAΘΗΜΕΡΙΝΗ και kathimerini.gr – Λοιποί Χορηγοί Επικοινωνίας : ΕΦΟΠΛΙΣΤΗΣ, ΕΛΝΑΒΙ, ΝΑΥΤΙΚΑ


ΑΠΟΛΟΓΙΣΜΟΣ ΣΥΝΑΝΤΗΣΗΣ EΛINT 2014 ΕΛΛΗΝΙΚΟ ΙΝΣΤΙΤΟΥΤΟ ΝΑΥΤΙΚΗΣ ΤΕΧΝΟΛΟΓΙΑΣ


ΧΡΟΝΙΚΑ, maritimes.gr, nafsgreen.gr, κ.ά, skolarikos.gr, portnet.gr…

Χορηγοί και Υποστηρικτές (αλφαβητικά): Gold Sponsors : ALFA LAVAL ΑΕΒΕ, LLOYD’S REGISTER, NKOM Na-kilat – Keppel Offshore & Marine Ltd., NORSAFE, OCEANKING Τechnical and Trading SA, O.Λ.Π. Α.Ε. Piraeus Port Authority SA, TECHNAVA SA, WARTSILA Greece. Silver Sponsors : ABS, BUREAU VERITAS, COSMOS – NAUTICAL TRAINING CENTER, DNV GL, MARITA HEL-LAS SA, NATIONAL BANK OF GREECE, NEW YORK COLLEGE, RINA SERVICES. Supporters : ΔΕΣΦΑ AE – DESFA SA, DIANA, HEMEXPO, TSAVLIRIS SALVAGE.

Ευχαριστίες ΕΛ.Ι.Ν.Τ.Με τη στήριξη του Διοικητικού Συμβουλίου του Ινστιτούτου, της Οργανωτικής και Επιστημονικής Επιτροπής του Συνεδρίου, τους ομιλητές, συγγραφείς και κριτές των εργασιών, της Γραμματείας του Ινστιτούτου, όπως επίσης τους συντονιστές και λοιπούς εθελοντές των συνεδριών, το ΕΛ.Ι.Ν.Τ., ένας μη κερδοσκοπικός φορέας που στηρίζεται στην εθελοντική προσφορά έργου εκ μέρους των μελών του, εξελίσσεται ώστε να υπηρετεί καλύτερα τον τεχνολογικό τομέα της Ναυτιλίας, προσφέροντας το κατάλληλο ‘έδαφος’ για την ευδοκίμηση νέων ιδεών και μεθόδων.

Ετήσιο Δείπνο – Απονομή Βραβείου ΕΛ.Ι.Ν.Τ. 2014 Το Ελληνικό Ινστιτούτο Ναυτικής Τεχνολογίας έχει θεσμοθετήσει την απονομή του Ετήσιου Βραβείου ΕΛ.Ι.Ν.Τ. στη διάρκεια του επίσημου Ετήσιου Δείπνου του Ινστιτούτου. Το βραβείο ΕΛ.Ι.Ν.Τ. 2014 απονεμήθηκε στον πρωτεργάτη του σχεδιασμού πλοίων στην Ελλάδα, στο Ναυπηγό (σήμερα και Πλοιοκτήτη) κ. Άρη Θεοδωρίδη, παρουσία άνω των 200 μελών, εκπροσώπων φορέων και χορηγών, επίσημους προσκεκλημένους (ΥΝΑ, Ίδρυμα ΝΙΑΡΧΟΣ, εταιρίες), ΜΜΕ, χορηγούς επικοινωνίας και φορείς Ναυτιλιακής κοινότητας, το βράδυ της 19Ης Νοεμβρίου, στον Ναυτικό Όμιλο. Με ομόφωνη απόφαση του Δ.Σ. και της Συμβουλευτικής Επιτροπής ΕΛΙΝΤ, το βραβείο Ναυτικής Τεχνολογίας 2014, απονεμήθηκε στον κ. Άρη Θεοδωρίδη για το σημαντικό έργο

του στη διάρκεια της σταδιοδρομίας του ως μελετητής Ναυπηγός Μηχανολόγος. Ο κ. Α. Θεοδωρίδης, συνέβαλε αποφασιστικά στην ανάπτυξη τεχνογνωσίας σχεδιασμού πλοίων διαφόρων τύπων τα οποία κατασκευάστηκαν στην Ελλάδα και στο εξωτερικό. Αξιομνημόνευτη είναι η συνεισφορά του στις ναυπηγήσεις πλοίων ανοικτού τύπου που χρησιμοποιήθηκαν ευρύτατα στην Ελλάδα καθώς και στις μεγάλες μετασκευές πλοίων σε κρουαζιερόπλοια. Για την απονομή του βραβείου ελήφθη επίσης υπόψη η κοινωφελής δραστηριότητα την οποία έχει αναπτύξει τα τελευταία χρόνια. Τον βραβευθέντα προλόγισαν με ομιλίες τους οι : Ι. Κουιμάνης, Ναυπηγός – Μηχανικός, Μέλος Σ.Ε. ΕΛ.Ι.Ν.Τ., Κ. Σπύρου, Πρόεδρος ΕΛ.Ι.Ν.Τ., Δημήτρης Ορφανός, Ναύαρχος και πρώην Αρχηγός του Λιμενικού Σώματος.

ΤΟ ΠΡΟΓΡΑΜΜΑ ΤΗΣ ΔΙΗΜΕΡΗΣ ΣΥΝΑΝΤΗΣΗΣ ΕΛΙΝΤ 2014 ( 18 ΚΑΙ 19 ΝΟΕΜΒΡΙΟΥ, ΙΔΡΥΜΑ ΕΥΓΕΝΙΔΟΥ )Την Ετήσια Συνάντηση Ναυτικής Τεχνολογίας ΕΛΙΝΤ 2014, τίμησαν με την παρουσία τους οι : (χαιρετισμοί)Γ. Γράτσος, Πρόεδρος Ναυτικού Επιμελητηρίου ΕλλάδοςX. Σημαντώνης, Πρόεδρος της Ένωσης Εφοπλιστών Μικρών Αποστάσεων, Δ. Μητσάτσος, Γενικός Διευθυντής HELMEPAΧ. Γιορδαμλής, Μέλος του Εκτελεστικού Συμβουλίου HEMEXPO

(Θεματικές Ομιλίες)- ‘Recent Industry Advances on Propulsion’, E. Boletis, Director, Research & Development, Business Line Propulsion, Wärtsilä Ship Power - ‘Εξελίξεις στο χώρο του θαλάσσιου τουρισμού’, Θ. Κόντες, Πρόεδρος Ένωσης Εφοπλιστών Κρουαζιερόπλοιων και Φορέων Κρουαζιέρας- ‘Design and operation of ships’, Ε.Ζούπας, Drasis Shipping CO S.A.- ‘Πολιτική προστασίας περιβάλλοντος του ΟΛΠ & Ευρωπαϊκές Προκλήσεις’, Σ. Χατζάκος, General Manager of Piraeus Port Authority and Honorary President of MedCruise, ΟΛΠ Α.Ε.- ‘Green technologies, retrofits in GREECE’, A. Σίγουρας, Αντιπρόεδρος ΕΛΙΝΤ, Δ/νων Σύμβουλος ΝΑΥΣΟΛΠ Α.Ε.


(Επιστημονική Θεματολογία)Ναυτιλιακά καύσιμα: εξελίξεις και προοπτικές - «Χρήση LNG ως καύσιμο πρόωσης σε πλοία», Δ. Πειρουνάκης, Π. Μηζύθρας, Ελληνικός Νηογνώμων - «Αποστάγματα ως ναυτιλιακά καύσιμα – ποιοτικά χαρακτηριστικά και πιθανά λειτουργικά προβλήματα», Ε. Μπακογιάννη, Χ. Σχοινάς, ΑΕΝ/Μηχ/Μακεδονίας - Β. Σταματόπουλος, DNVPS

Επιβατηγά πλοία: η οπτική του αρχιτέκτονα- «Σύγχρονες τάσεις στο σχεδιασμό επιβατηγών πλοίων», Α. Κουτσουκώστα, Μ. Φιλιππίδη, ΑΜΚ Architecture- «Σχεδιασμός και λειτουργία πλοίου: η εξέλιξη της ναυπηγικής και η συμμετοχή της αρχιτεκτονικής στα πλοία», Π. Καραβατάκης ARCH-MID

Πρακτικές για τη συμμόρφωση με Ευρωπαϊκούς περιβαλλοντικούς κανονισμούς- «Παρακολούθηση, Aναφορά και Eπαλήθευση Eκπομπών Kαυσαερίων (MRV)», Ι. Κοκαράκης, Bureau Veritas, Κ. Γαλάνης ,Seanergy Maritime Holdings- «ECAs κανονισμοί θείου: πρακτική εφαρμογής, αιτίες-προβλήματα μη συμμόρφωσης στην Ευρώπη και ενδεδειγμένες ενέργειες», Ε. Μπακογιάννη, Χ. Σχοινάς, ΑΕΝ/Μηχ/Μακεδονίας, Β. Σταματόπουλος, DNVPS

Μελέτες ασφάλειας στη λειτουργία του πλοίου- «Ανάλυση Ρίσκου στη Μεταφορά φορτίου από Πλοίο σε πλοίο (STS transfer of cargo): Συμβατικές και προηγμένες μέθοδοι προσδιορισμού», N. Βεντίκος, Δ. Σταύρου, ΣΝΜΜ/Ε.Μ.Π- «Μέθοδοι Υπολογιστικής Μοντελοποίησης και Προσομοίωσης στην Αξιολόγηση Ασφάλειας σε Πολύπλοκα Ναυτικά Μηχανολογικά Συστήματα», Α. Ζυμάρης, Γ. Δημόπουλος, Ν. Κακαλής, DNV GL Strate-gic Research & Innovation, Piraeus, Greece - E. Rüde, DNV GL Safety Research, Hamburg, Germany

Πρωτότυπες εφαρμογές ναυτικής τεχνολογίας - «Experimental exhaust system with controllable gas-flow bypass through particulate filters, for smoke emissions abatement during load-up transients in marine engines», Γ. Παπαλάμπρου, Φ. Παπούλιας, Σ. Τοπάλογλου, Ν. Κυρτάτος, ΣΝΜΜ/Ε.Μ.Π.- «Βιομιμητικοί προωστήρες τύπου παλλόμενων πτερυγίων για την υποβοήθηση της πρόωσης πλοίου σε κυματισμούς», Κ. Μπελιμπασάκης, Ε. Φίλιππας, ΣΝΜΜ/Ε.Μ.Π.

Συντονιστές(αλφαβητικά): Σ. Αναστασάκη, Ναυπηγός-Μηχανικός, Επιθεωρητής πλοίων, Γ. Βοζίκης, Διευθυντής ΕΕΝΜΑ, Σ. Δανιόλος, Minerva Marine Inc., Π. Ζαχαριάδης, Atlantic Bulk Carriers Management Ltd., Ν. Θεμελής, Επιστ.Επιτροπή ΕΛΙΝΤ, ΕΜΠ, I. Κουιμάνης, Ναυπηγός-Μηχανικός, Μέλος Συμβ.Eπιτροπής ΕΛ.Ι.Ν.Τ., Γ. Κοτρέλ, Euromarine Ltd., M. Μαντζαφός, Hellenic Lloyd’s S.A., Ε. Μπασδάνη, Αρχιπλοίαρχος Λ.Σ. (ε.α.), Κ. Μπελιμπασάκης, Ε.Μ.Π., Α. Παπαπέτρος, Bogdanos Marine, Γ. Πρατικάκης, Naval Architecture Progress & HELENGI Engineering Ltd., A. Σίγουρας, Aντιπρόεδρος ΕΛ.Ι.Ν.Τ., ΝΑΥΣΟΛΠ Α.Ε.Συζήτηση Στρογγυλής Τραπέζης «Συμμόρφωση των Πλοίων της Ναυτιλίας Μικρών Αποστάσεων με τους Περιβαλλοντικούς Κανονισμούς – Διερεύνηση Οικονομοτεχνικών Παραμέτρων»Συντονιστής: Γ. Βοζίκης, Διευθυντής ΕΕΝΜΑ• Γιαννούλης Παναγιώτης, Πρόεδρος Oceanking S.A., εκπρόσωπος SPC Greece στο ESSF• Θεοτοκάς Ιωάννης, Καθηγητής Τμήματος Ναυτιλίας & Επιχειρηματικών

Υπηρεσιών Πανεπιστημίου Αιγαίου• Κορρές Άλκης, Εντεταλμένος Σύμβουλος επί Ευρωπαϊκών Υποθέσεων ΕΕΝΜΑ• Παπαδημητρίου Ευστράτιος, Καθηγητής Τμήματος Ναυτιλιακών Σπουδών Πανεπιστημίου Πειραιώς• Σακέλλης Μιχαήλ, Πρόεδρος Συνδέσμου Επιχειρήσεων Επιβατηγού Ναυτιλίας• Σημαντώνης Χαράλαμπος, Πρόεδρος της Ένωσης Εφοπλιστών Μικρών Αποστάσεων

(Τεχνικές παρουσιάσεις χορηγών)Α μέρος – Νηογνώμονες- ‘Πλοία με καύσιμο πρόωσης το υγροποιημένο αέριο’, Γ. Τεριακίδης, Regional Business Development Manager, DNV GL Maritime- ‘Exploration of the current and future fuel landscape’, Μ. Κυρατσούδη, FOBAS Senior Specialist, Hellenic Lloyd’s S.A- ‘Environmental regulatory developments’, Σ. Φραδέλος, Principal Engi-neer, Environmental Performance, ABS- ‘Bureau Veritas & oil tankers’, Γ. Ανδρεάδης, Manager Marine Center, Bureau Veritas - ‘Technology qualification: a powerful tool for innovative propulsion projects’, Μ. Μαρκογιάννης, Manager, RINA Greece Plan Approval & Technical Support Centre

Β μέρος – Εταιρίες- ‘ME-GI – LNG as Fuel Retrofit, The Shipyard’s Perspective’, Κ. Αντωνόπουλος, Senior Commercial Manager, N-KOMWΤα Ναυπηγεία NKOM εδρεύουν στο Κατάρ. Είναι μια υπερσύγχρονη μονάδα, με 3 δεξαμενές μεγέθους VLCC και QMAX, η οποία έχει φέρει επιτυχώς σε πέρας επισκευές πλοίων όλων σχεδόν των τύπων, κυρίως tankers και LNG/LPG. Με μετόχους τις NAKILAT (Qatar Gas Trans-port) του Κατάρ και KOM (Keppel Offshore & Marine) της Σιγκαπούρης, η ΝΚΟΜ, έχοντας ήδη πιστούς πελάτες από την Ελληνική αγορά, παρουσίασε, δια του εμπορικού διευθυντή της κ. Κωστή Αντωνόπουλου, την πρώτη μετατροπή στον κόσμο ME-GI η οποία θα λάβει χώρα την Άνοιξη του 2015 στα ναυπηγεία της. Επιπρόσθετα, στην παρουσίαση, εστιάστηκε η συμμετοχή της ΝΚΟΜ, μέσω της συμφωνίας που υπέγραψε με την εταιρεία HELENGI , στο Ευρωπαϊκό Πρόγραμμα POSEIDON-MED δια του οποίου προωθείται η χρήση του LNG ως καυσίμου. Η ΝΚΟΜ εκπροσωπείται στην Ελλάδα από την εταιρεία GIAVRIDIS MARINE SERVICES.- ‘Innovative Change Over and Cooling System from Alfa Laval for run-ning with Gas Oil into ECA areas’, Δ. Πούλος, Marine and Diesel Power Manager, ALFA LAVAL H Alfa Laval παρουσίασε τις προκλήσεις που υπάρχουν κατά την εναλλαγή του καυσίμου απο ελαφρύ MGO σε βαρύ HFO και αντίστροφα κατά την είσοδο και έξοδο των πλοίων από τις περιοχές ECA. H Alfa La-val, καινοτόμος εταιρία παραγωγής μηχανημάτων ναυτιλίας (και όχι μόνο) άμεσα σχεδίασε και έχει πλέον στην ομάδα των προϊόντων της σύστημα εναλλαγής καυσίμου και ψύξης για την ομαλή διεργασία αλλαγής των παραπάνω καυσίμων που στην συνέχεια θα προστατεύσει τις μηχανές από επώδυνες καταστάσεις.

Γ μέρος - Ειδική Παρουσίαση Ιδιωτική Ναυτική Εκπαίδευση: Η Επόμενη Μέρα, Ν. Γκουσόπουλος, Διευθυντής Ναυτιλιακών Σπουδών, New York College Η συγκεκριμένη παρουσίαση περιέγραψε, πώς προβλέπεται να διαμορφωθεί το τοπίο στο χώρο της ναυτικής εκπαίδευσης, μετά την ολοκλήρωση του θεσμικού πλαισίου για την θέσπιση της ιδιωτικής ναυτικής εκπαίδευσης, που αναμένεται να γίνει στις αρχές του νέου έτους.

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


ApplicationStricter fuel oil regulations imposed by the International Maritime Organization and national and regional authorities call for ships to change over from heavy fuel oils (HFO) to low-sulphur distillate fuel oils in designated Emission Control Areas.Switching over from HFO to light fuel poses operational challenges, including fuel viscos-ity, lubricity and combustion quality. Ship own-ers and operators must therefore modify fuel oil systems onboard new and existing ships to ensure the protection of fuel oil injection com-ponents. Cooling units are required to reduce the temperature of low- sulphur marine gas oil in order to supply a proper fuel to the engine.

Advanced Cooling System from Alfa LavalThe Advanced Cooling System (ACS) is a reliable, fully automatic fuel cooling system that facilitates fuel oil changeover while maintaining fuel viscosity within the limits set by engine manufacturers. Inside the high-pressure stage of fuel condi-tioning, the ACS replaces the heating phase with a cooling phase, in order to keep the distillate fuel temperature low and ensure the proper viscosity.The ACS can integrate the Alfa Laval Fuel

Conditioning Module (FCM) as well as any other booster system, on new buildings or ships in operation.

Features and benefitsCompliance with new fuel regulations ACS allows the operators to:• Achieve easy and full automated fuel changeover procedures• Handle up to 3 different fuels• Perform direct (HFO to MGO) and interme-diate (HFO to MDO to MGO) fuel changeover procedure

SafetyACS provides cutting edge control of variation in fuel temperature and viscosity. This makes possible to achieve safe fuel changeover procedures by avoiding any thermal shock and any drop in fuel viscosity.

Integration• Seamless communication between ACS and FCM for automatic and reliable fuel change-over procedures• Full compatibility of ACS with any fuel condi-tioning module, even from other suppliers

Automation• ACS is fully automated and easy to operate• Possibillity of full process control from

remote panel• Full changeover procedure customization by controlling all process parameters

Versatility• Optional chiller unit available for the supply of proper cooling media to ACS• Possibility to develop ACS tailor made ver-sions on request

Key componentsThe ACS scope of supply includes everything needed, with the exception of pipes and cables, to construct a complete fuel cooling system for newbuildings or to retrofit fuel sup-ply systems on existing vessels.

ACS CoolerThe ACS is equipped with a heat exchanger that uses fresh water or seawater as cooling media. The plate heat exchanger cooler type has high corrosion resistance, high efficiency and compact design.

Mixing valveThis electrically operated three-way mixing valve regulates fuel temperature by partial-izing the amount of fuel flowing through the ACS cooler. The stepless flow adjustment allows a sharp temperature control of the light fuel, in order to provide a reliable tempera-

Alfa Laval:Advanced Cooling SystemFuel cooling system for marine gas oil

The ACS Module


ture ramp and final injection temperature.Temperature transmitterMounted on booster module or near the en-gine, the temperature transmitter supplies data about fuel temperature to the engine to the ACS control unit.

Changeover valvesThe ACS incorporates two main three-way changeover valves positioned at the fuel sup-ply feed inlet and prior to the inlet of the ACS cooler. These are supplied according to the dimensions of the connected pipework. One more three-way changeover valve is available as an option to handle a third fuel Control systemACS operation is steered and monitored by a control panel, and can be equipped for differ-ent levels of remote control:• Basic – free contacts (only alarms and read-ings)• Extended – free contacts (change over start up and alarms and temperature readings)• Modbus – full remote control through on-board automation system

Modularized assemblyACS is a compact and skid mounted unit, ready for a space saving installation on any booster system.

Chiller unitACS is available with a chiller unit from our partner NOVENCO, with start /stop function integrated in the control panel.

The ACS operation is based on temperature adjustable setpoint and viscosity control operated by FCM viscosity sensor.

Changeover from HFO to MGOTo initiate the switch from HFO to MGO, the system gradually shifts the changeover valve (V1) from HFO position to MGO position and reduces the heating power in order to control fuel viscosity. The combination of the valve movement and continuous control of heating power ensures a safe and gradual changeover without the risk of thermal shock.

Once the programmable set point temperature has been obtained, the ACS shifts the changeover valve (V2) from the heater position to the cooler position and begins to control the fuel temperature during the ramp phase by operating the three-way mixing valve (V3). Continuous control of this three-way mixing valve keep fuel temperature and viscosity stable.

Changeover from MGO to HFOTo initiate the switch from MGO to HFO, the system gradually shifts the changeover valve (V1) from MGO position to HFO position and controls the fuel temperature ramp by operat-ing the three-way mixing valve (V3). When

the programmable set point temperature has been obtained, the ACS gradually shifts the changeover valve (V2) from the cooler position to the heater position; the booster controls the temperature ramp until the HFO working temperature has been obtained.

Three fuels handlingAs an option, the system can handle 3 differ-ent fuels and perform direct (HFO to MGO) and intermediate (HFO to MDO to MGO) fuel changeover procedure. This allows to save money by using the suitable fuel for the proper time.

1. HFO and MGO day tank 2. Three way changeover valve (V1) 3. Pump strainers 4. Supply pump 5. Automatic backflushing filter 6. Filter pressure drop switch 7. Supply pressure control valve 8. Flow transmitter 9. Flow transmitter bypass 10. Pressure transmitter, supply pump 11. Level switch 12. Automatic de-aeration valve 13. Mixing tube 14. Circulation pump 15. Heaters 16. Pressure trans-mitter, circ. pump 17. Temperature sensor 18. Viscosity sensor 19. Engine pressure control valve 20. Three way changeover valve (V2)21. ACS Cooler 22. Three way mixing valve (V3) 23. Temperature transmitter (TT2) 24. Temperature transmitter (TT3) 25. SPV Cooler 26. Three way changeover valve (V4) 27. Heating media valve (V6) 28. Cooling media valve (V7)


Strong sales of the Alfa Laval Automated Fuel Changeover System (ACS) as fuel sulphur limits approach

With regulations for SOx Emission Control Areas (ECAs)

set to tighten in 2015, ship owners and operators are

eager to secure safe and efficient changeover between

heavy fuel oil (HFO) and low-sulphur fuels. This interest

is reflected in growing sales of the Alfa Laval Automated

Fuel Changeover System (ACS), of which over 300 have

been sold in 2014.

The new regulations, which take effect on 1 January 2015, will estab-lish an ECA fuel sulphur limit of 0.10%. For vessels without a scrub-ber, this will mean switching between HFO and a low-sulphur fuel like MGO/MDO whenever entering or exiting an ECA.

The ACS, which builds directly on Alfa Laval’s expertise in oil treat-ment, is specifically designed to safeguard fuel changeover. It is a complete system that provides vital cooling and control for this process, yet one which demands little from the customer in terms of installation or operation.

Already used in complying with local sulphur regulations, the ACS has experienced a sharp rise in sales now that ECA implementation is approaching. During the year to date, Alfa Laval has sold over 300 systems.

“The ACS is a clear response to what we’ve been hearing

from our marine customers, which is undoubtedly the

reason for its success,” says Jaswant Choudhary, Business

Manager Service at Alfa Laval Marine & Diesel Equip-

ment. “The majority are looking for a complete changeover system, rather than additional booster components.

As well as being complete, the ACS is safe, simple and fully automatic – which makes it a solution for total peace of

mind.”

Safe and automatic fuel changeoverThe ACS removes the substantial risks in fuel changeover, which include fuel pump seizure and even loss of propulsion. These risks arise from the significant differences in the properties of HFO and MGO/MDO. Because the latter fuels are lighter in nature, they must be cooled significantly to ensure proper viscosity and lubricity when used with diesel engines.

The ACS provides advanced temperature ramping that ensures controlled and progressive changeover between multiple fuels, and it supplies the necessary cooling via its own built in built-in cooler. Easy to install, it is integrated with the vessel’s fuel booster system, either as a retrofit or as part of a new booster installation. In most cases it is delivered ready-mounted on its own compact skid, although deliveries and the ACS itself can be tailored to individual demands.


MAN: Offshore Segment Orders Selective Catalytic Reduction

MAN Diesel & Turbo has won the contract to provide a Selective Cata-lytic Reduction (SCR) system for each of 6 × MAN 16V32/44CR engines. The engines will power the ‘Petrofac JDS 6000’ deepwater derrick-lay vessel ordered in January 2014 by Petrofac, the international oil and gas services provider. At the time, Yves Inbona, Managing Director of Petro-fac’s Offshore Capital Projects business, said: “We are delighted to be working with industry leaders on the design and build of the key components of the vessel.”N The SCR systems and engines will be constructed at MAN Diesel & Turbo’s Augsburg, Germany facility, while the vessel will be construct-ed by the ZPMC yard in China using a proprietary Petrofac design. MAN Diesel & Turbo and Petrofac have also entered a 12-year service contract for the management, maintenance and monitoring of the 6 engines. Vessel delivery is scheduled for 2016 with the vessel expected to be available for offshore construction and installation activities from early 2017.MAN Diesel & Turbo reports that its advanced technology and after-sales experience, as well as the lower running costs for the engines and their higher power per cylinder, were important factors in winning the contract.The deepwater vessel will provide Petrofac with access to high-end, turnkey opportunities in the high-growth deepwater and SURF (Subsea Umbilicals, Risers and Flowlines) markets, while also expanding access to shallow-water EPCI (Engineering, Procurement, Construction and Installation) projects.

The SCR techniqueSelective Catalytic Reduction injects urea into exhaust gases and pass-es them through a catalytic converter at temperatures of 300 to 400° Celsius. The subsequent, chemical reaction reduces undesired nitrogen oxides (NOx) by over 80%. The SCR system in its entirety consists of a catalytic converter with several control units and a surveillance-and-control unit.In September 2014, the DNV-GL classification society awarded MAN Diesel & Turbo a Tier III-compatibility certificate for its MAN 8L21/31 four-stroke engine aboard a DFDS Seaways ship with a retrofitted SCR system; the ‘Petunia Seaways’ is a cargo ship that sails a regular North Sea route. While the engine alone meets IMO Tier II emission criteria, the SCR system for NOx reduction raises the whole system to the stan-dard demanded by IMO Tier III rules.

Proven technologyMAN Diesel & Turbo is the first company to successfully make four-stroke marine engines IMO Tier III-compliant, based on a fully modular SCR-kit that covers the entire MAN Diesel & Turbo four-stroke engine portfolio. “For the last 8,800 hours, this particular engine aboard the

Petunia Seaways has consistently met Tier III NOx limits under real-life operating conditions and in full accordance with the rules,” said Dr. Dan-iel Struckmeier, Senior Project Manager Emission 2016, MAN Diesel & Turbo when DNV-GL presented the Tier III certificate in September.Generally, MAN Diesel & Turbo reports that results from the test bed

and open sea have been impressive and show that SCR technology is reliable and ready for commercial production and operation. Accordingly, it has already made the basic version of the SCR system available for every four-stroke engine in its extensive portfolio.

About PetrofacPetrofac is a leading international service provider to the oil and gas pro-duction and processing industry, with a diverse customer portfolio includ-ing many of the world’s leading integrated, independent and national oil and gas companies. Petrofac is quoted on the London Stock Exchange (symbol: PFC).Petrofac designs and builds oil and gas facilities; operates, maintains and manages facilities and trains personnel; enhances production; and, where it can leverage its service capability, develops and co-invests in upstream and infrastructure projects. Petrofac’s range of services meets its customers’ needs across the full life cycle of oil and gas assets.With more than 18,000 employees, Petrofac operates out of seven strategically located operational centres, in Aberdeen, Sharjah, Abu Dhabi, Woking, Chennai, Mumbai and Kuala Lumpur and has a further 24 offices worldwide.

Proven NOx-reduction system to accompany earlier order for MAN four-stroke engines aboard deepwater vessel

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


The Grimaldi Group announces the enhancement of its maritime services between Italy and Greece with the launch, as from the 6th of July 2015, of a new regular line that will connect the ports of Brindisi, Igoumenitsa and the island of Corfu. The new service will run in addition to the one already offered throughout the year by the Neapolitan group between the ports of Brindisi, Igoumenitsa and Patras, operated by the two modern ferries “Euroferry Olympia” and “Euroferry Brindisi”.Dedicated to the transport of both freight and passengers, the new Brindisi-Igoumenitsa-Corfu service will be offered by deploying a third vessel, the modern ferry “Catania”. With a length of 186 meters and a gross tonnage of 26,000 tons, the “Catania” is able to transport 2,250 linear meters of rolling cargo, 1,000 passengers and 170 cars. Built in 2003, the vessel has 93 cabins – between internal, external and suites - and 62 reclining seats and offers all the amenities that make the journey a pleasure experience: a self-service restaurant, a cafeteria, video games and a slot machine area, a shop, a solarium with sun loungers and a bar.The frequency of the service between Brindisi and Corfu will be four times a week with departures from the Apulian port on Mo day, Wednesday, Friday and Saturday at 12:00 a.m. and arrival in Corfu at 7:00 p.m. The voyage back to Brindisi is scheduled at 11:59 p.m., with arrival the day after at 08:00 a.m.In order to satisfy the summer tourist demand, from the 27th of July until the end of August, the service will become daily, thus increasing the overall capacity for freight and passengers. The departure and arrival times will be the same as listed above.With the deployment of the vessel “Catania”, seven new weekly depar-tures from Brindisi to Igoumenitsa and vice versa will also be offered. The departure from the Apulian port will be daily at 12:00 a.m., arriving in Igoumenitsa on Tuesday, Thursday and Sunday at 8:00 p.m. while the rest of the week at 9:00 p.m. The departure from Igoumenitsa to Brindisi is scheduled daily at 10:00 p.m., arriving in Brindisi the day after at 08:00 a.m. on Tuesday, Thursday, Saturday and Sunday and at 06:00 a.m. on Monday, Wednesday and Friday.“After having chosen Brindisi as one of its main hubs in the Mediterranean for the transport of freight and passengers, the Grimaldi Group proceeds to serve the traditional maritime link between Brindisi and Corfu”, declares Hercules Haralambides, President of the Brindisi Port Authority. “This new development is welcomed by the Brindisi community and further consoli-dates the port as an international harbour of undisputed importance for the Apulia Region, both for the transport of freight and passengers”, concludes President Haralambides. “Since we launched our services from Brindisi to Greece back in 2012, we have ensured their continuity and reported a great success” says Emanuele Grimaldi, Managing Director of the Grimaldi Group, along with his brother Gianluca. “The launch of the new summer connection to Corfu confirms the commitment of the Group to meet the needs of the market, especially tourists to whom a reliable and quality service on modern ferries will be offered at convenient fares,” concludes Emanuele Grimaldi.With the new Brindisi-Igoumenitsa-Corfu service, the Grimaldi Group strengthens its presence in Brindisi, by offering during next summer season as many as 14 weekly departures to Igoumenitsa, seven to Patras, four and then seven to Corfu, thus making the Apulian port the first one in the Southern Adriatic in terms of number of connections to Greece. The weekly loading capacity offered by the Group between the two shores of the Southern Adriatic Sea will be able to meet the needs of the most demanding customers.

GRIMALDI doubles its brindisi-igoumenitsa service and targets corfu’ in next summer seasonAs from next July, the Group’s maritime services between Apulia and Greece will be strengthened through the deployment of a third ship


Στη συνέντευξη τύπου που πραγματοποιήθηκε στο Ευγενίδειο Ίδρυμα, ο κος Κυριάκος Αναστασιάδης, Διευθύνων Σύμβουλος της Louis Cruises, παρουσίασε τη «Celestyal Cruises» και το νέο λογότυπο που εντάσσεται στη συνολική αναπτυξιακή στρατηγική της εταιρείας. Ανέφερε χαρακτηριστικά ότι «Υιοθετούμε μία λέξη που κυριολεκτικά σημαίνει «ουράνια» και συνδέεται με έννοιες όπως τα αστέρια, ενώ μεταφορικά αποτυπώνει τη ‘Θεϊκή’ εμπειρία – την εμπειρία που οι ίδιοι οι επιβάτες μας έχουν νιώσει. Η επιλογή του ονόματος αποτελεί μία ένδειξη τιμής στους Αρχαίους Έλληνες Θαλασσοπόρους, είναι όμως ένα όνομα που απευθύνεται κυρίως στις διεθνείς αγορές στις οποίες λειτουργούμε ως πρεσβευτές της χώρας μας.» Επίσης ο κος Αναστασιάδης πρόσθεσε: «Τα πλοία μας Louis Crystal και Louis Olympia θα μετονομαστούν σε Celestyal Crystal και Celestyal Olympia, ενώ ήδη λειτουργούμε εμπορικά ως Celestyal σε όλες τις αγορές εκτός από την Κύπρο, όπου θα συνεχίσουμε τις δραστηριότητές μας ως Louis Cruises. Στη συνέχεια, μίλησε o Διευθυντής Πωλήσεων, κος Πυθαγόρας Νάγος ο οποίος έκανε ένα απολογισμό της χρονιάς η οποία έκλεισε με αύξηση της τάξης του 28%, διακινώντας 117.361 επιβάτες από 140 εθνικότητες οι οποίοι επισκέφτηκαν τα ελληνικά λιμάνια με τα κρουαζιερόπλοια της Louis Cruises. Ανεφέρθη στη θετική ανταπόκριση της αγοράς στους νέους προορισμούς και στο πρόγραμμα ‘Ειδυλλιακό Αιγαίο’, που σημείωσε υψηλές πληρότητες για τον Ιούλιο και Αύγουστο, δίνοντας την ευκαιρία σε 15.538 επιβάτες να επισκεφτούν ‘κρυμμένους θησαυρούς στο Αιγαίο. Για το 2015 τέλος είπε ότι τα στοιχεία δείχνουν ότι θα είναι ακόμα καλύτερη χρονιά, αρκεί να συνεχίσει η ηρεμία και η πολιτική σταθερότητα στην περιοχή.Ο κος Πυθαγόρας Νάγος κλείνοντας ανέφερε ότι: «Συνεχίζουμε να επενδύουμε στις θετικές προοπτικές που υπάρχουν στον τουρισμό. Για αυτό το λόγο και για να καλύψουμε τις υψηλές ανάγκες και απαιτήσεις σε κλίνες που υπάρχουν για την επόμενη χρονιά, προχωρήσαμε σε τριετή συμφωνία ναύλωσης του κρουαζιεροπλοίου m/v Explorer (ναυπήγησης 2002) που μετονομάζεται σε Celestyal Odyssey, διαθέτει 420 καμπίνες και θα πραγματοποιεί κρουαζιέρες στο Αιγαίο».Το λόγο έλαβε επίσης, ο καπ. Γιώργος , Αντιπρόεδρος Επιχειρήσεων της Louis Cruises οποίος τόνισε τη συνολική συνεισφορά της εταιρείας στην εθνική οικονομία που ανέρχεται σε ετήσια βάση στα 128 εκ ευρώ. Ο καπ.

Γ. Κουμπενάς ανέλυσε πως προκύπτει η ετήσια συμβολή της εταιρείας από τις δαπάνες επιβατών λόγω του home porting, καθώς και από τη δραστηριοποίηση της εταιρείας στην Ελλάδα, αφού μόνο την τελευταία τριετία και παρά την κρίση έχουν δαπανηθεί περίπου 50 εκατομμύρια ευρώ σε αναβαθμίσεις και επισκευές σε ελληνικά ναυπηγεία, ενώ οι συνολικές άμεσες δαπάνες για τα τελευταία 7 χρόνια αγγίζουν τα 425 εκατομμύρια ευρώ. Και ο καπ. Κουμπενάς κατέληξε τονίζοντας ότι «μέσα σε ένα δυσχερές οικονομικό περιβάλλον στην Ελλάδα όπου η ανάπτυξη και οι επενδύσεις είναι το ζητούμενο, η εταιρεία μας συνεισφέρει πολύπλευρα στην ελληνική οικονομία, στηρίζοντας παράλληλα τη βιώσιμη τουριστική ανάπτυξη». Επίσης, παρουσιάστηκε το Πρόγραμμα Κοινωνικής Ευθύνης της εταιρείας που συνεχίζει τη στήριξη του ελληνικού πολιτισμού μέσω της χορηγίας του Λυκείου Ελληνίδων καθώς και τη φιλοξενία παιδιών από την Κιβωτό του Κόσμου. Παράλληλα, εμπλουτίζεται με ένα ετήσιο πρόγραμμα υποτροφιών

για την προώθηση της τεχνογνωσίας της κρουαζιέρας στις ΑΕΝ Σύρου και αντίστοιχα στην ΑΕΝ Μηχανικών Χίου, καθώς και τη συνεργασία με το Μουσείο Ηρακλειδών για το ‘ταξίδι’ γνώσης σε παιδιά της νησιωτικής Ελλάδας που δεν έχουν τη δυνατότητα, λόγω της απόστασης που τα χωρίζει από τη μητρόπολη, να το ακολουθήσουν. Στη συνέντευξη τύπου τέλος παρευρέθηκαν ο Δήμαρχος της Μήλου, κος Δαμουλάκης Γεράσιμος, ο Δήμαρχος της Σάμου, κος Νίκος Αγγελόπουλος και ο Δήμαρχος της Ίου

κος Πετρόπουλος Μιχάλης, οι οποίοι απηύθυναν ένα σύντομο χαιρετισμό και αναφέρθηκαν στη φετινή θετική εμπειρία τους από την κρουαζιέρα και στους χιλιάδες επισκέπτες από όλο τον κόσμο που είχαν τη δυνατότητα να τους επισκεφτούν.ΦΩΤΟ: Στο πλαίσιο της εταιρικής κοινωνικής ευθύνης της εταιρείας, ανακοινώθηκε η συνεργασία με το Μουσείο Ηρακλειδών και το ‘ταξίδι’ γνώσης στα νησιά- προορισμούς της εταιρείας. Από αριστερά, ο υπεύθυνος και συντονιστής του προγράμματος κος Μαυρομάτης, ο Δήμαρχος Μήλου κος Δαμουλάκης, ο κος Κυριάκος Αναστασιάδης Διευθύνων Σύμβουλος της Louis Cruises, η Υπεύθυνη Δημοσίων Σχέσεων κα Φρόσω Ζαρουλέα, ο Διευθυντής του Μουσείου Ηρακλειδών, κ. Νικόλας Κοντοπρίας και ο Δήμαρχος Σάμου κος Νίκος Αγγελόπουλος.

Θετικός απολογισμός της ελληνικής κρουαζιέρας για το 2014 και δυναμική προοπτική για την επόμενη χρονιά.Η Louis Cruises παρουσίασε το νέο θυγατρικό σήμα, τη Celestyal Cruises και ανακοίνωσε τη δρομολόγηση νέου κρουαζιερόπλοιου.

United European Car Carriers (UECC) has signed a contract for the construction of two LNG-powered Pure Car/Truck Carriers (PCTCs). A single MAN B&W 8S50ME-GI dual-fuel engine will power each newbuilding.

The PCTCs will be capable of operating on LNG fuel, heavy fuel oil or marine gas oil, providing greater flexibility and efficiency. They represent the first such vessels globally to be fitted with an LNG propulsion system. When in service, they will be capable of completing a fourteen-day round trip in the Baltic operat-ing solely on LNG, including main engine and auxiliary power generation.

UECC ordered the newbuildings in conjunc-tion with a long-term fleet evaluation process concerning its Baltic fleet. Among the key requirements for new tonnage was an ability to meet all expected environmental legislation (SECA).

In this respect, LNG is recognised as the clean-est and most environmentally friendly choice of fuel suitable for marine transport. LNG fuel significantly reduces CO2 and NOx emissions, as well as almost entirely eliminating oxides of sulphur (SOx) and particulate emis-sions. To this end, UECC has signed an exclusive contract for the supply of LNG fuels to the vessels in the port of Zeebrugge using a dedicated LNG ship-to-ship bunker vessel.The vessels will be constructed at the NACKS shipyard in Nantong, China, which is a joint venture between Kawasaki Heavy Industries (KHI) and China Ocean Shipping (Group) Company. Delivery for both vessels is scheduled for the second half of 2016.

Exciting stepGlenn Edvardsen, CEO of UECC, has previously stated: “The LNG instal-lation is a pioneering design and will be one of the largest employed on a commercial vessel and the largest yet of its kind on a pure car and truck carrier. We are proud of the exciting step UECC is taking towards greener and more environmentally friendly shipping.”

Edvardsen also said: “UECC will be able to provide our customers with transportation in the Baltic area with unparalleled efficiency, reliability and superior environmental performance”.

The ME-GI engineThe ME-GI engine represents the culmination of many years’ work and gives shipowners and operators the option of utilising fuel or gas depend-ing on relative price and availability, as well as environmental consider-ations.

The ME-GI uses high-pressure gas injection that allows it to maintain the numerous positive attributes of MAN B&W low-speed engines that have made them the default choice of the maritime community.

MAN Diesel & Turbo sees significant opportunities arising for gas-fuelled tonnage as fuel prices rise and modern exhaust-emission limits tighten. Indeed, research indicates that the ME-GI engine delivers significant reductions in CO2, NOx and SOx emissions. Furthermore, the ME-GI

engine’s negligible fuel slip makes it the most environmentally friendly tech-nology available. As such, the ME-GI engine represents a highly efficient, flexible, propulsion-plant solution.An ME-LGI counterpart that uses LPG, methanol and other liquid gasses is also available, and has already been ordered.

1 Designed to operate in difficult ice conditions, mainly without ice-breaker assistance, facilitating year-round trading in the Baltic region


Order Placed for First Gas-Powered Car CarriersDual-fuel ME-GI engine adds important reference to growing list

UECC Pure Car/Truck Carriers – Main particularsLength overall (m) 181

Beam (m) 30

Designed draught moulded (m) 8.40

Gross tonnage (t) 43,200

Deadweight at design draught (dwt) 12,182

Main engine 1 × 8S50ME-GI, Mark 8.2

maximum continuous output (kW) 11,000 @ 113 rpm

normal output (80%MCO) (kW) 8,800 @ 105 rpm

speed: optimised/design (kn) 16.5/18.6

Turbochargers 2 x TCA66

Finnish-Swedish ice class 1A Super1

Cargo Primarily cars and trucks

Capacity Approx. 3,800 standard-sized cars, spread over 10 decks (31,900 m2)


International Registries, Inc. and its affiliates (IRI), provide administrative and technical support to the Re-public of the Marshall Islands (RMI) Maritime and Corporate Registries. Since the opening of IRI’s office in Seoul in 2007, 201 vessels owned/operated by Korean interests have been registered in the RMI. As of the end of October 2014, the RMI fleet stood at just over 112 million gross tons and 3,300 vessels. Korean owners follow Greece, the United States and Norway, in that order, as the fourth largest shipown-ing group in the Registry.

“The growth in the number of Korean-owned vessels joining the RMI fleet has been remarkable particularly if you consider the general downturn in the shipping sector during the last few years,”

said Bill Gallagher, President of IRI. “We are grateful to our Korean own-ers for their continued support and look forward to strengthening our relationship with them in the years ahead,” he continued.The RMI Registry works closely with all of its owners and operators and strives to promote the quality of ves-sels registered. The RMI is the only major open registry to be included on the White Lists of both the Paris and Tokyo Memorandums of Under-standing (MoUs) and to hold Qual-ship 21 status with the United States Coast Guard for an unprecedented ten consecutive years.“Personnel, located in 26 worldwide offices, coupled with the Registry’s robust vetting process for ships entering and remaining in the RMI enables the Registry to ensure that quality owners and operators

make up the overall fleet of the RMI Registry,” said Annie Ng, Head of Asia for IRI. “More than 70% of the Korean owned vessels in the RMI Registry joined the fleet as newbuilding ton-nage,” said Captain Young-min Kim, IRI’s Representative based in Seoul. “The RMI has an average fleet age of just over 9 years old and 25% of the fleet overall is coming out of yards in Korea,” stated Capt. Kim. “The RMI’s local presence in the Ko-rean market has not only benefited the local shipowning community but has also provided a local point of contact for registrations coming straight out of the Korean yards,” he continued.“The Korean Register of Shipping (KR) hosted the Registry’s semi-annual CSCC meeting in April of this year,” said Capt. Kim. “KR also

arranged for a tour of the DMSE shipyard and provided members of the RMI delegation the opportunity to meet all KR department heads and build a stronger rapport for fu-ture communication,” he continued.“The RMI Registry was relatively unknown in the Korean market until Capt. Kim joined us in March 2007 and developed the market from 5 Korean owned vessels in the Regis-try in 2007 to having registered 200 vessels in the RMI through 2014,” said Annie Ng. “The RMI Registry is committed to our owners, operators and other industry stakeholders in Korea; we have a solid plan to expand the size of the office and increase the number of personnel to meet the growing demand of the local shipping community so that ef-ficient and user friendly service will continue,” concluded Ms. Ng.

Marshall Islands Registry Celebrates 200th Registered Vessel by Korean Owners

Samskip puts multimodal transport on the Norwegian agenda

The RMI Registry works closely with all of its owners and operators and strives to promote the quality of vessels reg-istered. The RMI is the only major open registry to be included on the White Lists of both the Paris and Tokyo Memo-randums of Understanding (MoUs) and to hold Qualship 21 status with the United States Coast Guard for an unprec-edented ten consecutive years.

Samskip Multimodal signalled its continuing commit-ment to shortsea in specific and multimodal services by presenting a ship model to the Norwegian Minister of Transport, Mr. Ketil Solvik-Olsen. Samskip joined the Port of Oslo and the Norwegian Port Association to present the model on behalf of the shipping industry, to highlight shortsea’s contribution to policy aims, given its absence from the Government’s 2015 agenda. With new sulphur emission regulations effective from January 2015 and the Norwegian Government commit-ted to reduce greenhouse gas emissions*, the parties stressed the need for leadership to avoid cargo moving back to road.The ship model is an exact replica of the Samskip En-deavour, one of Samskip’s 803 TEU shortsea vessels.

PHOTO: From left to right: Port Director of the Port of Oslo - Anne Sigrid Hamran, Director Norwegian Port Association - Arnt-Einar Litscheim, Country Manager Samskip – Bjorn Waglen and the Minister of Transport - Ketil Solvik-Olsen.

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

CARGOMASTER® is the complete solution for tank monitoring. The system is well proven and is installed on all kinds of vessels. Combined with the OPTIWAVE high precision cargo tank level radar, the system offers unique benefits for tanker operators.

EcoMATE® – System for monitoring of bunkering and fuel consumption

EcoMATE® is a reliable system for monitoring of bunkering operations and fuel consumption. Together with the OPTIMASS series of flowmeters, it offers accurate and maintenance free solutions.

Monitoring of liquid cargo is in safe hands

KROHNE Skarpenord offers complete solutions for monitoring of liquids onboard all kinds of ships

Norsafe Group is pleased to announce that Teekay’s Petrojarl Knarr FPSO, with four Norsafe GES50 MKIII free-fall lifeboats installed, has received PSA Norway’s Acknowledgement of Compliance (AoC), and has now arrived the Knarr field in the North Sea. An Acknowledgement of Compli-ance (AoC) is a statement from the PSA expressing the authori-ties’ confidence that petroleum activity can be performed by the facility within the regulatory framework.

“It is the PSA’s assessment that petroleum activities may be car-ried out using the Petrojarl Knarr FPSO facility within the regula-tory framework. The decision is based on the information pro-vided in the AoC application con-cerning the technical condition of the facility and the applicant’s organisation and management system, as well as the authori-ties’ verifications and other case processing”, says PSA Norway in the statement.In July 2014, Norsafe received

Declaration of Conformity (DoC) from ABS for three freefall lifeboat models (GES45, GES50 MKIII and GES52), verifying their fulfilment of the DNV-OS-E406 standard. The recent statement from PSA confirms that Norsafe’s GES50 MKIII fulfils the latest requirements, and are approved for operation in the North Sea.“We are the first company to have three complete freefall life-boat systems that are approved in accordance with the DNV-OS-E406 standards. It has been a time consuming and interesting task over the last years to pre-pare for the new requirements, and now we see the results”, says Norsafe CEO Geir Skaala.The DNV-OS-E406 was intro-duced in 2009, and is the new standard for freefall lifeboats on board fixed platforms/semi’s and FPSO’s on the Norwegian Continental Shelf. The main goal of the standard is to prove safe evacuation, which is actualised by specifying the location, instal-lation and the weather conditions in the area. The standard is documented through extensive

testing using full scale drops, CFD and model tank testing performed by the most advanced research institutes in Europe. A free fall drop must be analysed in three phases; passenger safety, strength and structural integrity and safe sail away.FPSO Petrojarl Knarr is to be used on the Knarr field, where BG Norge AS is the operator. The Knarr field is in the North Sea, around 50 kilometres north-east of Snorre. Petrojarl Knarr is classified by DNV GL and sails under the Bahamian flag. It was built by Samsung Heavy Industries in Korea, and then underwent final preparations at the Aibel’s Haugesund yard before sailing away towards the Knarr field.

“It has always been Norsafe’s strength to build lifeboats, rescue boats and davits in accordance to the requirements of the latest standards. In addition to our free fall lifeboats, we have several conventional lifeboats and davits that meets the NORSOK R-002 standards.”, says Mr Skaala.


PSA Norway acknowledge Norsafe’s E406 lifeboat

Norsafe Group’s CEO and founder Geir Skaala has been awarded Ernst and Young’s Entrepreneur of the Year in the Norwegian national final. Mr Skaala won the regional finals for south of Norway earlier this month, where he was chosen as the winner out of 320 candi-dates. “We create safety at sea. It’s a vocation for us to contribute to improved safety on ships and rigs”, Aleksander Skaala said, as he received the price on behalf of his father. The jury required that the win-ning company had demonstrat-ed significant revenue growth, profit growth and equity, as well as growth in the number of employees. Norsafe, based at Tromøy in Arendal is the world’s largest manufacturer of lifeboats and advanced davit systems, and is a major supplier of free-fall lifeboats and fast rescue boats. The family-owned business is now also focusing on the production of military and professional boats. Geir Skaala has been in the lifeboat business his whole life and has built Norsafe into the company it is today since he entered the company in 1987.

Geir Skaala wins Ernst & Young’s En-trepreneur Of The Year award


As the Norwegian Petroleum Safety Authority (PTIL) increasingly reveals non-conformities related to training of lifeboat and MOB boat crew, Norsafe Academy is pleased to be the first course provider in the market to receive the DNV GL certification as a maritime training provider.

“The certificate is a proof that Norsafe Academy holds the highest international standards as a maritime course provider, and that we meet the requirements of the DNV GL standard”, says Michael Rossland, VP Norsafe Academy.The Norwegian Maritime Authority have set the DNV GL standard as a requirement to offer IMO/STCW

courses. The goal is to ensure the quality of development and delivery of courses and training programs.

“The objective shall ensure that programs and courses being offered within the maritime and offshore sector are properly designed, contain clear objectives as to the results, are carried out by qualified instructors and are evaluated and improved in line with market demands and experience” DNV GL AS says in their scope.The IMO document MSC.1/Circ.1206/Rec.1 titled “Measures to prevent accidents with lifeboats” con-cludes that five out of seven reasons for lifeboat accidents are related

to the crew’s lack of knowledge. Norsafe has spent considerable resources in developing lifesaving appliances according to the latest standards, and measures to improve the competence of crew onboard ships and offshore installations is an important next step to enhance the safety of seafarers.“We are taking our responsibility seriously.

As the leading manufacturer of LSA and service provider, we possess the highest expertise in the market. It is important for us to be able to share this knowledge with our customers to improve their safety”, says Rossland.Norsafe is proud to be the only total

supplier of life saving appliances, including certified equipment, certi-fied service and now certified training through Norsafe Academy. In early 2015, Norsafe Academy is opening a new training centre in Rosendal, located between Bergen and Stavan-ger in Norway, in the heart of the Norwegian oil and gas industry. The center will mainly focus on training for offshore crew, and will include the North Seas highest test tower for free fall lifeboat training. The center is offering courses in operation and maintenance of lifeboats and rescue boats for existing and new customers worldwide, including NOROG (OLF) and STCW courses for lifeboat and MOB boat crew.

A major milestone for Norsafe AcademyNorsafe is proud to be the only total supplier of life saving appliances, including certified equipment, certified service and now certified training through Norsafe Academy. In early 2015, Norsafe Academy is opening a new training centre in Rosendal, located between Bergen and Stavanger in Norway, in the heart of the Norwegian oil and gas industry.


RINA Hellenic Committee records RINA surge

The Greek Tanker BYZANTION of TSAKOS Group, rescued 230 immigrants off Libya

Committee chairman George Youroukos, Managing Director of Technomar Shipping Inc., told the committee that 600,000 gt of Greek-owned vessels joined RINA class during 2014. A dedicated classification depart-ment was established in RINA’s Piraeus Office in order to further enhance the support to Greek clients with their daily questions and needs. Mr Youroukos highlighted new RINA Services notations devel-oped specifically to meet client needs including Route Specific Lashing for container ships and a new LPG temperature notation.

Both notations help shipowners load and carry more cargo on any specific voyage.He noted that RINA Services’ work on energy saving included ISO 50001 Energy Management certification for Iason Hellenic and Technomar Shipping. Mr Youroukos went on to note RINA Services’ successful year of chairmanship of IACS which included the significant submis-sion to IMO of the Harmonized Common Structural Rules for Bulk Carriers and Tankers and the addition of the Greek As-sociation of Marine Technical Managers (MARTECMA) to the

list of potential recipients of IACS communications with the industry prior to the adoption of Rules.With Mr Ugo Salerno, Chairman and CEO of RINA, Mr Youroukos nominated two new members for the Hellenic Committee: Mr Antonis Agapitos, Managing Director of Hellenic Seaways and Mr Charalampos Simantonis, shipowner and President of the Hellenic Shortsea Shipowners Association.Presentations by Mr Salerno, Mr Michele Francioni, CEO RINA Services, Mr Michael Markogi-annis, Greece Plan Approval & Technical Support Centre

Manager RINA, and Mr Paolo Moretti, General Manager Marine RINA Services, informed the committee of RINA Services’ con-tinued expansion following new investment, the new InfoSHIP Ego energy management system and a number of technical and service advances, including the training course for engineers and embarked on LNG fuel ships.Spyros Zolotas, Area Manager, Greece and Cyprus, RINA Hellas, thanked the Greek community for its business and pledged the active support of RINA Services for their continued expansion and success in 2015.

Leaders of the Greek shipping community gathered at RINA Services Hellenic Committee last week to hear of a strong surge in international classification society RINA’s Greek fleet.

On 14th November 2014, the Greek Tanker Byzan-tion of the Tsakos Group, carried out, within a few hours, two rescue operations in the Mediterranean Sea, off the Libyan coast, rescuing a total of 230 (141 on the first and 89 on the second case) immi-grants whose lives were at risk.The 37,275 dwt Product Tanker, Byzantion, with a 24-member crew, while en route from La Skhirra/Tunisia to Elefsis/Greece, was contacted by the Rome Maritime Rescue Co-ordination (MRCC) and was informed that two small boats were in danger off the Libyan coast. The ship sailed directly to the two locations and safely picked up a total of 230 immigrants, all reported in apparent good health.The Master and the crew members extended their fullest assistance and care to the immigrants and provided food and water and other necessities. No emergency medical assistance was necessary. M/T Byzantion then proceeded to Messina, Italy where all the immigrants were safely disembarked on 15 November 2014.The vessel is under the Technical Management of Tsakos Columbia Shipmanagement (“TCM”) S.A., Athens, which extended their warmest congratu-lations to the Master, to his officers and crew for their personal dedication and professionalism in rendering assistance to people in distress. It should be noted that, since August 2014, three (3) Tsakos group fleet vessels (M/T PROTEAS, M/T ARION, M/T BYZANTION) have carried out rescue operations in the sea area off Libya, rescuing more than 600 people.

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To promote liquefied natural gas (LNG) as fuel within the maritime and offshore industry a memoran-dum of understanding (MOU) was signed today between DNV GL and Qatar’s premier shipyard Nakilat-Keppel Offshore & Marine (N-KOM).The signing ceremony took place during DNV GL’s 150th anniversary celebrations in Dubai, at which N-KOM’s CEO Chandru Rajwani and Dr Henrik Madsen, DNV GL’s Group President and Chief Executive Of-ficer, signed the memorandum.The MOU will further strengthen the position of N-KOM, which is a joint-venture between Qatar Gas Trans-port Company (Nakilat) and Keppel

Offshore & Marine, in the areas of LNG-fuelled vessel conversions and construction of related floating assets. N-KOM will capitalize on DNV GL’s deep competence and long-standing experience in LNG, working with shipyards, shipowners and other key stakeholders on a global basis to develop synergies related to the promotion of LNG as fuel within the maritime and offshore industry.“Qatar is the single largest producer and exporter of liquefied natural gas in the world and has become a leading cluster for gas related activi-ties. Therefore, we look forward to establishing a valuable partnership

with N-KOM, which further cements our strong market position on LNG as fuel in this region and benefits the environment by making the shipping industry greener,” said Dr Henrik Madsen.Mr Chandru Rajwani said, “N-KOM has already established itself as a leading destination for gas car-rier repairs in the region. With the signing of this MOU, we take a significant step further in becoming the preferred gas solutions provider on a global scale. Through mutually sharing our knowledge on latest technology, environmental, safety and quality issues with DNV GL, we will be able to offer our customers

an even wider range of solutions and facilities for liquefied natural gas as marine fuel and other gas solutions.”As part of the agreement DNV GL and N-KOM will co-operate, amongst others, on the develop-ment and newbuilding of bunker barges, of coolant barges for tem-porary gas storage as well as to pro-mote the use of LNG as fuel in the offshore sector. Moreover, a training programme is to be conducted in the N-KOM facility on LNG carrier or LNG-fuelled vessel repairs. Fi-nally, both partners will offer project management support for conversion projects to third party yards.

DNV GL innovating to improve safety and efficiency in high risk operationsThe “Viking Lady”, an offshore supply vessel in daily operation in the North Sea, is a full-scale “test laboratory”. At the Greener Shipping Summit – Ships of the Future conference held in Athens yesterday, Dr Nikolaos Kakalis, Head of DNV GL Strategic Re-search & Innovation in Greece, showed how the vessel could lead the way to a significant improvement in the safety and efficiency of high-risk operations.Dr Kakalis presented the specific battery hybrid propulsion system and its benefits for “Viking Lady” to the Greek shipping commu-nity. These results stem from the FellowSHIP III research and development project between DNV GL, Eidesvik Offshore and Wärtsilä, co-funded by the Re-search Council of Norway.DNV GL Research & Innovation in Norway and in Greece are working together with shipping companies and manufacturers to

realise projects like FellowSHIP that advance the industry’s state of the art. “We went from idea generation through a fusion of in-novative scientific approaches to technology development and full-scale testing in a structured and effective way,” said Dr Kakalis.The “Viking Lady” uses a conventional diesel-electric propulsion system, comprising four dual-fuel engines driving five thrusters for propulsion and manoeuvring/dynamic position-ing (DP). In this project, a lithium-ion battery with a capacity of 450 kWh was added – enabling the vessel to use hybrid-electric propulsion. The battery acts as an energy buffer that is able to cover the intense load variations that can occur, especially in DP and standby operations.This effectively increases the propulsion system’s available power and redundancy – thereby increasing the level of safety in

high-risk operations. This means that the gen-sets can operate with a relatively constant load and in an optimal way – mak-ing operations safer and more energy-efficient.The battery hybrid installation has been tested in sea trials, which showed that a 15 per cent reduction in fuel consumption, 25 per cent reduction in NOx emissions and 30 per cent reduc-tion in GHG emissions can be realised in practice, especially for DP operations. “Considering that the global fleet of offshore supply vessels of relevant sizes is over 4,000, such technologies have the potential to make an impact when it comes to improving sus-tainability,” Dr Kakalis noted.COSSMOS, DNV GL’s in-house computer platform for model-ling and simulating complex integrated ship machinery systems, played an important role in FellowSHIP III. COSS-

MOS provides an early-phase feasibility analysis, estimating the expected benefits in terms of energy efficiency, emissions and economics.Dr Kakalis explained how advanced simulations and optimisation can direct the implementation of optimal power management strategies to arrive at maximum gains while ensur-ing the safety and operational capabilities of the vessel. “DNV GL invests 5 per cent of its rev-enue in research and innovation every year, which is a reciprocal investment to our customers and the industry as a whole, through technology development and better services. In the Fellow-SHIP series of projects we have invested more than 2.5 million USD and we are glad to share such developments that improve safety and sustainability of our industry in practice,” Dr Kakalis said.

DNV GL signs co-operation agreement with N-KOM on LNG and gas solutions projects

COSLProspector – China’s most advanced deep-water semisub-mersible drilling rig delivered with DNV GL class

COSLProspector, the fourth deep-water semi-submersible drilling rig built by CIMC Raffles for China Oilfield Services Lim-ited (COSL), has been delivered in Yantai, Shandong Province. It represents another milestone for China’s deep-water drilling rig going into the global mainstream market.The COSLProspector is a DP3 vessel with a length of 104.5 m, a width of 70.5 m, a height of 37.55 m, and an operating water depth of 1,500 m. It is able to drill 7,600m deep and has a designed operating temperature of minus 20 degrees Celsius. The rig is a multi-function platform, which has a maximum variable deck load of 5,000 t and is able to accommodate 130 personnel. It is classed by DNV GL and China Classification Society (CCS) and meets the strictest standards of PSA and NORSOK. This highly automated unit is equipped with 10,000 controllers and alerts and can therefore be monitored remotely.

The rig adopts the most ad-vanced power management and environmentally-friendly design concept, and facilities, including a DP3 closed bus-tie, a variable frequency drive, an escape chute system and auto ice-cleaning technology. Compared with her three sister rigs delivered since 2010 (COSLPioneer, COSL-Promoter and COSLInnovator), COSLProspector adds ICE-T, CLEAN and WINTERIZATION notations. Therefore it fulfils ice-class, environmentally-friendly and low-temperature require-ments.“The unit has complicated class notations. Its design and con-struction quality allow it to work in harsh environments such as the North Sea and the Barents Sea. COSLProspector represents the best quality in China offshore newbuilding”, said Sun Guang, Yantai Station Manager at DNV GL.COSLProspector is the seventh deep-water semisubmersible drilling rig built by CIMC Raffles.

The yard has other four semi-submersible drilling units under construction, which will also be classed by DNV GL.“With the delivery of COSLPros-pector, CIMC Raffles demon-strates that it has established significant capabilities and ca-pacities for series production and bulk delivery of high specification drilling rigs. As a class society coming from the North Sea, we are very proud and happy to be actively engaged in the fast development of Chinese offshore industry”, said DNV GL’s Vice President and Regional Manager Torgeir Sterri.He added: “Our ambition has been to contribute as much as we can by utilizing the competence and experience we have gained during the last decades through our involvement in the global offshore arena and in particular in the field of harsh environmen-tal conditions. We will continue our endeavour to support our customers and partners in their pursuit of offshore engineering.”


DNV GL – Preparing for low sulphur operationStricter limitations on sulphur emissions (SOx) will pose many challenges to ships operating in Emission Control Areas (ECAs). If not handled with care, switching from Heavy Fuel Oil to Marine Gas Oil can put equipment at risk and increase opera-tional costs. In the new publication “Sulphur Limits 2015 – Guidelines to ensure Compli-ance”, DNV GL experts provide a gen-eral overview the regulatory background, describe potential difficulties associated with the fuel change-over procedure and discuss which technologies can best help vessels fulfil the new requirements. Further-more, DNV GL has developed a ship-spe-cific Fuel Change-Over Calculator (FCO) to help shipowners and operators determine the ideal parameters for their vessel’s fuel change-over.

Ships operating in an ECA will have to use fuel that does not contain more than 0.10% sulphur (MARPOL Annex VI) from 1st Janu-ary onwards. Switching to Marine Gas Oil (MGO) is currently the most viable option for following the new threshold limit. This may appear to be a simple task, but the change-over procedure actually requires significant attention from crews during operation as well as extensive on-board preparations before the entry into force date.“Taking into account variables such as a vessel’s fuel system layout, any constraints on temperature and the variable sulphur content of fuels, the FCO Calculator can significantly reduce the risk of human error during the preparation of the change-over process,” says Jörg Lampe, Senior Project Engineer Risk & Safety, Systems Engi-neering at DNV GL. The software uses a complex numerical simulation that is more accurate than previous linear models and delivers insight into the optimised lead time for the change-over process, its costs and the maximum hourly consumption to meet constraints. “This kind of data ensures a cost-efficient, reliable fuel change-over and can also help demonstrate compliance for the respective authorities,” Lampe adds.


As economy of scale is reducing transportation costs per box, the demand for ever bigger vessels is continuing. Business director Jost Bergmann said that in the near future it would be possible to build ultra-large containerships with a ca-pacity of 24,000 TEU. Based on a current 19,000 TEU vessel design, these ships could be one hold lon-ger, two rows wider, and one hold tier higher. Due to stability factors and steel thickness requirements, it is easier to increase the beam than to increase the length. But besides coping with higher acceleration and gravitational forces, ultra-large

wide-beam vessels would also be constrained by port and seaways limitations, such as crane outreach and drafts. In the Suez Canal, for example, restrictions for the ship’s cross-sectional area are leading to a permissible draft of only 15 meter for a 65 meter beam. This may be an acceptable design draft, Bergmann explained, but the scant-ling draft would be higher. Further height constraints could apply due to bridges in ports such as Hong Kong, Hamburg or Osaka. “We are slowly approaching limits in ship size development,” Bergmann therefore concluded.

Marcus Ihms, DNV GL’s ship type expert for container ves-sels, explained the advantages of Route Specific Container Stow-age (RSCS). This new approach to determining accelerations on containers enables shipowners and operators to increase their vessel’s performance by better accounting for a ship’s individual character-istics and considering individual trade patterns, including weather conditions en route. “RSCS is not just a trend, it has become an industry standard,” Ihms said. “The respective notation has been avail-able since May 2013 and we have

already approved lashing comput-ers and stowage plans for 411 ships,” he added. DNV GL expects this number to almost double by the end of 2015. Ihms also explained the advantages of StowLash, a free of charge tailor-made calculation tool for the verification of container securing on deck and in hold. Stow-Lash also considers external lash-ing and twistlock clearance.The pressures of the new regula-tion for Sulphur Emission Control Areas (SECAs) are already being felt – they come into force on the 1st of January 2015. Jörg Lampe, senior project engineer risk &

DNV GL examines trends in container and bulk shippingDNV GL’s latest Container Ship Forum and Bulk Carrier Forum looked at a broad spectrum of top-ics including environmental regulations, trends in ship design as well as the new DNV GL rule set. Some 150 representatives from the container and bulk industry met with DNV GL experts at the forums in Hamburg to hear the presentations and participate in informal discussions.


safety and systems engineering at DNV GL, provided an overview of the rules set by the International Maritime Organisation. At the mo-ment switching from heavy fuel oil (HFO) to marine gas oil (MGO) is the most feasible option to achieve compliance. As this procedure poses several challenges, DNV GL developed a Fuel Change-Over Calculator that can help customers determine the optimal lead time for switching to MGO. The tool takes fuel specification, consumption of machinery, fuel system layout and temperature change constraints into account. It increases both safety and efficiency during the change-over procedure.Wolf Rehder of Veritas Petroleum Services gave an overview of new low sulphur fuel products that have recently entered the market. They are approximately 20 to 50 USD cheaper than MGO and claim to be compliant with the new sulphur

limitations in SECAs. However, shipowners and operators still need to take issues such as microbiologi-cal contamination, flash points and lubricity into account when using low sulphur products. Another pressing regulatory issue is ballast water management (BWM). “Due to ballast water shipping is the most important source of marine invasive species which currently create approximately seven bil-lion Euros of losses to the global economy each year,” said Ralf Plump, ship emissions and environ-mental R&D expert at DNV GL. He gave an update about the current legal framework on IMO level, outlined the special circumstances in US waters, which are caused by US Coast Guard regulations, and talked about the potential changes that may occur in the future. The IMO Ballast Water Management Convention has been signed by 43 countries. That adds up to about

32,54% of the world’s fleet – the tar-get is 35%. Important global players such as Panama, Greece or China are still holding back, but Italy and Indonesia have informed the IMO that they will sign the convention shortly, which would be enough to reach the target. To date, 53 ballast water management systems have obtained full IMO type approval.DNV GL’s Bulker expert Sönke Pohl emphasized the value of vetting schemes for dry cargo vessels and explained which factors are vital to assessing the quality of a ship. Ship vetting is a risk assessment process carried out by charterers and terminal operators to deter-mine whether a ship is suitable to be chartered. “This can be a very reliable risk management tool, but unlike certification or classification, vetting is a private, voluntary system that operators may opt to use,” he said. DNV GL’s condition assess-ment programme (CAP) is already

well established within the tanker industry and could also improve risk assessment in the bulker sector. It examines the ballast tanks, cargo holds, machinery and the cargo system in depth – rating the quality of the vessel in a comprehensive, reliable way and calculating its strength.Finally, Holger Jeffries, program manager class development at DNV GL, spoke about the new rule set that is due to be published in July 2015 and will come into force in January 2016. “It will be a comprehensive rule set that is easy and intuitive to use. Ship type rules summarize requirements specific to ship types and additional class notations are grouped to make them more transparent,” he explained. Ship managers are welcomed to interact in technical working groups, participate in hearings and take part in trainings for rules and tools during the implementation process.

CSCL Globe, the world’s largest containership and the first of a series of five 19,100 TEU container-ships ordered by China Shipping Container Lines (CSCL) in 2013, has been named at Hyundai Heavy Industries (HHI) in Ulsan, South Ko-rea. All of the vessels in the series will be constructed to DNV GL class.“At DNV GL, we are very honoured to be part of this project. CSCL Globe represents not only the largest, but one of the most energy efficient containers vessels in the world. I would like to congratulate both CSCL and Hyundai Heavy Industries on achieving this break-through in ultra-large containership development,” says Tommy Bjørn-sen, DNV GL’s Regional Manager for Korea and Japan.CSCL Globe measures 400 m in length, 58.6 m in width and 30.5 m in depth and is as large as four soccer fields. She will be deployed on the Asia-Europe trade loop after being handed over to the owner this month.

The CSCL Globe features a 77,200 bhp electronically controlled main engine that en-hances fuel efficiency by automatically control-ling fuel consumption to reflect the vessel’s cur-rent speed and the sea conditions. As a result, the containership will burn 20 per cent less fuel per TEU in comparison to a reference 10,000 TEU containership.The vessel and its upcoming sister ships have also implemented the RSCS class notation (Route Specific Container Stowage). The RSCS notation was developed by DNV GL to provide an even more efficient usage of cargo capacity with more flexibility and more laden containers on board on specific routes without compromising on safety. Reflecting the environmental performance of the CSCL Globe

and her sister ships, the vessels will all hold the class notation EP-D (Environmental Passport Design), demonstrating their preparedness and compliance with environmental regulations. EP-D documents com-pliance with all relevant MARPOL regulations and other environment-related IMO conventions. The

notation also shows that the vessel meets upcoming requirements, such as ballast water management, ship recycling, bilge water separation and recovery of refrigerants.Caption: CSCL Globe is the world’s largest containership and will be deployed on the Asia-Europe trade loop. Picture: Courtesy of CSCL


Η HELMEPA παρουσίασε τις σύγχρονες εκπαιδευτικές της πρωτοβουλίεςστο SS HELLAS LIBERTYΣε έναν ιστορικό χώρο-σύμβολο της διαχρονικής εξέλιξης της ελληνικής ναυτιλίας, το SS HEL-LAS LIBERTY και συγκεκριμένα στην αίθουσα «Καπετάν Βασίλη Κωνσταντακόπουλου», η HELMEPA παρουσίασε χθες, Δευτέρα 24 Νοεμβρίου, τις νέες εκπαιδευτικές της πρωτοβουλίες στην ευρύτερη ελληνική ναυτιλιακή κοινότητα. Την εκδήλωση τίμησαν με την παρουσία τους ο Υπουργός Ναυτιλίας και Αιγαίου κ. Μ. Βαρβιτσιώτης συνοδευόμενος από την ηγεσία του Λ.Σ., η μέχρι πρόσφατα Επίτροπος Θαλάσσιας Πολιτικής και Αλιείας, κα Μ. Δαμανάκη, ο Πρέσβης της Νορβηγίας στην Ελλάδα κ. S. Larsen, η διπλωματική ακόλουθος της Πρεσβείας του Μεξικού κα R.M. Betancourt-Moreno, ο Πρόεδρος του Ναυτικού Επιμελητηρίου Ελλάδος κ. Γ. Γράτσος, ο Πρόεδρος της Ένωσης Εφοπλιστών Ναυτιλίας Μικρών Αποστάσεων κ. Χρ. Σημαντώνης, Μέλη του ΔΣ της HELMEPA, Διευθυντές και στελέχη εταιρειών και οργανισμών μελών της, εκπρόσωποι φορέων και του ναυτιλιακού Τύπου.

Καλωσορίζοντας τους προσκεκλημένους, ο Πρόεδρος, Δρ. Ι. Κούστας, αναφέρθηκε στη συμβολή της ανανεούμενης εκπαίδευσης που προσφέρει η HELMEPA στη διατήρηση των ποιοτικών χαρακτηριστικών της ελληνικής ναυτιλίας. Με το νέο πρόγραμμα e-learning, που προετοιμάστηκε σε συνεργασία με τη DYNAMARINe, εταιρικό μέλος, η HELMEPA συμβαδίζει με τη μοντέρνα τεχνολογία προς όφελος των μελών της. Έτσι, δίνει τη δυνατότητα στα μέλη να αξιοποιήσουν τα σύγχρονα μέσα για την επιμόρφωση του ανθρώπινου δυναμικού τους και ευχαρίστησε τη DYNAMARINe για την ευγενική της προσφορά καθώς και την Επιτροπή Εκπαίδευσης (Training Committee) και όλες τις εταιρείες και

τους οργανισμούς για τη συμβολή τους. Χαιρετίζοντας την εκδήλωση, ο ΥΝΑ κ. Βαρβιτσιώτης, εξήρε τη συμβολή και την ιστορική διαδρομή της HELMEPA, τονίζοντας πως είναι «ο άξονας που έφερε την ελληνική ναυτιλία στη Λευκή Βίβλο των αναγνωρισμένων ναυτιλιακών χωρών, που θα είχαμε καθυστερήσει χωρίς αυτόν». Αναφερόμενος στην ανάγκη να προστατέψουμε το περιβάλλον, ο Υπουργός υπογράμμισε πως «οφείλουμε να χρησιμοποιούμε οργανισμούς με διεθνή αναγνώριση όπως η HELMEPA για να θωρακίσουμε την προστασία

του θαλάσσιου περιβάλλοντος και προσβλέπω στη στενή συνεργασία μαζί της.»

Στο σύντομο χαιρετισμό της, η κα Δαμανάκη, συνεχάρη τη HELMEPA για το έργο της και αναφέρθηκε στη σημασία της προσπάθειας για συνεχή εξέλιξη και βελτίωση, η οποία αποτελεί αναπόσπαστο στοιχείο των «πρωταθλητών», όπως είναι η ελληνική ναυτιλία. Ο Δρ. Στ. Περισσάκης της DYNA-MARINe παρουσίασε το πρόγραμμα e-learning, που είναι στη διάθεση των μελών της HELMEPA και

περιλαμβάνει παρουσιάσεις στην αγγλική σε θέματα πρόληψης της ρύπανσης και ασφάλειας στα πλοία. Ακόμη, έχει τη δυνατότητα ο χρήστης να αξιολογήσει τις γνώσεις του και μετά από επιτυχή εξέταση να λάβει σχετικό πιστοποιητικό της HELMEPA.

Στη συνέχεια, η Εκτελεστική Συντονίστρια της HELMEPA, κα Κρ. Πρεκεζέ, παρουσίασε το νέο Επιμορφωτικό Πρόγραμμα 2015, που περιλαμβάνει 5 κατηγορίες σεμιναρίων. Πρόκειται για τις: Safety First, Pollution Prevention, Marine Environmental Awareness, Lessons Learnt and Experience Sharing και

Navigational Procedures. Τα θέματα έχουν επιλεγεί σε στενή συνεργασία με την Εκπαιδευτική Επιτροπή της HELMEPA. Βασίζονται στις σημαντικότερες νομοθετικές εξελίξεις στον ΙΜΟ, τις προτάσεις των εταιρειών μελών και των συμμετεχόντων στα προηγούμενα προγράμματα και στα αποτελέσματα των επιθεωρήσεων πλοίων στα λιμάνια.

Εισηγητές είναι έμπειρα στελέχη 5 νηογνωμόνων και 7 εταιρειών μελών της HELMEPA: American Bureau of Shipping, Andriaki Shipping Co. Ltd., Bureau Veritas, Chandris (Hellas)

Inc., Cleopatra Shipping Agency Ltd., Costamare Shipping Company S.A., Danaos Shipping Co. Ltd., DNV GL, Euronav Shipmanagement (Hellas) Ltd., Hellenic Lloyd’s S.A., Rina Hellas και Tsakos Columbia Shipmanage-ment (“TCM”) S.A., του Εργαστηρίου Θαλάσσιων Μεταφορών-Σχολή Ναυπηγών Μηχανολόγων Μηχανικών του ΕΜΠ, ο Χημικός Ναυτιλίας, κ. Κ. Καραντζής, καθώς και 5 επιστημονικά στελέχη της HELMEPA.Η εκδήλωση έκλεισε με το Γενικό Διευθυντή της HELMEPA κ. Δ. Μητσάτσο, που παρουσίασε συνοπτικά τα επιχειρησιακά οφέλη που απολαμβάνουν τα μέλη. Τόνισε

δε, τη διεθνή αναγνώριση που έχουν ως επιχειρήσεις ποιοτικής ναυτιλίας οι οποίες εκφράζουν την εταιρική κοινωνική τους ευθύνη, συνδράμοντας προγράμματα και δράσεις περιβαλλοντικής ενημέρωσης που προσφέρει η HELMEPA για την ευαισθητοποίηση χιλιάδων παιδιών αλλά και της ευρύτερης ελληνικής κοινωνίας. Σε αναγνώριση της φιλοξενίας της εκδήλωσης, ο κ. Μητσάτσος προσέφερε στον εκπρόσωπο του «Ομίλου Φίλων του SS HELLAS LIBERTY» Καπετάν Βαγγέλη Κούζιλο, τη σημαία της HELMEPA για να κυματίζει στον ιστό αυτού του ιστορικού πλοίου-μουσείου της ελληνικής ναυτικής οικογένειας.

O ΥΝΑ κ. Βαρβιτσιώτης, εξήρε τη συμβολή και την ιστορική διαδρομή της HELMEPA, τονίζοντας πως είναι «ο άξονας που έφερε την ελληνική ναυτιλία στη Λευκή Βίβλο των αναγνωρισμένων ναυτιλιακών χωρών, που θα είχαμε καθυστερήσει χωρίς αυτόν».

PRS Piraeus Branch Office5-7, Agiou Nikolaou str.18537 Piraeustel: 210-4528320fax:210-4185845email:[email protected]

PRS Piraeus Branch Office5-7, Agiou Nikolaou str.18537 Piraeustel: 210-4528320fax:210-4185845email:[email protected]

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EU recognized & IACS member classification society


Στο πνεύμα της συνεχιζόμενης συνεργασίας μεταξύ των δύο Οργανισμών, αντιπροσωπεία εταιριών μελών συναντήθηκε με στελέχη της Αμερικανικής Ακτοφυλακής (USCG) στο Αρχηγείο της στη Washington D.C την 12η Νοεμβρίου 2014.

Οι αντιπρόσωποι των Μελών της HELMEPA είχαν την ευκαιρία να αναπτύξουν ελεύθερα ανησυχίες πλοίων τους που ταξιδεύουν στις περιοχές δικαιοδοσίας USCG. Πήραν απαντήσεις και διευκρινίσεις, όπου απαιτήθηκε, έτσι ώστε συνεχώς να βελτιώνεται το ήδη υψηλό επίπεδο των πλοίων-μελών στις ΗΠΑ.

Ο Assistant Commandant for Preven-tion Policy, RADM Paul F. Thomas,

δεν μπόρεσε να προεδρεύσει στη συνάντηση, στην οποία πήραν μέρος:

• Captain Kyle McAvoy, Chief of Com-mercial Vessel Compliance• Captain J.C. Burton, Director of Inspections and Compliance• Mr F.J. Sturm, Deputy Director of Commercial Regulations and Standards• κ. Ν. Καμπούρης της CHANDRIS HELLAS INC• κ. Ι. Κουλουκουντής της CLEOPA-TRA SHIPPING AGENCY LTD• Καπετάν Ι. Δρακογιαννόπουλος της COSTAMARE SHIPPING CO SA• κ. Ι. Λαδάς της DANAOS SHIPPING CO LTD• κ. Π. Πίππος της EURONAV SHIP MANAGEMENT HELLAS LTD• κ. Δ. Κ. Μητσάτσος, κα. Κρ.

Πρεκεζέ και κα. Ε. Μαστροκώστα της HELMEPA.

Επίσης, ο κ. Jeffrey G. Lantz, Director of Commercial Regulations and Stan-dards παρακολούθησε τη συνάντηση κατά την οποία συζητήθηκαν κυρίως τα θέματα:

• Συμμόρφωση με τις απαιτήσεις του Θαλασσέρματος (Alternative Manage-ment Systems-AMS in the interim)• Το Παράρτημα VI της MARPOL 73/78 και τα χαμηλής περιεκτικότητας σε θείο καύσιμα και τη συμμόρφωση με την επικείμενη ημερομηνία ισχύος τους• Θέματα OSROs και του Προγράμματος ALASKA APC καθώς και ύπαρξη άλλων τέτοιων οργανισμών λόγω των ιδιαιτεροτήτων

της περιοχής• Κανονισμοί της USCG καθώς και το Vessel General Permit (VGP2013)• Θέματα πιλότων σε ποτάμια και επιπτώσεις λόγω υψηλών ταχυτήτων.

Μετά την επιτυχία της πρώτης συνάντησης το Νοέμβριο 2013 και με δεδομένο τις ειλικρινείς συζητήσεις που έγιναν μεταξύ μελών και υψηλόβαθμων αξιωματικών της Ακτοφυλακής, η HELMEPA πιστεύει ότι οι συναντήσεις αυτές θα συνεχιστούν και στο μέλλον.

«Το έργο σας είναι ζωτικής σημασίας για την ασφάλεια και secu-rity στη θάλασσα», υπογράμμισε ο Υπαρχηγός της USCG, Ναύαρχος Peter V. Neffenger, στο μήνυμά του στον Γενικό Διευθυντή της HELMEPA.

H Louis Cruises «ξεναγεί» στα νερά του Αιγαίου ταξιδιωτικούς Bloggers από όλο τον κόσμο

Ως γνήσιος πρεσβευτής της ελληνικής φιλοξενίας, η Louis Cruises είχε τη χαρά και την τιμή να «ταξιδέψει» στη μαγευτική ομορφιά των Ελληνικών νησιών με το άνετο κρουαζιερόπλοιο Louis Olympia δεκατρείς ταξιδιωτικούς bloggers που ήρθαν στην Ελλάδα από την Αμερική, Αυστραλία και Ασία, στο πλαίσιο του συνεδρίου «Travel Bloggers Exchange – TBEX EUROPE 2014».

Το συνέδριο πραγματοποιήθηκε με επιτυχία στο «Μέγαρο Μουσικής: Διεθνές Συνεδριακό Κέντρο Αθηνών» με πρωτοβουλία του Δήμου Αθηναίων και του Γραφείου Συνεδρίων & Επισκεπτών Αθηνών (ACVB) από τις 23 μέχρι τις 25 Οκτωβρίου, προσελκύοντας 800 ταξιδιωτικούς bloggers και συγγραφείς τουριστικών media από 50 χώρες.

Η Louis Cruises συνέβαλε

ενεργά στο να αποκτήσουν οι ταξιδιωτικοί δημοσιογράφοι και bloggers μια αυθεντική εμπειρία της Ελλάδας, μέσω της τετραήμερης κρουαζιέρας «Εικονικό Αιγαίο» που συμπεριλαμβάνει μοναδικούς προορισμούς, ανάμεσα στους οποίους συγκαταλέγονται η Μύκονος, Πάτμος, Ρόδος, Ηράκλειο Κρήτης και Σαντορίνη.

Η συναρπαστική κρουαζιέρα που προσέφερε η Louis αποτέλεσε μία από τις δημοφιλέστερες επιλογές και θετική ανταπόκριση, καθώς οι φιλοξενούμενοι έφυγαν

ενθουσιασμένοι από την εν πλω εμπειρία, γνήσια φιλοξενία και προσωπική εξυπηρέτηση.

Ο Διευθύνων Σύμβουλος της Louis Cruises, κος Κυριάκος Αναστασιάδης δήλωσε: «Είμαστε περήφανοι που τα πλοία μας αποτέλεσαν πόλο έλξης και φιλοξενίας για ένα τόσο σημαντικό

κοινό διαμορφωτών της κοινής γνώμης μέσω των διεθνών social media και ταξιδιωτικών blogs.

Η Louis Cruises είναι ιδιαίτερα ευτυχής που συνέβαλε με το δικό της τρόπο στην ανάδειξη της ελληνικής κληρονομιάς αλλά και των μοναδικών της προορισμών στο Αιγαίο».

Εντείνονται οι σχέσεις HELMEPA-USCG

Η Louis Cruises προσέφερε στους ταξιδιωτικούς Bloggers του συνεδρίου TΒΕΧ Europe 2014 ένα μοναδικό ταξίδι εξοικείωσης.

Marine and fire safety equipment leader VIKING Life-Saving Equipment has released the latest model of its popular polar-conditions immersion suit, the VIKING PS5002. The suit’s launch was preceded by one of the most rigorous sub-zero tests ever conducted on this type of personal protection equipment (PPE).“The PS5002 is a very popular suit that has been proven in polar condi-tions during many years in the field,” says Jens Peter Kruse, VIKING’s Vice President for PPE. “Now, with many of our customers expanding their operations into extremely cold regions, we’ve upgraded both the suit’s capabilities and the tests we subject it to.”Designed to be worn without a life-jacket, the latest PS5002 features a double layer of insulation - compared with standard immersion suits – that offers protection from extreme cold. The integrated inherent buoyancy keeps as much of the wearer’s body as possible clear of the icy water and the suit can therefore be worn without a lifejacket.The design extends the length of time the wearer can be expected to survive, providing valuable extra time for search and rescue teams to locate and assist survivors. Also new to the PS5002 is VIKING’s outstanding high visibility yellow, which is particularly useful for rescue teams attempting to spot survivors at dawn or dusk against the sea as a background. Both the extended survival time and higher visibility can be decisive factors in a part of the world that experiences around-the-clock darkness for much of the year.For Jens Peter Kruse, the suit’s on-going design brief is clear: “In polar conditions, when you need safety equipment, you need it to be fully functional and donned quickly and safely. It’s got to allow as much time as possible to be rescued, and it should make you really stand out. And

having to don only one item instead of two, as is the case for standard im-mersion suits that must be worn with a lifejacket, may turn out to be crucial for raising your chances of survival.”

Cold donning testAccording to SOLAS guidelines, an immersion suit of this type should be capable of being donned in 5 minutes or less at temperatures as low as -30 degrees Celsius (2 minutes in regular temperatures). VIKING chose, how-ever, to put its product to a far more demanding test, reflecting the realities of the toughest and most dangerous Polar regions.

The packed PS5002 immersion suit was refrigerated at -60 degrees Celsius for 24 hours before being removed and donned by a test person wearing approved test clothing. In every case, the suit was able to be donned well within the allotted time. “To my knowledge, nothing like this has ever been attempted before by any manufacturer.”

The extreme test temperatures also reflect the need for PPE equipment to withstand being stored in a container on deck. Following testing, each suit was assessed for signs of damage, including cracking dissolution or changes in mechanical qualities. No such damage was discovered.

VIKING is the only marine safety equipment manufacturer able to offer a full package of products for polar conditions, ranging from suits and lifejackets to liferafts, containers and auxiliary equipment. The upgraded PS5002 is the latest in a line-up of innovations keeping VIKING’s range up to speed with developments in both the Arctic and Antarctic regions.VIKING PS5002 fulfills the require-ments of Resolution MSC.81(70) “Revised Recommendation on Testing of Life-Saving Appliances” includ-

ing the amendments MSC.200(80), MSC.226(82) and MSC.323(89) and LSA code 2010 edition.

60 NAFS NOVEMBER 2014

VIKING’s arctic suit triumphs over extreme temperaturesA long-time favorite of mariners facing arctic survival risks, VIKING’s PS5002 immersion suit has been upgraded and independently tested at temperatures as low as -62.6 degrees Celsius.

nafs March 2014 63


MAN Diesel & Turbo has received an order for an MAN 8L32/44CR engine to power a newbuilding trawler for Fishermen’s Finest, the US fishing concern. The 32/44CR engine order is significant on two counts in that it represents the first CR engine sold to the American fishing segment that is fully US EPA Tier II-compliant and is, si-multaneously, a first reference for MAN Diesel & Turbo in the impor-tant, domestic fishing industry.

Helena Park, CEO Fishermen’s Finest, said: “I am impressed with the technological advantages the MAN 8L32/44CR common-rail diesel engine will give our eco-trawler, ‘M/S America’s Finest’.

Robert Burger, Managing Direc-tor – MAN Diesel & Turbo, USA, said: “Fishermen’s Finest aims to be a leader in the competitive US fishing industry and habitually

employs the latest technology to improve the productivity of its fleet. In ordering our four-stroke engine, it recognises the com-mercial advantage it can gain from our common-rail technology that is fully integrated with the engine and has best-in-class fuel efficiency accompanied by low emissions.”The engine will have an output of 4,800kW (600kW/pr cylinder) and will be built at MAN Diesel & Turbo’s Augsburg, Germany works. The prime mover is part of a propulsion package that includes:

• an MAN Alpha 4–blade CP pro-peller type VBS 940 Mk 5 Ø 3,800 mm including an AHT high-thrust nozzle

• MAN’s proprietary Sacosone common-rail engine-control system

• MAN’s Alphatronic 3000 Propul-sion Control System

• a gearbox – power 4,800 kW, horizontal offset 950 mm, PTO 2,900 kW.The vessel will be built at Dakota Creek Industries in Anacortes, Washington State, USA us-ing an ST-116 XL design from Skipsteknisk, the independent, Norwegian naval architect and marine engineering company. Delivery of the propulsion package is scheduled for December 2015 with vessel delivery expected in November 2017.

Promising climateFishermen’s Finest reports that its new order comes at a time when the political climate in the State of Washington is very positive and openly promoting efforts for distant-water fishing fleets to

replace outmoded vessels.Recent public statements by the State Government to this effect have given broad support to intro-ducing modern ship designs that can dramatically reduce fuel costs, increase efficiency, and better meet new requirements for envi-ronmental protection. As such, the order for America’s Finest with its modern MAN technology comes at an opportune moment.

A significant referenceMAN Diesel & Turbo’s common-rail engines are among the most technologically advanced in its portfolio with a segment-leading SFOC that significantly lowers emissions of soot and NOx at all possible engine operating points. The company’s CR engines have already established a solid foothold in other, major fishing markets.

MAN: US Orders Trawler with Common-Rail TechnologyTier II-compliant 32/44CR technology to deliver fuel efficiency, low emissions and improved productivity

Graphical rendering of the ST-116 XL design for ‘America’s Finest’ (courtesy Skipsteknisk)


Leading classification soci-ety ClassNK (Chairman and President: Noboru Ueda) has announced the expansion of its Veracruz Office in order to better support the growing offshore oil industry in the Gulf of Mexico. The expansion will increase the survey capabilities and management of the Veracruz office in response to growing demand from the offshore sector in the region.

The liberalization of Mexico’s off-shore industry is driving increased interest in Mexico’s growing offshore sector. Over the past year, a number of major vessel operators have increased the size of their fleets in the region to take advantage of new exploration and production opportunities. ClassNK is expanding its operations in the region to support these efforts.

The expansion, which took effect on 1 November 2014, will increase the survey and management

authority of the Veracruz Office, while increasing its survey and support capabilities. As part of the expansion, current Veracruz

Office Manager Mr. Emilio Reyes Galindo has been promoted to General Manager of the expanded office.

Founded in 2004, ClassNK’s Ve-racruz Office is one of 11 ClassNK offices in North America, and one of three of the society’s offices that supports vessels in the Gulf of

Mexico. While the Veracruz Office has traditionally provided clas-sification and certification services to the ocean going vessels calling

at Mexico’s ports, the growing number of NK-classed offshore vessels in the region spurred ClassNK to expand its local opera-tions.According to ClassNK Chairman & President Noboru Ueda the move reflects recent efforts by the class society to better support the industry: “As we’ve increased our

support for the offshore and work-boat sectors, our share in those markets has rapidly grown. OSVs and other workboats accounted for nearly 25% of the vessels added to our register in 2013, including a number of Mexican-owned vessels transferred from other classification societies. The expansion of our Veracruz Office not only reflects this growth, but also represents the next step in our efforts to support this vital industry.” New Veracruz Office General Manager, Mr. Emilio Reyes Galin-do agreed with Mr. Ueda, adding: “The expansion of our capa-bilities here in Veracruz sends an important message about our support for the local maritime and offshore industries and will mean that we can provide an even greater range of classification and ISO-based certification services for industry in the region.”

ClassNK Expands Veracruz OfficeSociety increases support for Gulf of Mexico offshore industry

ClassNK (Chairman and President: Noboru Ueda) has granted Approval in Principle (AIP) to a new H2/CO2 FPSO (floating production, storage and offloading) to a new design devel-oped by Mitsubishi Heavy Industries (MHI) and Chiyoda Corporation.FPSO are commonly used in the offshore oil and gas industry process and store crude oil and liquefied gas from offshore wells until it can be transported via pipelines to shore or via ship-to-ship transfer. This new con-cept H2/CO2 FPSO, however, uses steam reforming and shift conversion to extract hydrogen (H2) and carbon dioxide (CO2) from the associated gas produced as a byproduct of oil well production.

Due to its overwhelming environ-mentally-friendliness and excellent availability, there is growing interest in the use of hydrogen as a fuel, and research is ongoing around the world. The storage and transport of hydrogen continues to present a number of dif-ficult technical challenges for industrial and commercial use.

The facility’s topside plant and floating body were developed by Chiyoda and MHI respectively with support from ClassNK’s Joint R&D for Industry Pro-gram. The new design is understood to be world’s first H2/CO2 FPSO design, as well as the first such facility to receive Approval in Principle.

ClassNK Grants Approval in Principle for new H2/CO2 FPSO Design by MHI and Chiyoda

The 462 gt offshore support vessel Lluavi is one of the ships that transferred to ClassNK this year.

nafs March 2014 51

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


The supply/demand imbalance that drove dry bulk markets down to 2009 levels during the first half of the year is set for adjustment, with Newport Shipping Group predicting an im-proved tonnage balance over the next couple of years, resulting in a freight rate peak in the 2016/2017 period.

“The dry bulk markets during the first half of 2014, especially Panamax, Supramax and Handysize, have not been at these low levels since the financial crisis in early 2009,” says Harald Lone, Chairman of Newport Shipping Group.

“Strong supply growth combined with a decline in most of the major coal trades pushed spot earnings for Panamaxes to just above US$3000 per day in Q1 2014, well below operating costs. The markets are still soft, with average spot earnings in 2014 down by 10% on 2013, with Panamax rates down as much as 22%.”

Healthy demand and moderate supply growth, however, should result in an improved tonnage balance during the next couple of years. And although a spate of newbuild orders in the 2013/2014 period could prevent a near term re-bound, “freight rates and ship values are likely to rise slowly then peak during the 2016/2017 period”.

“A fundamental and sustainable dry bulk mar-ket recovery is expected in the second half of 2015 and throughout 2016, when the total dry bulk market balance could peak at 88%, with

peaks during the fourth quarter close to 92%,” Lone says. “Improved tonnage balance in 2015/2016 should drive up bulk freight rates.”

Referring to Newport Shipping Group’s latest Dry Bulk Market Outlook report, Lone says that less ordering combined with an increase in scrapping is expected to result in a significant shift in the pace of fleet expansion as scrap-ping eats into new deliveries.

He says that dry bulk supply expansion has gone from 15% in 2011 and 14% in 2012 to 7.4% in 2013 and 5.3% in 2014. It is expected to be about 4.9% in 2015, although this in itself will not be sufficient to initiate a major dry bulk recovery during the next twelve months.

Scrapping could eat further into the supply/demand balance, given that 28% of all vessels in the Handy segment, the main contender for demolition, will be twenty years old or more by 2017. Deliveries of new Handy vessels be-tween 2015 and 2016 period will add 13Mdwt per quarter to the fleet, of which 80-90% will be in the larger 30-40,000dwt segment.

“Demand is expected to increase by more than 5% year-on-year and, supported by an improved tonnage balance, is likely to spur a rise in freight rates for all Handy segments over the course of the next two years. There is potential for a freight rate hike in the 2014/2015 winter window before thawing in the first half of the New Year should demand for nickel ore and bauxite fail to recover,” Lone says.

Key drivers remain the steel industry and Chinese imports of iron ore and steam coal. Iron ore imports to China are expected to increase from the 824Mt registered in 2013 to 1080Mt in 2016, which correlates to an annual growth rate of about 9.5%. This, supported by increases in iron ore to the EU, Japan and other parts of Asia, is forecast to result in an 8% increase in the seaborne trade of iron ore during the 2013-2016 period, of which 89% will be imports to China, mainly from Australia and Brazil.

Besides iron ore, steam coal imports to China will be drive future dry bulk demand. However, this year global trade was down by almost 40Mt and Chinese imports were more than 100Mt shy of projections due to falling coal

prices, low demand and increased hydro power production – fundamentals that are attributed to the first half weakness of the Panamax, Supramax and Handysize segments.

Despite the slow start, a 150Mt increase in coal imports to China is forecast due to lower levels of domestic production. Newport Shipping Group expects total seaborne trade to increase to 7% in 2014 and 2015, and then continue with an annual growth rate of 6.5% in 2016.

“Synchronised world economic growth is going to initiate higher demand for dry bulk carriers driven by strong import demand to China, es-pecially for iron and coal. But in the short term, lower coal import demand and a substantial decline in nickel ore and bauxite trades, due to the Indonesian export ban, will continue to put pressure on the markets. “Whilst the dry bulk markets are still soft, struggling through the worst slump on record, shipowners do need to change the status quo of competing against each other, which is driv-ing freight rates to unsustainable levels,” says Lone.

Picture CaptionNewport Shipping Group Chairman Harald Lone says: “Synchronised world economic growth is going to initiate higher demand for dry bulk carriers.”

“Demand is expected to increase

by more than 5% year-on-year

and, supported by an improved

tonnage balance, is likely to spur

a rise in freight rates for all Handy

segments over the course of the

next two years. There is poten-

tial for a freight rate hike in the

2014/2015 winter window before

thawing in the first half of the New

Year should demand for nickel ore

and bauxite fail to recover,” Lone

says.

NEWPORT SHIPPING GROUP Forecasts Freight rate peak for 2016

nafs March 2014 55


Ο ΟΛΠ ΑΕ και οι διακρατικοί εταίροι του Ευρωπαϊκού έργου CustomMed συμμετείχαν στην Τεχνική Ημερίδα του έργου, που οργανώθηκε στις 20 Νοεμβρίου 2014 στην Αίθουσα συνεδριάσεων του ΟΛΠ.

Ο ΟΛΠ συμμετέχει στην υλοποίηση του έργου CUSTOM MED σε συνεργασία με το Πανεπιστήμιο της Γένοβας, τη διοίκηση των Τελωνείων του Λιβάνου, τον Οργανισμό Ανάπτυξης της Άκαμπα της Ιορδανίας, το Ινστιτούτο Λιμενικών Μελετών και Συνεργιών της Βαλένθια της Ισπανίας, και τον Οργανισμό Λιμένος του Αλικάντε της Ισπανίας . Το έργο CUSTOM

MED στοχεύει στη βελτίωση της διακίνησης των εμπορευμάτων σε επιλεγμένα από το έργο λιμάνια της Μεσογείου μέσω της ανάπτυξης κοινών διασυνοριακών διαδικασιών και την αύξηση της χρήσης των τεχνολογιών Πληροφορικής και Επικοινωνίας (ΤΠΕ). Αυτό θα συμβάλει μακροπρόθεσμα στη μείωση της γραφειοκρατίας των συναλλαγών και των διαδικασιών εισαγωγών και εκκαθάρισης των εμπορευμάτων ενισχύοντας ταυτόχρονα την ανταγωνιστικότητα των λιμένων.

Τα αναμενόμενα αποτελέσματα του έργου CUSTOM MED είναι:

• Απλοποίηση και εναρμόνιση των διασυνοριακών διαδικασιών διακίνησης των εμπορευμάτων μεταξύ των λιμένων του έργου.• Αύξηση της ενσωμάτωσης και χρήσης των ΤΠΕ σε λιμενικές διαδικασίες.• Βελτίωση των ικανοτήτων του εμπλεκομένου προσωπικού των λιμενικών αρχών.• Μείωση του χρόνου αναμονής των εμπορευμάτων χάρη στην ταχύτερη, ευκολότερη και καλύτερη οργάνωση των διαδικασιών.

Όπως δήλωσε ο Πρόεδρος & Δ/νων Σύμβουλος του ΟΛΠ Α.Ε.

κ. Γιώργος Ανωμερίτης, “ο ΟΛΠ A.E. συνεχίζει να συμμετέχει στην υλοποίηση ερευνητικών Ευρωπαϊκών Προγραμμάτων υποστηρίζοντας ενεργά συνεργασίες με λιμενικούς φορείς, Οργανισμούς και εταιρίες Ευρωπαϊκών και Μεσογειακών χωρών στοχεύοντας στην ανταλλαγή τεχνογνωσίας, εμπειριών και στη βελτίωση των σχέσεων μεταξύ των εμπλεκομένων φορέων, με τελικό στόχο ένα λιμάνι φιλικό προς τους χρήστες και τους πολίτες”.

Η ιστοσελίδα του έργου είναι: http://custommed.eu

Ολοκληρώθηκαν οι εργασίες της Γενικής Συνέλευσης του Οργανισμού Λιμένων Ευρώπης

Ολοκληρώθηκαν οι εργασίες της Γενικής Συνέλευσης του Οργανισμού Λιμένων Ευρώπης (ESPO) με την κατάθεση των τελικών προτάσεων και παρατηρήσεων επί του θέματος της πρότασης του νέου Κανονισμού της Ευρωπαϊκής Επιτροπής για “τη Θέσπιση Πλαισίου όσον αφορά την Πρόσβαση στην Αγορά Λιμενικών Υπηρεσιών και τη Χρηματοοικονομική Διαφάνεια των Λιμένων”, ο οποίος πρόκειται να ψηφισθεί στο Ευρωπαϊκό Κοινοβούλιο.Στις εργασίες της Γενικής Συνέλευσης έλαβαν μέρος εκ μέρους της Ένωσης Λιμένων Ελλάδος (ΕΛΙΜΕ) ο Πρόεδρός της κ. Γιώργος Ανωμερίτης, ο Εκτελεστικός Διευθυντής της κ. Γιώργος Καστελλάνος και εκ μέρους του ΟΛΠ Α.Ε. ο Γενικός Διευθυντής του κ. Σταύρος Χατζάκος. Μετά τις εργασίες της Γενικής Συνέλευσης οι εκπρόσωποι των λιμανιών συναντήθηκαν σε από κοινού σύσκεψη με τον εισηγητή του Κανονισμού

ευρωβουλευτή κ. Flekenstein, και τους «σκιώδεις» εισηγητές την ευρωβουλευτή κ.Meissner Gesine, και την ευρωβουλευτή κ. Ελίζα Βόζενμπεργκ, μέλη της Επιτροπής Μεταφορών προς τους οποίους, μετά την εισήγησή τους,

ετέθησαν σημαντικά ερωτήματα από πολλά λιμάνια. Στα πλαίσια της συνεργασίας αυτής οι εκπρόσωποι της ΕΛΙΜΕ και του ΟΛΠ Α.Ε είχαν εποικοδομητική συνεργασία με την ευρωβουλευτή κ. Ελίζα Βόζενμπεργκ και τους συνεργάτες της για τα θέματα της λιμενικής βιομηχανίας. Κατά τη διάρκεια της Γενικής

Συνέλευσης συγκροτήθηκε σε Σώμα το νεοσυσταθέν “Cruise and Ferry Port Network” και εκλέχθηκε ομόφωνα ως Πρόεδρος ο Γεν. Δ/ντής του ΟΛΠ Α.Ε. και επίτιμος Πρόεδρος της MedCruise κ. Σταύρος Χατζάκος. Στο Δίκτυο συμμετέχουν

και οι ενώσεις Λιμένων Κρουαζιέρας MedCruise, Cruise Baltic, Cruise Europe, Cruise Norway με στόχο την αναβαθμισμένη εκπροσώπηση του κλάδου στην Ευρωπαϊκή Επιτροπή και τα διεθνή fora. Κατά τη διάρκεια του επίσημου δείπνου της Γενικής Συνέλευσης δόθηκε το ετήσιο βραβείο για

την ανάπτυξη περιβαλλοντικών προγραμμάτων, βραβείο το οποίο απονεμήθηκε στο λιμάνι του Κόπερ. Υποψήφια για το βραβείο αυτό ήταν τα λιμάνια της Λισσαβόνας, Μασσαλίας, Ρότερνταμ και Χουέλβα. Όπως είναι γνωστό το Λιμάνι του Πειραιά έχει αναγνωρισθεί από την ESPO ως Οικολογικό λιμάνι (ECO-PORT) με πιστοποίηση Lloyd΄s, τίτλο τον οποίο για το 2014 απένειμε στον ΟΛΠ Α.Ε. η Γενική Γραμματέας της ESPO κ. Isabelle Ryckbost κατά την πρόσφατη επίσκεψή της στο λιμάνι του Πειραιά.Στο περιθώριο της Γενικής Συνέλευσης η ελληνική πλευρά είχε παράλληλες συναντήσεις με στελέχη της Ευρωπαϊκής Επιτροπής, Ευρωβουλευτές, εκπροσώπους λιμένων και με το Προεδρείο της ESPO για θέματα κοινού ενδιαφέροντος.Φωτογραφία : η Γραμματέας κα Isabel Ryckbost, o Πρόεδρος S.G. Mila, o εισηγητής κ. Flekenstein, οι ευρωβουλευτές Meissner Gesine και κα Ελίζα Βοζενμπεργκ.

Ο ΟΛΠ συνεχίζει να συμμετέχει στην υλοποίηση ερευνητικών Ευρωπαϊκών Προγραμμάτων

Κατά τη διάρκεια της Γενικής Συνέλευσης συγκροτήθηκε σε Σώμα το νεοσυσταθέν “Cruise and Ferry Port Network” και εκλέχθηκε ομόφωνα ως Πρόεδρος ο Γεν. Δ/ντής του ΟΛΠ Α.Ε. και επίτιμος Πρόεδρος της MedCruise κ. Σταύρος Χατζάκος.

Shell has launched its new range of Environmentally Ac-ceptable Lubricants (EALs), including Shell Naturelle S4 Stern Tube Fluid 100. The Shell Naturelle range of products enables ships entering US wa-ters to comply with the revised 2013 Vessel General Permit (VGP). Shell Naturelle S4 Stern Tube Fluid 100 is made with fully saturated ester base oil, which offers the best resistance to hydrolysis (breakdown by water) and oxidation (oil age-ing). It is also a non-emulsifying fluid, which allows ship operators to easily drain any water from the stern tube system, preventing hydrolysis and biodegradation of the oil within the equipment.

What sets Shell Naturelle S4 Stern Tube Fluid 100 apart from the competition is the wide range of approvals it has received from stern tube original equipment manufacturers (OEMs), like Aegir-Marine, Blohm & Voss (SKF), Kemel and Wärtsillä Propulsion.In addition, Shell has also launched its VGP-compliant range of gear oils, hydraulic oils, wire rope lubricant and greases, almost all of which has received EU Eco Label certifica-

tion and a host of approvals from top original equipment OEMs. “We are delighted to introduce our new Shell Naturelle range of EALs and give our custom-ers the peace of mind that they can comply with these regulations when they enter US waters. We have also taken the choice to use the best available technology to better protect our customers’ equipment,” said Jan Toschka, General Manager of Shell Marine Products.


Report on the Participation of the Greek Mem-bers in the 2014 SNAME Maritime Convention inHouston,TexasThe Greek delegation which attended the 2014 SNAME Maritime Convention (SMC) in Houston, Texas between October 21 and 24, con-sisted of eleven persons, namely P. Lalangas, Manager of the SNAME European Regional Office (SERO); Prof. A. Papanikolaou of the National Technical University of Athens (NTUA); seven NTUA SNAME student members; Dr. George Gougoulidis, Lieut. Commander of the Hellenic Navy and SNAME member, who presented a technical paper, and Miss Sofia Iliogrammenou, the Executive Secretary of SERO and the Greek Section, who was invited to assist SNAME at the SMC.P. Lalangas was a guest of SNAME and was honored at the Awards Lun-cheon and in front of some 1,000 members and guests, with a framed certificate / proclamation for his contribution to the expansion of SNAME in Europe, because he started in 2002 the Greek Section together with Prof. G. Grigoropoulos and Dr. M. Pantazopoulos, he prevailed upon the SNAME Executive Committee to form SERO in order to manage SNAME’s membership and business in Europe and for drawing the at-tention and respect of the neighbors of Greece, such as Italy and Turkey, towards SNAME and helping to start regular and / or student sections in these countries. Prof. Apostolos Papanikolaou received at the same event the ABS-Captain Joseph Linnard Prize / Award as the head of a team of eight researchers for the EU project “Goalds - Goal Based Dam-age Stability of Passenger Ships” and main author for the best paper presented to SNAME in the Year 2013. Also, at the same event a framed Certificate of Appreciation was given to Mr. Athanasios Kyratsous,

President of the ELKCO Marine Group of Companies in Athens, for the continuous and outstanding support of SNAME, the Greek Section and SERO since 2002 by himself and his late brother Ilias. In the absence of Mr. Kyratsous, the Certificate was received on his behalf by P. Lalangas. Another significant achievement / recognition at the Awards Luncheon was that the Greek Section was elected for a third year in a row as the Best Section (Top Super Section) among SNAME’s 18 Sections, with most of the other Sections being in North America. This was recognized because the Greek Section satisfied the most SNAME’s high standards and criteria for its monthly technical meetings and for its sound financial management and reporting. This achievement was recognized with the delivery of a big banner. The participation of seven SNAME NTUA student members was made possible thanks to the financial support from the “Stavros Niarchos Foundation”, the shipping companies “Safe Bulkers”, “Alassia Newships Management” and ‘’Avin International” and the Greek Section. The students took part in all student activities, meet-ings and competitions and were awarded for the second consecutive year the prize of $600.00 for developing the best Microsite. Moreover, another Greek student, George Rossopoulos, Chairman of the NTUA Student Section, was appointed “Electronic Media Chair” at the Student Steering Committee (SSC). Finally, our member Dr. George Gougoulidis, Lieut. Commander of the Hellenic Navy, presented at one of the techni-cal meetings the valuable paper: “Energy Savings Basics for the Marine Industry - Renewable Energy’’, which was well attended.

SHELL launches NATURELLE S4 stern tube fluid 100 to meet revised US EPA Regulations


Focusing on the first commercial installation of the Cat® Propulsion twin fin system, onboard the Polarcus DMCC vessel Polarcus Naila, Caterpillar convinced an independent judging

panel that the solution lives up to fuel and emissions savings claims made for it, while also improving per-formance and reliability.The Cat® Propulsion twin fin system comprises a compact electric motor and gearbox connected via short drive shaft, rotating a pair of controllable pitch propellers whose performance is enhanced by two tailor-made fins. The hydro-dynamically-optimized finsprotect and give inboard access to mechanical parts, while also saving cargo space and enhancing ma-noeuvrability.Jim Johnson, General Manager Caterpillar Propul-sion, who accepted the Technical InnovationAward, said: “When Polarcus needed to replace an inefficient propulsion system on two surveyvessels, we had every confidence in twin fin. What we could not know was that its benefits would be so quickly

recognised across the industry. Receiving this Award in such distinguished company is a magnificent ac-colade.“We were also delighted that the rigour of the inde-pendent judging panel gave us the opportunity to document how Polarcus Naila overcame its reliabil-ity problems, improved fuel efficiency by 30% and increased bollard pull thrust. In terms of customer satisfaction, the fact that Polarcus quickly gave the go ahead to retrofit a second vessel speaks for itself.”Over 750 maritime and shipping personalities gathered at the Awards gala dinner and ceremony on October 27th at Atlantis, The Palm to celebrate excellence in all spheres of maritime activity across the region.Chosen based on a set of fair and transparent criteria, the Technical Innovation Award honours advances in maritime technology, and especially those that are shown to have made an exceptional contribution to the maritime and shipping industry across the Middle East, Indian Subcontinent and Africa.

Univan Ship-management joins World Ocean Council

Univan, the first name in shipmanage-ment, has become a member of the World Ocean Council (WOC), which brings together the diverse ocean business community to collaborate on stewardship of the seas. “We support the aims and goals of the World Ocean Council and feel we can contribute to developing a sustainable strategy to minimise the impact that shipping has on the environment,” said Bjorn Hojgaard, CEO of Univan.

Richard Hext, Non Executive Chair-man of Univan added: “We are very proud to be the first shipmanagement company to join the World Ocean Council. We share the WOC’s vision of a healthy and productive ocean and its sustainable use and stewardship by responsible businesses.”

Univan, was the original shipman-agement company established in 1973 by Captain Vanderperre and during the last four decades built up expertise and experience of managing different types of vessels, including LPG tankers, chemical tankers, oil tankers, container carriers, general cargo vessels, multipurpose vessels, bulk carriers, ore carriers, woodchip carriers, reefer ships , RORO ves-sels, ocean-going, salvage tugs and livestock carriers.

Univan also provides a first class new building and conversion supervision service for all vessels types, including VLCCs, chemical tankers, contain-ers and bulk carriers from major ship yards in Japan, Korea and China.

The Caterpillar Propulsion twin fin system has won the Technical Innovation prize at the Seatrade Maritime Awards Middle East, Indian Subcontinent and Africa, Dubai – one of the highlights of Dubai Maritime Week 2014.

Picture: The Technical Innovation prize, Seatrade Awards Middle East, Indian Subcontinent and Africa goes to Caterpillar Propulsion (l-r): Mattias Hansson, Naval Architect/Sales Manager, Caterpillar Propulsion Sweden AB, Jörgen Karlsson, Managing Director, Caterpillar Propulsion Sweden AB, James Johnson, General Manager, Caterpil-lar Propulsion, Award presenter Marcel Van De Kreke, Head of Sales & Marketing, Damen Shipyards Sharjah, and Christopher Hayman, Chairman, Seatrade.

Vessel performance monitoring and optimiza-tion solution ClassNK-NAPA GREEN was named the maritime industry’s top IT system by earning the IT Solutions Award at the International Bulk Journal (IBJ) Awards held at the Beurs-World Trade Center in Rotter-dam on 17 November. The software solution, developed jointly by leading classification society ClassNK and leading global maritime software company NAPA, was recognized both as an advanced technical achievement and for reductions in fuel costs it has helped achieve and validate on actual vessels in service. Held annually by the International Bulk Journal, the IBJ Awards recognize com-panies and individuals for their contributions to the bulk cargo sector and wider maritime industry in a variety of categories including environmental protection, bulk logistics and innovative technology. The Awards indepen-dent panel of judges chose ClassNK-NAPA GREEN from a number of nominated IT solu-

tions for the technical achievement represent-ed by the system, as well as its contribution to reductions in fuel costs and CO2 emissions from global shipping.NAPA and ClassNK began developing ClassNK-NAPA GREEN to provide shipown-ers, operators, charterers, and shipyards with an integrated software system capable of monitoring and optimizing vessel and fleet performance. The software solution, which can be used on all major vessel types, combines advanced monitoring and analysis systems to optimize trim, speed and voyage routing among other factors, with a unique, self-learning Dynamic Performance Model which can estimate a vessel’s performance in actual vessel operating conditions with an accuracy of as much as 99.6%.In addition to installations on container carriers and Ro-Ro vessels, which have produced verified fuel savings of between 4-6%, ClassNK-NAPA GREEN has also been

installed on bulk carriers built by Imabari Shipbuilding and Sanoyas Shipbuilding among others, and is currently being used by a number of shipbuilders to better understand the performance of their vessels in actual ocean conditions and optimize future designs. ClassNK Chairman and President Noboru Ueda attended the ceremony, and accepted the award on behalf of NAPA and ClassNK. Speaking on the occasion, Chairman and President Noboru Ueda said: “It is an honor to receive this award and have ClassNK-NAPA GREEN recognized both by IBJ and the distinguished panel of judges. This is a testa-ment to the capabilities of ClassNK-NAPA GREEN, which we began developing in 2012 and is now being used by shipowners and op-erators around the world. Trials of ClassNK-NAPA GREEN have consistently achieved significant fuel savings for vessel operators and we are proud to see so many new own-ers and operators adopting this solution.”

First Chemical Tanker to Use Combination of Duplex Stainless Steel and Stainless Clad Steel DeliveredThe world’s first chemical tanker to use a combination of duplex stainless steel and stainless clad steel in the construction of its cargo tanks was successfully delivered to Oita-based Hiro Naviera S.A. (President: Tomonori Yoshimura) on 15 November 2014 by Usuki Shipyard Co., Ltd (President: Jiro Kadota). The application of the duplex steels in the vessel’s cargo tanks was made possible thanks to an expansive joint research program involving steel manufacturers, leading technical universities, and ship designer, as well as ClassNK (Chair-man and President: Noboru Ueda) which supported the project as part of its Joint R&D for Industry Program.The 12,500MT chemical tanker Sunrise Hope, owned by Hiro Naviera S.A., will be operated by Nippon Marine Co., Ltd (President: Shinichi Igata). The eco-ship design vessel is equipped with 14 cargo tanks, all which employ duplex stainless steel technology. Construction of the vessel was carried out in accordance with ClassNK’s Guidelines on Welding of Duplex Stainless Steels, which were released in January 2014, marking the first time the Guidelines have been used in the construction of an actual vessel. Duplex stainless steel provides not only significantly greater strength and excellent corrosive resistance in comparison with the commonly used austenitic stain-less steel SUS316LN, but its low nickel composition also makes it economical. Although duplex stainless steel technology has been used previously in ship-building internationally, this marks the first time in the world that a combination of both duplex and stainless clad steels have been used in the construction of a chemical tanker’s cargo tanks. It is also the first time that duplex stainless steels have been used in a Japanese shipyard, while the lean duplex stainless steel which contains lower nickel compared to duplex stainless steel have been used in some cases. Duplex stainless steels consist of a mixture of both of austenite and ferrite phases and offer enhanced strength and corrosion

resistance superior to that of commonly used austenitic stainless steels. On the Sunrise Hope, duplex stainless steel KSUS329J3L replaces the commonly used SUS316LN for the bulkheads inside the cargo tanks, while the bulk-heads adjacent to the cargo tanks were constructed using stainless clad steel, in which stainless steel and carbon manganese steels have been compres-sion bonded together into a single plate. The stainless clad steel of the ballast tanks also ensures the coating quality of the tanks is protected.The application of the steels in the construction of the Sunrise Hope was achieved as part of a joint research project carried out as part of the ClassNK Joint R&D for Industry Program by JFE Steel Corporation, Nippon Steel & Sumikin Stainless Steel Corporation (NSSC), Taseto Co., Ltd, and ClassNK, with the support of Professor Hiroshi Yajima and Associate Professor Tada-kazu Tanino from Nagasaki Institute of Applied Science and Toshiaki Mori from Consultancy Juk Fnadyke.

ClassNK-NAPA GREEN named top maritime IT Solution at IBJ Awards


72 NAFS DECEMBER\ 2014

November 2014 marks the 95th anniversary of MacGregor’s Hatlapa brand. Since its foundation in 1919 by German engineer Max Hatlapa, the formerly independent Uetersen-based company has strived for engineering excellence. Last year, in recognition of these qualities and the benefits that Hat-lapa offers, MacGregor purchased the company to complement its offering to the merchant shipping and offshore customers. “Over the years, Hatlapa has won a worldwide reputation for quality German-engineered products,” says Alexander Nürnberg, who was previously Managing Partner of Hatlapa Uetersener Mas-chinenfabrik GmbH & Co. KG and today heads the new Auxiliary and Machinery Systems Division at MacGregor. “From its outset, Hatlapa has adapted to market demands.” With an initial product offering of high-quality small diesel locomo-tives, mobile electric generators,

and diesel-driven cargo winches, Hatlapa soon established itself as a technological forerunner in the shipping industry. It also started to expand its product portfolio from merchant shipping to offshore specific products. Hatlapa branded winches, compressors and steering gear are sold worldwide. The portfolio includes anchoring, mooring and cargo handling equipment with electric variable frequency drives (VFD), and low-pressure hydraulic and high-pressure hydraulic drives. This combination of technology can provide the ideal solution for a number of applications and in particular the requirements of the global anchor handling market; a significant area of focus for MacGregor. This expanded product range is already reaping rewards and was instrumental in securing a recent contract with the Wuhu Xinlian shipyard in China to supply deck equipment for two 150-tonne bol-

lard bull an-chor handling tug supply (AHTS) /oil recovery ves-sels. The MacGregor equipment packages for each vessel will include a medium-pressure anchor wind-lass/moor-ing winch, capstans, tugger winches, storage reels and a power pack. From MacGregor’s Hatlapa range each vessel will receive a 300-tonne line pull/450-tonne brake holding capacity low-pressure anchor-handling/towing winch, equipped with quick-release friction clutches. From its Triplex range, MacGregor will deliver 360-tonne SWL shark jaws and 200-tonne SWL guide

pins. MacGregor is scheduled to deliver the equipment by May 2015. There is an option for two more shipsets. “This is one of a number of new orders that our combined capabili-ties have proved beneficial,” notes Mr Nürnberg. “The future is posi-tive. As part of MacGregor, Hatlapa will continue to be recognised as one of the most respected brands in the shipbuilding industry.”

MacGregor’s Hatlapa brand celebrates 95 years of engineering excellence

-

Leading classification society ClassNK (Chairman and President: Noboru Ueda) has granted approval to the design of the new 28AHX-DF dual-fuel engine developed by Niigata Power Systems Co., Ltd. The new engine is slated to be used as the main engine

on a new LNG-fuelled tugboat being built by Keihin Dock Co., Ltd. for NYK Line. The vessel will be Japan’s first LNG fuelled vessel, excluding LNG carriers.New regulations for Emission Control Areas (ECA), including new stricter limits on sulfur emissions as well as the IMO’s Tier III NOx emission limits, are driving demand for new engine and emission control technologies. The high costs associated with low sulfur fuels, and the increasing avail-ability of LNG is driving both vessel owners and machinery manufactur-ers to consider the use of LNG as a vessel fuel.Niigata’s 28AHX-DF is a medium-speed duel-fuel engine with a

maximum rated power per cylinder of 320kW and was developed for use primarily in offshore support vessels and tugboats. The engine, which oper-ates on both diesel fuel and LNG, will meet the strict 0.1% sulfur emissions regulations in the ECA that are set to go into effect in 2015, as well as comply with the IMO’s stringent Tier III NOx emission requirements. Tech-nologies used in the new engine were developed with the support of Japan’s Ministry of Land, Infrastructure, Trans-portation & Tourism (MLIT), as well as ClassNK as part of the society’s Joint R&D for Industry Program.

Mr. Yukihisa Shibata, General Manager of ClassNK’s Machinery

Department said: “The demand for dual-fuel engines is increasing as IMO restrictions tighten and the industry recognizes the importance of environ-mental accountability. Supporting the development of such low-emission engines is one way we can help ship operators and manufacturers practically address the challenges of these new regulations, and encour-age the wide spread use of this new technology.” The state-of-the-art dual-fuel engine has a maximum rated speed of 800 min-1 with a cylinder bore of 280mm and a 390mm stroke. The model engine will undergo trial operational testing and is expected to receive type approval from ClassNK in December.

ClassNK gives green light to new Niigata dual-fuel engine design


Optimised MacGregor equipment package ordered for Intership’s new eco-bulker trioMacGregor, part of Cargotec, has secured a comprehensive deck equipment contract from New Times Shipyard, in China, for Intership Navigation Co Ltd’s three new 36,500 dwt Laker-class bulk carriers. The vessels will each feature an optimised MacGregor cargo-handling system compris-ing MacGregor cranes and hatch covers as well as Hatlapa steering gear and electrically-driven variable frequency drive (VFD) Hatlapa deck equipment. “The MacGregor team supported Intership with its cargo-handling solution development at a very early stage with planning sessions, technical layouts and budget pricing, so that the shipowner could present the new ship concept further to the charterer,” explains Hans Berg, Account Manager for Intership at MacGregor. “As a result of strong support from Intership, MacGregor received the order for full Mac-Gregor equipment packages from the New Times Shipyard. “Today’s environmental standards

and uncertainties in the global economy set new challenges for ship designs,” adds Mr Berg. “These new ships will effectively be upgraded versions of Intership’s existing Laker-class vessels.” The ships are expected to have a 20 percent reduction in fuel consumption in comparison with ex-isting similarly-classed vessels. This is predominantly achieved through the use of an optimised hull form and propulsion system developed by DNV-GL consultancy company, FutureShip. MacGregor’s equipment package will also play a role in delivering more sustainable operations. The solution consists of hydraulically-operated folding hatch covers, four MacGregor electro-hydraulic cranes (2 x GLB3628 and 2 x GLB3626), a Hatlapa VFD deck machinery ship set as well as Hatlapa Triton 800 ro-tary vane steering gear. MacGregor deliveries are planned to start at the end of 2015 and continue into 2016. Cyprus-based Intership Navigation manages a fleet of more than 80

vessels, mainly consisting of dry bulk and break bulk vessels, cement carriers and product tankers. The company’s newbuilds will each have six holds and are purpose-built for specific trades and routes. “Over the years MacGregor has supported Intership in its newbuilding project cycles, from the initial newbuilding planning phase to ship concept de-sign and through to the optimisation of the cargo carrying and handling

capacities,” notes Mr Berg. “Since Intership’s establishment 1988, MacGregor has worked closely with the company and about 75 percent of its fleet is equipped with either MacGregor hatch covers and/or cargo cranes.” Caption: MacGregor’s equipment package will also play a role in delivering more sustainable operations.

Transas Marine has launched Transas Web Map Service (WMS) to provide transparent and easy access to navigation charts through common interface. Access to comprehensive mapping data is a powerful tool for developers of online web-based and mobile apps who can now use Tran-sas’ top-notch technology to build their own applications. Transas WMS incorporates the company’s renowned TX-97 chart collection and guarantees fast and reli-able chart viewing service with a worldwide coverage. Developers of custom mapping applications with web access features can now use Transas TX-97 map tiles. Efficient tile caching ensures maximum per-

formance even in most demanding scenarios, allowing a large number of simultaneous users to access the service without any adverse impact on speed and quality. The Transas Web Map Service package includes regular updates of chart collec-tion, as well as future upgrades with new features and improved performance, and allows for easy integration with virtually any web and mobile online map engine, like Google, Bing, OpenLayers, Leaflet, Yandex, Yahoo, jQueryGeo and others. Transas WMS already has a proven track record of success-ful use by a number of world-class customers, such as Marinetraffic, the Anglo-Eastern Group, iRegatta, to name just a few.

Transas launches Web Map Service


China and India will account for about 35% of global oil trade in the next ten to fifteen years, despite China’s commitment to increasing the use of clean power and renewable energy.

Harald Lone, Chairman and Chief Executive Officer of Newport Shipping Group, made the forecast during a round-table discussion mark-ing the opening of Riviera Maritime’s Tanker Shipping & Trade 2014 conference.

With imports of crude oil to the US in decline as the country develops its shale oil and gas reserves, China and India will become “very important” to the crude oil markets, said Lone.

Speaking to over 80 tanker industry execu-tives attending the event in London, Lone said: “There is no doubt that shale oil and gas is changing the oil industry and it will have a major impact on trade flows.”

Commenting on the impact of sulphur emis-sions legislation on the tanker segment, Lone said: “One major issue that is coming up is the implementation of the ECA [emissions control area] rules in January but very few shipowners are looking at the issue. Maybe, as an industry,

we have been hiding our heads in the sand for the past year hoping the issue will go away, but it hasn’t.”

While agreeing that the move to reduce emis-sions by shifting freight from the highway to the seaway is a positive step forward, he outlined his concern that the introduction of this and other legislation could ultimately make shipping less competitive. “This is one issue I am very concerned about,” he said.

Anticipating a tough year ahead, the New-port Shipping Chairman warned delegates that there must be more collaboration and cooperation between shipowners. “We have to consolidate. We can’t continue to operate in a low freight [rate] environment. My hope is that shipowners will continue to keep their vessels in ship pools, and not just in a bear market.”

Last month, Newport Shipping Group introduced a more flexible pooling concept for Handysize bulk carriers based on a performance-related fee structure. Whilst the revenue sharing agreement is initially geared to the bulk carrier segment, it is likely that the concept will be soon rolled out to the small

product tanker segment.

Picture CaptionNewport Shipping Group CEO Harald Lone (centre) opened up the Tanker Shipping & Trade 2014 conference with Editor Edwin Lampert (left) and David Beckett, head of sourcing, SC Lowy

With imports of crude oil to the

US in decline as the country

develops its shale oil and gas

reserves, China and India will

become “very important” to the

crude oil markets, said Lone.

“There is no doubt that shale oil

and gas is changing the oil indus-

try and it will have a major impact

on trade flows.”

CHINA and INDIA to account for 35% of global oil trade, says NEWPORT SHIPPING

CRUISE CONTROL

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nafsIssue 99 - July 2014

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

Galileo’s Cryobox

Cruise Industry’s economic contribu-

tion sets all-time high in Europe

Vicky LioutaGreek Shipping at a boom?

Post Posidonia pulse

Ted PetropoulosWhat a difference 90 days

makes for Private Equity Funds in Shipping

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