NAFS NOVEMBER 2021 by NAFS magazine

ΝΑΥΣ

Τιμητική Διάκριση Ιδρύματος Προαγωγής Δημοσιογραφίας Αθ. Βασ. Μπότση για το έγκυρο Ναυτιλιακό ρεπορτάζ και την στήριξη της Εμπορικής μας Ναυτιλίας

Το UK Ship Register υπεύθυνη φωνή για τη ναυτιλιακή βιομηχανία Ανδριανή Βόδενα,

Representative Greece & Cyprus, Sales Executive UK Ship Register

special report

Women in SHEPPING

ΚΩΔ. Γ.Γ 2229

Bimonthly Review for the Shipping Industry November 2021 | issue 143

Worldwide Network Service Staaons & Local Service Partners

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143 NOVEMBER 2021

CONTENTS

Panagiotis Doukas Publications

22 c o v e r

story

Ανδριανή Βόδενα

Το UK Ship Register υπεύθυνη φωνή για τη ναυτιλιακή βιομηχανία

26 Women in SHEPPING

N. Δούκας | Οι γυναίκες υπάρχουν στη ναυτιλία όχι από σύμπτωση αλλά από επιλογή

K. Δούκας | Η γυναίκα και η θάλασσα

Ted Petropoulos | Greek Ship Finance – outlook and challenges

Dr. Frank Diehl | Our vision for Greece is to become the leading maritime battery solution supplier

Applying Data Science to ABB turbochargers

Echoclor Articles

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

Το περιοδικό ΝΑΥΣ έχει τιμηθεί από το Ίδρυμα Προαγωγής Δημοσιογραφίας Αθ. Βασ. Μπότση για το έγκυρο Ναυτιλιακό ρεπορτάζ και την στήριξη της Εμπορικής μας Ναυτιλίας

06 / Ανεμολόγιο NAFS | November 2021

Οι γυναίκες υπάρχουν στη ναυτιλία όχι από σύμπτωση αλλά από επιλογή Νίκος Δούκας

Δημοσιογράφος, Μέλος ΕΣΗΕΑ, Τιμητική Διάκριση Δημοσιογραφίας Ιδρύματος Μπότση

ναυτιλία αλλάζει με γοργούς ρυθμούς. Μάλιστα κάποιοι υποστηρίζουν ότι οι αλλαγές που έρχονται τα επόμενα χρόνια θα είναι τεκτονικές. Πολλά περιμένουμε τα επόμενα χρόνια να συμβούν καθώς η ναυτιλία αποτελεί ίσως την πιο βιώσιμη βιομηχανία του μέλλοντος.

Women in SHEPPING

Η ναυτιλία είναι μία πολύ μυστήρια βιομηχανία. Είναι διστακτική, συντηρητική, ίσως και επιφυλακτική. Δεν της αρέσουν οι αλλαγές και προτιμά να στηρίζεται σε πιο παραδοσιακές τακτικές οι οποίες επί σειρά ετών έχουν αποδειχθεί αλάνθαστες. Πολλοί θεωρούν πως η ναυτιλία είναι ένας δυσκίνητος γίγαντας. Τα ίδια τα γεγονότα όμως ήρθαν να διαψεύσουν κάτι τέτοιο. Η ναυτιλία με τις κατάλληλες αλλαγές που εφάρμοσε σε χρόνο ρεκόρ λειτούργησε ακαριαία κατά της πανδημίας και κατάφερε να κρατήσει αδιάκοπη την εφοδιαστική αλυσίδα ακόμα και μετά από γεγονότα όπως στην Διώρυγα του Σουέζ. Συνεπώς, αυτή η δυσκίνητη για πολλούς βιομηχανία όταν χρειάζεται μεταλλάσεται. Και το κάνει καλά. Σύμφωνα με τον Διεθνή Οργανισμό Ναυτιλίας (ΙΜΟ) η πρόοδος του κλάδου οφείλεται κατά έναν μεγάλο βαθμό στη γυναικεία παρουσία. Έτσι λοιπόν θα μπορούσαμε να πούμε πως εκτός από τους ναυτικούς αποτελούν και οι γυναίκες μία εξαιρετικά σημαντική κατηγορία εργαζομένων στη ναυτιλία είτε βρίσκονται επάνω στο πλοίο, είτε στα γραφεία. Η θέση της γυναίκας στη ναυτιλία είναι πλέον αξιωματική. Και δεν αναφέρομαι μόνο στις γυναίκες πλοιοκτήτριες που ακόμα και σήμερα ταράζουν τα νερά δημιουργώντας τεράστιες σε στόλο εφοπλιστικές εταιρίες. Αναφέρομαι στις χιλιάδες γυναίκες που υπηρετούν τη βιομηχανία και που καταθέτουν ψυχή συμβάλλοντας και εκείνες στην πρωτιά της Ελληνική ναυτιλία, παγκοσμίως. Θεωρώ ότι στις μέρες μας έχει ξεπεραστεί ο σκόπελος του φύλου. Οι γυναίκες συνειδητά δίνουν ψυχή τε και σώματι καθώς όλοι γνωρίζουμε ότι ο κλάδος λειτουργεί 24/7. Θέλουμε περισσότερες γυναίκες στη ναυτιλία; Ξεκάθαρα ναι. Ας μην ξεχνάνε ότι το 2019 το μήνυμα της παγκόσμιας ημέρας ναυτιλίας ήταν περισσότερες γυναίκες στη βιομηχανία. Η ναυτιλία ιστορικά ξεκίνησε ως ένας κλάδος ανδροκρατούμενος. Σήμερα είναι μία βιομηχανία ίσων ευκαιριών. Οι στόχοι για μηδενικό άνθρακα και αειφόρο ανάπτυξη χρειάζονται κοινή προσπάθεια από όλους. Στον αγώνα για τη ναυτιλία του μέλλοντος δεν περισσεύει κανείς. Η ναυτιλία ήταν, είναι και θα είναι μία μεγάλη, ενωμένη οικογένεια, και στα εύκολα και στα δύσκολα. Και νομίζω πως αυτό είναι και το μεγαλύτερο στοίχημα για τη ναυτιλία σε μία εποχή που βάλλεται πανταχόθεν. Να κρατηθεί ενωμένη και έτοιμη για την επόμενη πρόκληση. Κρατάμε αυτά που μας ενώνουν και λύνουμε οτιδήποτε μπορεί να σταθεί εμπόδιο στο μέλλον για την συνοχή του κάδου. Η εμπειρία λέει ότι ο συντηρητικός είναι παράλληλα λογικός και ανοιχτός σε αλλαγές που θα τον οφελήσουν. Οι γυναίκες δεν βρέθηκαν στην ναυτιλία από σύμπτωση αλλά από επιλογή. Και μάλιστα πολύ καλά στοχευμένη. Ν.Κ.Δ

08 / Ίσαλος NAFS | November 2021

γραμμή

Ἡ γυναίκα καί ἡ θάλασσα Κώστας Δούκας

Δημοσιογράφος, Μέλος ΕΣΗΕΑ, Βραβείο Δημοσιογραφίας Ιδρύματος Μπότση

Ἀπό τό 480 π.Χ ὃταν ἡ βασίλισσα τῆς Ἀλικαρνασοῦ Ἀρτεμισία, στόλαρχος καί σύμμαχος τῶν Περσῶν, ἒκανε τόν Ξέρξη νά ἀναφωνήσει ἀπό τό Αἰγάλεω βλέποντας τό κατόρθωμά της στήν ἐξέλιξη τῆς ναυμαχίας τῆς Σαλαμῖνος, «ἰδοῦ αἱ γυναῖκες γεγόνασί μοι ἂνδρες...», κύλησαν πολλοί αἰῶνες γιά νά καταδειχθεῖ ἡ ἀξία τῆς γυναίκας στίς θαλασσινές δεξιότητες, ὂχι μόνο τίς πολεμικές, ἀλλά καί τίς καθαρά ἐμποροναυτιλιακές. Σήμερα οἱ γυναῖκες ὑποστηρίζονται ἀπό διεθνεῖς Ὀργανισμούς, ὃπως ὁ ΙΜΟ, ὣστε νά καλύπτουν ἓνα εὐρύτατο φάσμα ἁρμοδιοτήτων, πού ἀφορᾶ τό σύνολον σχεδόν τοῦ ναυτιλιακοῦ πλέγματος. Ὃσο βελτιώνονται οἱ τεχνολογίες τῶν πλοίων κι αὐτά γίνονται ἀσφαλέστερα, ἀποδοτικότερα καί προσφορότερα για ἐπαγγελματική σταδιοδρομία, καί ὃσο οἱ ἀνισότητες μεταξύ τῶν δύο φύλων ἐκμηδενίζονται ἢ ἒστω ἐλαττώνονται αἰσθητά, τόσο οἱ γυναῖκες δείχνουν τίς ἐπαγγελματικές τους ἱκανότητες στήν ναυτιλιακή ἐπιχείρηση. Ἂλλες ἡγοῦνται ναυτιλιακῶν ἑταιριῶν, ἂλλες διαπραγματεύονται ἀγοραπωλησίες πλοίων, ἂλλες ναυπηγήσεις πλοίων, ἂλλες παρέχουν ὑπηρεσίες πρός τίς ναυτιλιακές ἑταιρίες (πλοίαρχοι καί μέλη πληρώματος), ἂλλες ἀναπτύσουν ἐκπαιδευτικά προγράμματα ἂλλες διευθύνουν ναυτιλιακές ἑταιρίες εἰσηγμένες σέ χρηματιστήρια καί ἂλλες βρίσκονται πίσω ἀπό πλῆθος ἐπαγγελματικῶν δραστηριοτήτων πού ἀφοροῦν τήν ναυτιλιακή ἐπιχείρηση. Φαίνεται ὃμως ὃτι ἡ παρουσία τῆς γυναίκας στό πλοῖο ἀρχίζει τώρα νά ἐκτιμᾶται στίς πραγματικές της διαστάσεις, ἀφοῦ ἡ προσφορά τῶν γυναικῶν μπορεῖ νά ἐκτοξεύσει τά κέρδη καί τήν λειτουργικότητα τῶν ναυτιλιακῶν ἑταιριῶν. Ἀκόμη καί ὁ ΙΜΟ ἐπισημαίνει ὃτι «ὑπάρχουν πολλές ἐνδείξεις πώς ἡ ἐπένδυση σέ γυναῖκες εἶναι ὁ πιό ἀποτελεσματικός τρόπος γιά τήν ἀνέλιξη ἐπιχειρήσεων καί ἑταιριῶν, ἀλλά ἀκόμη καί γιά τήν πρόοδο ὁλοκλήρων χωρῶν». Διαρκῶς ἀκούγονται ὃλο καί περισσότερες φωνές ὃτι ἡ ἰσότητα τῶν δύο φύλων σέ ἓνα ἀνδροκρατούμενο ἐπαγγελματικό χῶρο, ὃπως εἶναι τό πλοῖο, σημαίνει πρόοδος γιά ὃλους. Ἡ ΝΑΥΣ, «τείνοντας εὐήκοον οὗς» στίς ραγδαῖες αὐτές ἐξελίξεις τοῦ καιροῦ μας, ἀποφάσισε νά ἀφιερώσει τό τεῦχος αὐτό σχεδόν αποκλειστικά σέ συνεντεύξεις ΓΥΝΑΙΚΩΝ πού δραστηριοποιοῦνται καί διαπρέπουν στόν ναυτιλιακό χῶρο, γιά νά καταδείξει τήν ἀναγκαιότητα τοῦ γυναικείου φύλου στήν ναυτιλία, ἡ ὁποία καί αὐτή εἶναι...γένους θηλυκοῦ, καί μπορεῖ νά ἐπωφεληθεῖ τά μέγιστα ἀπό τήν χρησιμοποίηση τῶν γυναικῶν σέ ὁλόκληρο τό φάσμα τῆς ναυτιλιακῆς ἐπιχείρησης, ἡ ὁποία στήν οὐσία διέπει τίς τύχες τῆς ἀνθρωπότητος καλύπτοντας τό μέγιστο μέρος τῶν μεταφορικῶν ἀγαθῶν σέ διατροφικές καί ἐνεργειακές ἀνάγκες καί ὂχι μόνο. Ὡστόσο θά πρέπει νά ἀναγνωρίσουμε ὃτι οἱ γυναῖκες, ὡς ναυτικοί, ἀντιπροσωπεύουν μόλις τό 2% τῶν 1,3 ἑκατομμυρίων ναυτικῶν

παγκοσμίως. Οἱ περισσότερες γυναῖκες εἶναι ναυτολογημένες σέ κρουαζιερόπλοια (92%) ἐνῶ στά φορτηγά πλοῖα, τά πλοῖα κοντέϊνερς, τά τάνκερς καί τά συναφῆ ὑπηρετεῖ μόλις τό 8%. Φαίνεται ὃτι ὑπάρχει δισταγμός καί δυσπιστία στήν χρησιμοποίηση γυναικῶν ἐπί τῶν πλοίων. Ὃμως ἡ κατάσταση αὐτή φαίνεται ὃτι θά ἀλλάξει στά ἑπόμενα χρόνια, καθώς ἡ διαβίωση τῶν γυναικῶν σέ ἀνδροκρατούμενα πλοῖα θά γίνει λιγώτερο δύσκολη, καθώς τά ἢθη ἀλλάζουν. Μεγαλύτερη ἰσορροπία παρατηρεῖται στίς θέσεις γραφείου ναυτιλιακῶν ἑταιριῶν, καθώς οἱ γυναῖκες καταλαμβάνουν σημαντικό μερίδιο τῆς ἀγορᾶς. Ὁ ΙΜΟ ἒχει τόσο πολύ πεισθεῖ γιά τίς ἱκανότητες τῶν γυναικῶν στά πλοῖα, ὣστε καταρτίζει προγράμματα γιά τήν ἐνίσχυση τῆς συμβολῆς τῶν γυναικῶν στήν ναυτιλία, τόσο σέ θέσεις γραφείου, ὃσο καί σέ πλοῖα, δίνοντας ὑποτροφίες γυναικῶν γιά ὑψηλή τεχνολογική κατάρτιση, ὣστε αὐτές νά μποροῦν νά ἀναγνωρίζονται καί νά ἐπιλέγονται σέ ναυτιλιακές διοικήσεις, σέ λιμάνια, σέ ἰνστιτούτα ναυτικῆς κατάρτισης, καθώς καί σέ ναυτιλιακές ἑνώσεις. Βαθμηδόν, καθώς τά ἀναχρονιστικά μοντέλα κοινωνικῆς δομῆς, οἱ δυσιδαιμονίες και οἱ παρανοήσεις προσαρμόζονται σέ πιό φιλελεύθερες καί πολιτισμένες ἀντιλήψεις, φαίνεται ὃτι δεν βρίσκεται μακριά ἡ ἐποχή, συμβαλλούσης καί τῆς ραγδαίως ἐξελισσομένης τεχνολογίας καί τῶν προτύπων διαχείρισης τῶν πλοίων, πού θά βλέπουμε αἰσθητά ηὐξημένο ἀριθμό γυναικῶν νά ὑπηρετοῦν σέ ὃλους τούς τύπους τῶν πλοίων. Ἀπό τήν ἂλλη πλευρά, ἒχομε φωτεινά παραδείγματα ἐξεχουσῶν γυναικῶν, πού διαχειρίζονται μεγάλους καί διεθνῶς ὑπολογίσιμους στόλους. Για τόν ἲδιο σκοπό, δηλαδή τήν δυναμική παρουσία τῆς γυναίκας στήν ναυτιλία, ἐργάζεται καί ἡ μή κερδοσκοπική ὀργάνωση WISTA (Women International Shipping and Trading Association), πού ἒχει ὡς βασικό στόχο τήν δικτύωση τῶν γυναικῶν στόν χῶρο τῆς ναυτιλίας, τήν ἀλλαγή τεχνογνωσίας καί τήν εὐκαιρία παροχῆς ἐκπαίδευσης μέσω συνεργασιῶν μέ ἐκπαιδευτικούς φορεῖς. Ἡ ΝΑΥΣ παρακολουθεῖ ἐκ τοῦ σύνεγγυς τίς καταλυτικές αὐτές ἐξελίξεις, μέ τί γυναῖκες νά ἀναμιγνύονται ἐνεργά, διαπραγματευόμενες ἀγοραπωλησίες πλοίων, ναυπηγήσεις πλοίων, παροχές ὑπηρεσιῶν πρός νυτιλιακές ἐπιχειρήσεις, ἀνάπτυξη έκπαιδευτικῶν προγραμμάτων, ἀλλά καί ἐπιτελικές “ἐπανδρώσεις” ναυτιλιακῶν γραφείων, ἐλπίζοντας ὃτι θά ἐπέλθει ἐπαγγελματική ἐξισορρόπηση μεταξύ τῶν δύο φύλων, ἀλλά χωρίς νά ἐπαληθευθεῖ τό δεύτερο μέρος τῆς δραματικῆς ἀναφωνήσεως τοῦ Ξέρξη: “...οἱ δέ ἂνδρες γεγόνασί μοι γυναῖκες”. Ελπίζω ὃτι στό ἐγγύς μέλλον θά ἐπικρατήσει μᾶλλον ἡ ρήση τοῦ Ἀλεξάνδρου Δουμᾶ: “ Ὃλοι γιά τόν ἓνα (τήν ναυτιλία) καί ὁ ἓνας γιά ὃλους (ἂνδρες καί γυναῖκες γιά τήν ναυτιλία).

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10 / Financial NAFS | November 2021

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Global Ship Finance in 2020, 2021 and beyond By Ted Petropoulos, Head, Petrofin Research©

Ship finance activity has followed the volatility of the global economy, banking and shipping in 2020 and 2021. Concerning 2020, it can be divided into two halves. The first half bore the brunt of the disruptiveness of the covid-19 pandemic, with a severe disruption of trade and the negative effects to the global economy of lock downs and travel restrictions. As global markets plummeted, banks braced themselves for the economic and trade uncertainties before them and the detrimental effects on shipping vessel values and cash flows. Under these circumstances, it is quite understandable that bank lending and leasing slowed down. In the second half of 2020, we witnessed a recovery across most sectors and especially in the dry bulk sector. The wet sector was an exception, with rates peaking in the spring of 2020, only to collapse thereafter during the year. As trade stabilized

and China showed a robust recovery and subsequent growth, confidence returned to owners, as well as banks. Bank lending picked up substantially and most banks ended with similar loan portfolios to those before the pandemic. Leasing staged an even more dynamic recovery and recorded further growth. Overall, the year ended with the top 40 banks lending marginally down from $294.4 billion to $286.9 billion, due, mainly, to the departure of DVB and Nord LB. The Petrofin Index for Global Ship Finance fell from 64 to 62, indicating, though, some stabilisation. Capital market activity in 2020 picked up substantially, mostly in shipping bonds new issues from $6.87 billion in 2019, to $24.79 billion in 2020. Shipping follow-ons, too, showed growth from $2.66 billion to $10.73 billion and there were some shipping IPOs, as market confidence returned (Clarkson’s statistics). There was, also, a pick-up in S&P transac-

tions and values. For example in dry bulk, ship sales and values rose from 535 ($5.25 billion) in 2019, to 790 ($6.77 billion), in 2020. In tankers, although the number of transactions fell year on year, from 380 transactions in 2019 to 365 in 2020, in terms of values, transactions went up from $6.56 billion to $8.57 billion over the respective periods. (Clarkson’s statistics). Banks continued to focus onto the incoming regulations regarding lower emissions and how these might affect their loan portfolios, as well as client / project selection. Many lenders joined the Poseidon Principles and, in general, banks became aware of the changing outlook for shipping up to 2030 and 2050, when the industry would be due to show zero net emissions, as a stated objective. In terms of lending, “green lending” had not manifested itself in earnest, as most owners were (and still are) searching for the right technology and assessing its likely cost / benefit. In the absence of a new universally approved technical clean

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12 / Financial NAFS | November 2021

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solution by manufacturers, the discussions were mainly theoretical. The first signs of eco vessels’ strong preference by owners and tier 3 newbuildings manifested itself and picked up, as the year progressed.

2021 and beyond

In 2021, the global economy, international trade and overall shipping market have staged a robust recovery and good growth. In Container shipping, depending on size, earnings rose 5, 6 and 7 fold, as the rebound from locked to open economies and the massive liquidity, economic and credit support programs in the US and Europe and strong growth from China, bolstered a swift recovery and acute pressure on the logistics chain systems. Port congestion both at the loading and discharging ports added to the growing inefficiencies and contributed to the massive freight rate increase and substantial increase in vessel values. Not far behind, dry bulk shipping too, experienced similar congestion issues, in addition to the geopolitical results of the China – Australia commodity ban, coupled by solid

growth by China and growth by all economic blocks. Charter rates grew approximately threefold from the start of the year and vessel prices approximately 80%, depending on size and age, with the ton mile requirements rising and a looming energy crisis fueling increased coal requirements by China and India. The demand for dry bulk appears strong and sustainable especially taking into account the relatively low growth of the fleet of about 3% in 2021, opposed to a much larger rise in ship ton miles demand. The effects of the pandemic are still restrictive and delaying vessel movements across all sectors, creating a shortage of vessels and pushing up freight rates. By comparison, tankers have shown a dramatic decline from the hefty spring 2020 rates, with all sizes recording big falls, especially in the dirty sector. Surprisingly, vessel prices have risen across all tanker types by 11% (Clarkson’s statistics), as many believe that sooner or later the wet sector will recover, supported by a higher demand for oil and oil products, as a less expensive fuel to LNG prices, which have risen multifold.

The other sectors, LPG and chemical, have not seen important changes, unlike LNG vessels and car carriers, which have started to rise substantially. With most markets being strongly supportive, in term of vessel values and cash flows, banks’ confidence and willingness to lend grew. The same applies to leasing providers, as well as all providers of finance. The rise in S&P transactions across all sectors, created financing opportunities. In addition, with vessel prices rising, the total S&P sales in 2021 are expected to grow by 77% to approximately $44 bn for all shipping segments. We need to point out that the actual value of new transactions would also rise, due to refinancings. Admittedly, the larger banks continued to support their clienteles, which would invariably consist of Tier 1 owners. However, bank competition grew and in general, as client liquidity, cash flows and asset values rose substantially, this supported additional lending. For Tier 1 clients, margins and fees declined due to competition but lending per-

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14 / Financial NAFS | November 2021

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centages remained relatively low as banks sought to contain credit risk. Small to medium clients also benefited from the improved confidence by banks that primarily focus on relationships with them. In order to mitigate risk and as period charters are so strong, most financings would involve some secure income flow and a front loaded accelerated repayment. It is anticipated and the impression we are receiving is that bank lending is expected to grow in 2021. The same and arguably more applies to leasing, which has continued to provide attractive alternatives to bank finance. The good shipping markets have woken up IPO appetite and an increased support for shipping by the capital markets across all sectors, also for follow-ons and shipping bonds, with 2021 totals expected to be similar to 2020 but with a much bigger number of transactions in the pipeline. A new driver for lending and bonds is the sustainability linked loans and bonds. Driven by a wish to support cleaner, less emissions energy and ships aiming to meet environmental targets, an increasing number of banks joined the Poseidon Principles and started looking for green loans. By now, 27 banks have joined the Poseidon Principles and according to Citibank’s Michael Parker, amount to $185bn, in lending, or

64% of our top 40 global banks research. Examples of participants include leading Japanese banks SMBL, SMF&L, Shinshei, MUFG, Development Bank of Japan, as well as all the export finance entities, such as Atradius, Eksfin and others. European banks too have been looking for ‘green’ or ‘sustainability’ loans and some transactions have begun to surface. According to the Institute of International Finance, in the last 18 months, there have been 30 – 35 sustainability loans. The recent IDX / Intercargo global levy on carbon emissions proposal coupled by the EU’s own proposals awaiting EU Parliamentary approval has upped the pace on the risks / rewards / costs of meeting the emission standards. As most vessels are conventionally engined (non eco) vessels, meeting the new EEXI regulations will require either a significant ME derating with an associated loss of speed or expensive technical upgrading, retrofitting or other devices. Complying with the new emissions requirements would entail a significant cost for conventional vessels. Moreover, as shipping is due to become a zero emissions industry by 2050, no one knows what technical solutions and fuel will be able to achieve this goal and at what cost. Owners and banks are bracing themselves for high capital expenditures, which will promote further

consolidation in the industry and higher risks. It is also unclear what part of these additional costs will be borne by the owners, charterers or consumers and clearly, the stakes are high. One benefit from the above uncertainties is that most owners are not rushing to massively order newbuildings, which has the desired effect of prolonging the good markets and adding liquidity for owners, which could be utilized to finance the ships of the future. 2021 is, therefore, expected to be a watershed year, in which global bank finance will end its long decline and should record a useful growth. The increase is expected both for the big, as well as the smaller banks, across the world. In conclusion, shipping global bank lending is expected to rise in 2021 offsetting the downward trend over the last decade. The same is expected to apply for Greek ship finance as Greeks have been most active in Sale and Purchase transactions. According to Allied, Greeks have purchase 300 vessel for $2bn and have disposed of 183 ships for $2.54bn thus far. In addition, Greeks account for 11% of the new orderbook. It is self evident that Greek shipping is continuing its growth and will require the necessary lending. We anticipate that our annual Global and Greek ship finance research for year 2021 will reflect the above.

16 / Interview NAFS | November 2021

Dr. Frank Diehl Head of Sales and Marketing, EAS Batteries

Our vision for Greece is to become the leading maritime battery solution supplier

olutions for hybrid electric and electric applications for ships, underwater vehicles and on shore harbor equipment such as diesel generator powered RTG cranes: EAS

Batteries produces highest safety and flexibility for maritime applications. The latest product, EASy Marine®, is a unique mechanical modular battery system with a safe cell chemistry. Lithium Iron Phosphate (LFP) makes it one of the most robust, sustainable and safe systems on the market. EASy Marine® can be installed self-supporting in various room sizes and shapes. Optimized for hybrid marine propulsion, EASy Marine® holds all the necessary approvals on the water through DNV-GL and IEC (62619 and 62620) certifications. Reliability, safety, power performance and flexibility were the top priorities in the development of EASy Marine®, made by EAS Batteries in Germany. In the foreseeable future, it will always make sense to use a battery system like EASy Marine® to buffer load fluctuations, to achieve higher loads in the first place, to optimise fuel consumption, to operate propulsion systems (based on diesel, LNG, fuel cells or similar) more efficiently or to extend their service life, says Dr Frank Diehl, EAS’ Head of Sales and Marketing, in the following interesting interview...

You have said in the past that your battery system EASy Marine® is like “Lego for adults”. What do you mean by that and how does this system work for efficient fuel consumption in shipping? “Lego for adults” is an illustration that describes the flexibility of the mechanical concept. The EASy Marine® battery system consists of modules that can be flexibly arranged and interconnected. This allows spaces in ships to be occupied with batteries that are too small for rigid rack-based systems. For example, with EASy Marine®, spaces in between or rooms with low ceilings or deviating floor plans can be used for the electrification of a ship. This modular design of the battery system is unique in the maritime industry. The link to efficient fuel consumption is that EASy Marine® makes it possible to hybridise existing ships that do not have enough space for classic systems. These ships then also benefit from the efficient fuel consumption made possible by a hybrid drive. With the help of a battery system like EASy Marine®, diesel generators can be operated permanently in the so-called sweet spot, where fuel consumption is lowest in relation to the generated power. In addition, the batteries compensate for load fluctuations, for example propulsion or hotel load. This is referred to as peak shaving or load leveling. Depending on the load fluctuations, fuel savings of up to 25 or even 30 percent are possible. Things are changing very fast in the shipping industry and it is very difficult to take for granted that today’s technology will work one hundred percent efficient and effective in the future. Do you believe that EASy Marine® is a product designed not only for today but also for the future, and why? Absolutely. In the foreseeable future, it will always make sense to use a battery system like EASy Marine® to buffer load fluctuations, to achieve higher loads in the first place, to optimise fuel consumption, to operate propulsion systems (based on diesel, LNG, fuel cells or similar) more efficiently or to extend their service life. The advantage of EASy Marine® lies specifically in the fact that the battery system benefits permanently and directly from the further development of cell technology as - EAS Batteries GmbH continuously improves its cell portfolio and installs state of the art in the ship battery. There will be no reasonable alternative

“Euploia Drydocks and Services Ltd is the Exclusive Agent in Greece.” Contact: Charis Valentakis, +30 210 9400660, info@euploia.eu

18 / Interview NAFS | November 2021

to lithium-ion technology for a long time. But within lithium-ion technology, different materials are used with very different impacts on safety and sustainability. The lithium-ion cells of our modular marine battery currently use LFP. This cell chemistry is considered the benchmark in terms of safety. And according to all that is known today, LFP is also the safest material in the long term. It is also definitely the most sustainable material. Iron and phosphorus - unlike cobalt, nickel or manganese - are not scarce resources. The lithium itself is also used more efficiently within this combination. LFP also has a significantly lower CO2 footprint in production. The scarcity of other materials will drive up their price in view of the expected CO2 price development, LFP will thus also be cheaper in the long term. In principle, however, the modular battery system EASy Marine® functions independently of the cell chemistry of the installed cells and will automatically profit from future developments.

What do other people say about EASy Marine®? Do you have any feedback from the shipping industry related to your product?

Do you believe that in the long term, a hybrid drive with fuel cells and batteries could represent a fully electric solution for shipping industry?

Our project partners appreciate the extreme performance, the mechanical flexibility and last but not least the unique safety level of the system.

Quite clearly, yes. In the end, however, success will depend on how the availability of the fuel develops globally.

There are many who claim that batteries are only good for small ships and short voyages. This is because the energy per kilogram of a battery is significantly lower than the energy per kilogram of diesel. Would you like to make a comment on this?

What are the advantages of EASy Marine® and what are your plans for the future as a highly innovative niche supplier? In summary the advantages of EASy Marine® are: • Most flexible architecture: Module based, no rack • Very safe and reliable chemistry: No fire, no propagation, highly enduring cells • Vertically integrated company: Cell, cell block, battery system one stop shop Additional advantages of EASy Marine® in the high-power version: • Highest power in class: 5C Constant - 15C Peak • Lowest price per kW on system level for constant power The heart of the battery is its cell. We develop and produce these cells in Germany. Because we have this technology in-house, we are constantly improving and developing the cells. EASy Marine® benefits directly from innovations within our cell portfolio. In the next steps, we will diversify and expand our EASy Marine® offering. Dr Frank Diehl, you recently spoke in a thematic forum “Sustainability & New Concepts in Shipping” about “Battery Systems for Shipping - Made in Germany”. Would you like to tell us your main point of your speech? In my presentation I talked about the relevance of Battery Systems for Shipping. And this works with EASy Marine®, developed and produced in Germany with materials from Europe, too.

With EASy Marine®, we offer an autonomous battery system for the global shipping market that is independent from other continents, based on German technologies. This is a strong solution that insures reliability at different levels - in use, in supply chains, in quality and in sustainability. EASy Marine® is present in the large maritime market of Greece through a new exclusive collaboration with Euploia Drydocks and Services Ltd. What do you expect to achieve with this Agency Agreement in the field of your marine battery solutions? Our vision for the Greek maritime market is to become, together with our partners, the leading maritime battery solution supplier in Greece.

This statement seems to refer to fully battery-powered electric boats, not necessarily to hybrid concepts. And even then, this statement applies more to short-distance vessels. This is due to the limited range of purely electric systems or with the limited possibilities of being able to recharge again and again. We see a particular strength of batteries in the hybrid solution. Hybrid drives are possible for all ships, there are no restrictions on the size of the vessels or the length of the routes. Even if larger ships have to sail part of their routes fully electrically, for example for regulatory reasons, this is possible with hybrid solutions. The advantages of hybridisation are: • Unlimited Range: Range extender via liquid fuel such as diesel, H2, etc. • Most efficient use of diesel fuel: Sweet spot only operation • Freedom of Design: New and more efficient ship designs possible • Savings: Fuel, generators power, maintenance, back-up systems, torque for efficient propeller, etc. • Option to sail fully electric: harbour cruise, hotel load support, meeting regulations • Use of existing infrastructure: No additional charging infrastructure on land necessary, sail where you want • Reduce emissions - fit for future: CO2, noise, NOx, particulate matter

Euploia Dry Docks and Services, LTD. is the Exclusive Agent in Greece for EAS Batteries. Contact Charis Valentakis at +30 210 9400660 or info@euploia.eu.

20 / Article NAFS | November 2021

Applying Data Science to ABB turbochargers Source: ABB Turbocharging digital magazine https://charge-magazine.abb.com/

With product lifecycles that can easily last for decades, ABB’s turbochargers are tested extensively to ensure longevity. We’re not just talking about future products and R&D, however, and ABB Turbocharging is constantly looking for new ways to improve and ensure our existing products are running as efficiently as possible. Data science is just one of the ways we’re using intelligence to further enhance our digital customer solutions to help understand how turbochargers work both in testing and the real world. Gianluca Rondinini, Data Scientist at ABB Turbocharging, tells us more. Data science is the practice of applying advanced analytics to extract valuable information from data. It’s a field that’s seen huge growth over the past 10 years across different industries, and with a wealth of data at our fingertips, it’s particularly relevant for ABB Turbocharging and our customers.

Building powerful analytics for our external and internal customers Gianluca joined ABB Turbocharging three years ago and works closely together with a team of data engineers and software developers. “We build next-level analytics applications,” Gianluca explains, “including web-based applications to fuel our Digital Customer Solutions. We show and plot data that enables our external customers and internal users such as technical service teams and the technology R&D department to generate analytical insights to drive business decisions.” Data is captured from several different sources, with plenty of sensors on modern engines already monitoring different operating conditions. Useful data points could be something as simple as the variance in temperature of a particular component, and embracing data science can make sure that anything out of the ordinary won’t go unnoticed. “Anomaly detection is probably our main area of focus at the moment,” Gianluca explains. “We could be looking in the data for bigger issues, such as the turbocharger potentially breaking down, or perhaps not running as efficiently as it could, but we also look for smaller problems, such as sensors that may be working incorrectly.

Understanding equipment behaviors starts with identifying and filtering anomalies “The turbocharger may appear to work perfectly fine, but our analytics will pick up on data where sensors are reporting crazy or unusual numbers, helping us to highlight potential issues. That’s the sort of thing we detect. With such use cases, we’re also dealing with deep learning, and the more data we’re able to gather, the more we’ll

be able to do in the future. ”For our internal business, we evaluate the data and generate insights which can help people from other departments to take action, and this kind of insight can help at any level.” “It can help when it comes to servicing, for example, analyzing data from turbochargers which have been up and running for a long time, and it can also make a difference when it comes to designing new products, when it comes to understanding the kind of stresses a turbocharger sees in the real world. And using that data and the knowledge we gain from analyzing it, we can shape the product accordingly in terms of physical specs, in a way that perhaps lasts longer and is less likely to see issues under load.”

Making our customers’ lives easier through powerful analytics Developing the new analytics applications has proved an exciting challenge in itself, says Gianluca. “Machine learning models have usually been developed in completely different frameworks, and for completely different purposes, so we’re using models that weren’t originally developed for use with turbochargers. Converting and adapting these models has really brought the best out of the team. It’s not like you can just search the internet for information about using such technologies for industrial purposes; the literature is quite shallow and there’s a lot of work required to adapt such things.” As more information is amassed and baselines are created, Gianluca and his colleagues are also looking at the possibility of analyzing data in real-time, with the team looking towards artificial intelligence to enhance their digital models. It’s a technology that compliments data science perfectly, says Gianluca. “AI and data science definitely go hand in hand. There’s so much potential to use deep learning within data science, and both fields are ultimately looking to solve real-world problems using data. “There’s a lot of value to the data we’re gathering, but that’s really just the beginning. To make an even bigger difference, and to help generate tangible results, you still need to actually extract value from that data, and ultimately that’s the role of the data scientist. That’s where we can work with other departments and customers, and really add value from the data we’re gathering.” “I believe the technology will shift more toward research, and with help from deep learning and AI, the information and analytics we’re generating will become a lot easier to deal with. That will make a big difference to both internal and external customers, and ultimately, our goal is to make their lives easier.”

ABB Turbocharging service agreements True enlightenment You rely on your turbochargers to power your business. So, experience the freedom of our customized service agreements. Budgets become predictable. Unexpected costs of spare parts, labor and administrative work fade away. And all our technical expertise is focused on supporting your operational efficiency. Let us enlighten you today at ABBturboserviceagreements.com

22 / Cover NAFS | November 2021

Story

Ανδριανή Βόδενα Representative Greece & Cyprus, Sales Executive UK Ship Register

Το UK Ship Register υπεύθυνη φωνή για τη ναυτιλιακή βιομηχανία Το νηολόγιο του Ηνωμένου Βασιλείου (UKSR) επικεντρώνεται στις ανάγκες της ναυτιλιακής κοινότητας και ιδιαίτερα στις ανάγκες και τη βοήθεια που απαιτούνται από τους ιδιοκτήτες, τους διαχειριστές και τους χειριστές πλοίων. Η σημαία του Ηνωμένου Βασιλείου, με απλά λόγια, είναι πελατοκεντρική. Το Ηνωμένο Βασίλειο ανέκαθεν θεωρείτο ‘το κέντρο’ των ναυτιλιακών επιχειρήσεων, με πλούσια κληρονομιά στον τομέα, άριστες υποδομές, εξειδικευμένο εργατικό δυναμικό και κρατική υποστήριξη. Ποιες λύσεις και πρακτικές στην κρίση αλλαγής πληρωμάτων λόγω πανδημίας υιοθέτησε το Ηνωμένο Βασίλειο; Ποιοι είναι οι λόγοι που καθιστούν την βρετανική σημαία ανταγωνιστική; Πόσο ελκυστικό είναι το Λονδίνο ως προορισμός για τις ναυτιλιακές εταιρείες και ποιος είναι ο στρατηγικός και οικονομικός ρόλος της βρετανικής ναυτιλίας; Σε αυτά και άλλα ενδιαφέροντα ερωτήματα απαντά στην συνέντευξη που ακολουθεί η κυρία Ανδριανή Βόδενα, αντιπρόσωπος της σημαίας του Ηνωμένου Βασιλείου σε Ελλάδα και Κύπρο.

Το ξέσπασμα της πανδημίας COVID-19 προκάλεσε μια άνευ προηγουμένου παγκόσμια κρίση υγείας και επηρέασε μαζικά τον ζωτικό ρόλο της ναυτιλίας. Το Ηνωμένο Βασίλειο υπήρξε ηγετική φωνή στην υποστήριξή του για πρακτικές και έγκαιρες λύσεις στην κρίση αλλαγής πληρώματος, ποιο είναι το επόμενο βήμα σε αυτά τα ζητήματα; Η ευημερία των πληρωμάτων στα πλοία ήταν –και παραμένει– μια από τις κορυφαίες προτεραιότητες της σημαίας του Ηνωμένου Βασιλείου. Χωρίς ναυτικούς, έχουμε παγκόσμια αδράνεια και το Ηνωμένο Βασίλειο ήταν και είναι πρωτοστάτης στις υποχρεώσεις της σημαίας όσον αφορά την ευημερία των ναυτικών και θα συνεχίσουμε να είμαστε μια υπεύθυνη φωνή για τη ναυτιλιακή βιομηχανία όσον αφορά το θέμα των ναυτικών.. Το Ηνωμένο Βασίλειο ήταν το πρώτο που όρισε τους ναυτικούς ως βασικούς εργαζόμενους και το πρώτο που έκανε μαζικούς επαναπατρισμούς, με τη διευκόλυνση των συναδέλφων μας στο Υπουργείο Μεταφορών και των άλλων συναφών υπηρεσιών της Βρετανικής Κυβέρνησης. Μέσω αυτών των πολύ καλά συντονισμένων προσπαθειών πάνω από 32.000 ναυτικοί επαναπατρίστηκαν μέσω του Ηνωμένου Βασιλείου από 112 χώρες. Ποιοι είναι οι λόγοι που καθιστούν τη βρετανική σημαία ανταγωνιστική; Πείτε μας για τις οικονομικά αποδοτικές και ομαλές παγκόσμιες υπηρεσίες. Το νηολόγιο του Ηνωμένου Βασιλείου (UKSR) επικεντρώνεται στις ανάγκες της ναυτιλιακής κοινότητας και ιδιαίτερα στις ανάγκες και τη βοήθεια που απαιτούνται από τους ιδιοκτήτες, τους διαχειριστές και τους χειριστές πλοίων. Η σημαία του Ηνωμένου Βασιλείου, με απλά λόγια, είναι πελατοκεντρική. Δεσμευόμαστε επίσης να αξιοποιήσουμε καλύτερα την ψηφιακή εποχή επιταχύνοντας και απλοποιώντας τη διαδικασία εγγραφής. Η σημαία του Ηνωμένου Βασιλείου προσφέρει την ίδια υπηρεσία με άλλες κορυφαίες σημαίες, αλλά έχει επίσης το πλεονέκτημα μιας σημαίας πλούσιας σε ναυτική κληρονομιά και με ισχυρή φωνή στη διεθνή κοινότητα, ιδιαίτερα στον Διεθνή Ναυτιλιακό Οργανισμό. • Προσφέρουμε πραγματική υποστήριξη εγγραφής 24 ώρες το 24ωρο, 7 ημέρες την εβδομάδα, επομένως, ανεξάρτητα από το πού στον κόσμο εδρεύει το πλοίο σας, σας καλύπτουμε. • Ψηφιακή εγγραφή πλοίου. • Ηλεκτρονικά πιστοποιητικά. • Ένας αποκλειστικός διαχειριστής βασικών λογαριασμών για διεθνείς πελάτες. • 24/7 τεχνική υποστήριξη και καθοδήγηση από παγκοσμίου φήμης επιθεωρητές

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24 / Cover NAFS | November 2021

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του Οργανισμού Ναυτιλίας και Ακτοφυλακής. • Έχουμε εξαιρετικά ανταγωνιστικά τέλη εγγραφής και απλό μοντέλο ετήσιας χρέωσης μπλοκ. Δεν υπάρχει ετήσιος φόρος σημαίας που να σχετίζεται με τις αμοιβές μας. • Προσφέρουμε την ελευθερία να είστε μέρος οποιουδήποτε διεθνούς καθεστώτος φόρου χωρητικότητας. Δεσμευόμαστε επίσης για την ασφάλεια και τη συμμόρφωση των πελατών μας, επομένως παρέχουμε: • Πλήρης αντιπροσωπεία έρευνας. • Διαβούλευση διεθνούς πολιτικής. • Πρόσβαση στην Κυβερνητική Ομάδα Ναυτικής Ασφάλειας του ΗΒ. • Υποστήριξη διεθνούς διπλωματίας. • Εκπροσώπηση στον Διεθνή Ναυτιλιακό Οργανισμό. • Υποστήριξη αντιμετώπισης κρίσεων. Με όλα αυτά τα οφέλη, η σημαία του Ηνωμένου Βασιλείου είναι ένας πολύτιμος συνεργάτης της διεθνούς ναυτιλιακής κοινότητας. Ποιος είναι ο στρατηγικός και οικονομικός ρόλος της βρετανικής ναυτιλίας και πόσο ελκυστικό είναι το Λονδίνο ως προορισμός για τις ναυτιλιακές εταιρείες; Το Ηνωμένο Βασίλειο ανέκαθεν θεωρείτο ‘το κέντρο’ των ναυτιλιακών επιχειρήσεων, με πλούσια κληρονομιά στον τομέα, άριστες υποδομές, εξειδικευμένο εργατικό δυναμικό και κρατική υποστήριξη. Το 2021, για δεύτερη συνεχή χρονιά, το Λονδίνο διατήρησε ηγετική θέση στον Τομέα Ναυτιλιακών Υπηρεσιών σύμφωνα με τον Δείκτη του Διεθνούς Ναυτιλιακού Κέντρου Xinhua-Baltic. κατέχοντας τη δεύτερη θέση γενικά, ενώ είναι το μόνο Ευρωπαϊκό Ναυτικό Κέντρο στην πρώτη πεντάδα. Στο πλαίσιο της πρωτοβουλίας του Ηνωμένου Βασιλείου για βελτίωση της οικονομίας, η κυβέρνηση σχεδιάζει να υποστηρίξει την περαιτέρω ανάπτυξη στον τομέα μέσω σημαντικών επενδύσεων σε θαλάσσιες υποδομές, δεξιότητες και καινοτομία. Επίσης, η δημιουργία της νέας βρετανικής υπηρεσίας ‘’UK Shipping Concierge’’ καθιστά την εγκατάσταση ναυτιλιακών επιχειρήσεων στο Ηνωμένο Βασίλειο ευκολότερη. Η υπηρεσία παρέχει ένα one-stop-shop για ναυτιλιακές επιχειρήσεις που επιθυμούν να συνδεθούν με τους κατάλληλους εμπειρογνώμονες σε όλη την κυβέρνηση και τη βιομηχανία του Ηνωμένου Βασιλείου – βοηθώντας την ομαλή πλεύση των ναυτιλιακών επιχειρήσεων. Με την άνοδο της τεχνολογίας και της ψηφιοποίησης στη ναυτιλία, ο διάλογος, κατευθύνεται στα αυτοματοποιημένα πλοία και το πόσο αυτά θα αποτελέσουν μια πραγματικότητα στο εγγύς μέλλον. Ποια είναι η στάση του νηολογίου του Ηνωμένου Βασιλείου; Είναι μια συναρπαστική περίοδος στον κόσμο της αυτόνομης ναυτιλίας, με μια σειρά από πρωτοποριακά έργα που βρίσκονται σε εξέλιξη στο Ηνωμένο Βασίλειο, που προσφέρουν σημαντικές ευκαιρίες στον κλάδο και συμβάλλουν στην επίτευξη των στόχων μείωσης των ρύπων του θερμοκηπίου. Το Ηνωμένο Βασίλειο ήταν το πρώτο κράτος σημαίας που εντάχθηκε στο έργο Maritime Autonomous Surface Ships (MASS) και θα συνεργαστεί με τον Διεθνή Ναυτιλιακό Οργανισμό (IMO) για να διασφαλίσει ότι τόσο η ανάπτυξη όσο και η επακόλουθη κυκλοφορία των αυτόνομων πλοίων είναι ασφαλής ιδιαίτερα στον σχεδιασμό και στη χρήση τους. Σημαντικό για το Ηνωμένο Βασίλειο είναι να έχει ηγετικό ρόλο στην διαμόρφωση των σχετικών νέων προτύπων και του ρυθμιστικού καθεστώτος

ασφάλειας έτσι ώστε να διαμορφωθεί επίσης ορθά και η μελλοντική εκπαίδευση για την αυτόνομη ναυτιλία παγκοσμίως. Καθώς η ναυτιλιακή βιομηχανία οδηγείται προς την απαλλαγή από το διοξείδιο του άνθρακα (decarbonisation) ποια η θέση του νηολογίου του Ηνωμένου Βασιλείου; Η σημαία του Ηνωμένου Βασιλείου είναι περιβαλλοντικά και αειφόρα υπεύθυνη και βρίσκεται στην πρώτη γραμμή όλων των προσπαθειών που καταβάλλει ο κλάδος για τη μείωση των ρύπων του θερμοκηπίου από τη διεθνή ναυτιλία. Η εντεταλμένη ομάδα μας με την επωνυμία Maritime Future Technologies είναι διαθέσιμη για να υποστηρίξει τους πλοιοκτήτες στην προσαρμογή τους στο νέο μέλλον χαμηλών εκπομπών ρύπων του θερμοκηπίου. Η εξειδικευμένη αυτή ομάδα του νηολογίου μας, μπορεί να βοηθήσει τους πελάτες μας να επιτύχουν τους στόχους που καθορίζονται από τους διεθνής οργανισμούς που ασχολούνται με το θέμα όπως ο ΙΜΟ. Η επόμενη δεκαετία θα είναι ορόσημο στη ναυτιλιακή βιομηχανία γιατί θα υπάρξει αναπροσαρμογή στον τομέα των καυσίμων ο οποίος τείνει σε ανανεώσιμες πηγές ενέργειας και δεύτερον από τη μεγαλύτερη χρήση αυτόνομης τεχνολογίας. Η ομάδα Maritime Future Technologies της MCA είναι εδώ για να βοηθήσει τους πελάτες μας να προσαρμοστούν σε αυτές τις αλλαγές με υπευθυνότητα, βιωσιμότητα και κερδοφορία. Εισήχθη ως μια ομάδα αφιερωμένη στην υποστήριξη των πλοιοκτητών και των διαχειριστών στην επίτευξη του φιλόδοξου στόχου μηδενικών εκπομπών ‘’net zero emissions’’ έως το 2050. Ο ρυθμός αλλαγής στη ναυτιλιακή βιομηχανία επιταχύνεται περισσότερο από ποτέ, οδηγώντας στην ανάγκη για ισχυρές και ευέλικτες συμβουλές και υποστήριξη από ειδικούς. Ως κράτος σημαίας, συνεργαζόμαστε με τον ακαδημαϊκό κόσμο και τη βιομηχανία για να υποστηρίξουμε την ταχεία και συγκλίνουσα υιοθέτηση τεχνολογίας για βιώσιμο μετασχηματισμό, καθώς και για να παρέχουμε αμερόληπτη έρευνα και καθοδήγηση στους πλοιοκτήτες και τους διαχειριστές μας. Η ομάδα MFT συνεργάζεται επίσης με την ευρύτερη κυβέρνηση του Ηνωμένου Βασιλείου και το Υπουργείο Μεταφορών για να υποστηρίξει περισσότερα από £20 εκατομμύρια σε χρηματοδότηση έρευνας και ανάπτυξης για μελέτες σκοπιμότητας και δοκιμές σε οικολογικές θαλάσσιες τεχνολογίες. Επί του παρόντος, 55 έργα έχουν λάβει το πράσινο φως για να προχωρήσουν την έρευνά τους ως μέρος του Διαγωνισμού Επίδειξης Καθαρής Θαλάσσιας, για να βοηθήσουν στην επιτάχυνση της απαλλαγής από τις ανθρακούχες εκπομπές στη θάλασσα στο Ηνωμένο Βασίλειο, με τα αποτελέσματα να αναμένονται τον Μάρτιο του 2022. Το UK Ship Register είναι ένα ψηφιακό νηολόγιο? Το UK Ship Register κυκλοφόρησε ένα ηλεκτρονικό σύστημα εγγραφής στις αρχές του 2020. Η αναβάθμιση ήταν μέρος του συνεχούς εκσυγχρονισμού των υπηρεσιών προς πλοιοκτήτες και φορείς εκμετάλλευσης σε όλο τον κόσμο. Η ψηφιακή πλατφόρμα του UKSR προσφέρει στους ιδιοκτήτες δυνατότητα αυτοεξυπηρέτησης για την καταχώριση ενός νέου σκάφους ή ακόμη και την ανανέωση της εγγραφής ενός σκάφους. Μακροπρόθεσμα απλοποιεί και επιταχύνει τις διαδικασίες για ιδιοκτήτες με πλοία νηολογημένα στη σημαία του Ηνωμένου Βασιλείου. Οι χρήστες μπορούν να ανεβάζουν όλα τα σχετικά έγγραφα σε ένα μέρος, καθώς και να πραγματοποιούν πληρωμές για τις υπηρεσίες στο διαδίκτυο. Οι ψηφιακές μας υπηρεσίες

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NAFS | November 2021

περιλαμβάνουν επίσης την έκδοση ηλεκτρονικών αντιγράφων των πιστοποιητικών εγγραφής για να βοηθήσουν στην ομαλή λειτουργία του εγγεγραμμένου στόλου τους στην σημαία του Ηνωμένου Βασιλείου.

Οι γυναίκες αποτελούν αναπόσπαστο κομμάτι του θαλάσσιου κόσμου. Πώς υποστηρίζει το UKSR τις γυναίκες στη ναυτιλία; Ως εργοδότης, έχουμε δεσμευτεί να δημιουργήσουμε και να εδραιώσουμε ένα εργατικό δυναμικό ανεξάρτητου γένους, Οι θέσεις εργασίας μας είναι ανοιχτές σε όλους και πολλές δεν απαιτούν ναυτιλιακό υπόβαθρο, αναγνωρίζοντας ότι οι διατομεακές δεξιότητες και το ποικίλο εργατικό δυναμικό είναι το κλειδί για την οικοδόμηση μιας πρωτοποριακής εμπειρίας για τους πελάτες της σημαίας μας. Ως κράτος σημαίας, εξετάζουμε το ενδεχόμενο να κάνουμε τα μονοπάτια προς τη βιομηχανία πιο προσιτά και ελκυστικά σε όλους, με ανασκόπηση των τρεχουσών ευκαιριών εκπαίδευσης ναυτικών για μαθητευόμενους στο Ηνωμένο Βασίλειο. Πόσο σοβαρά παίρνετε τις ευθύνες σας για την ασφάλεια και τη συμμόρφωση με το περιβάλλον; Πόσο καλά και με ποιους τρόπους υποστηρίζετε τους πελάτες σας; Η ασφάλεια είναι αδιαπραγμάτευτη για τη σημαία του Ηνωμένου Βασιλείου, συμπεριλαμβανομένης της ασφάλειας και της προστασίας του περιβάλλοντος. Τα υψηλά μας πρότυπα συμβάλλουν στην παγκόσμια απόδοσή μας στις λευκές λίστες του Μνημονίου του Τόκιο και του Παρισιού και του προγράμματος ‘Qualship21’. Οι πελάτες μας, επωφελούνται από τις αποδόσεις της σημαίας, αφού τα πλοία που είναι νηολογημένα στο Ηνωμένο Βασίλειο έχουν ελάχιστες πιθανότητες να στοχοποιηθούν από τον έλεγχο του κράτους λιμένα.

Ως μέρος του Οργανισμού Ναυτιλίας και Ακτοφυλακής του Ηνωμένου Βασιλείου, Maritime and Coastguard Agency, δεσμευόμαστε να έχουμε ενεργό ρόλο στην παγκόσμια προσπάθεια αντιμετώπισης περιβαλλοντικών ζητημάτων, με βασική εστίαση στην απαλλαγή από τον άνθρακα και τη βιωσιμότητα του θαλάσσιου περιβάλλοντος. Με τη θέση του Ηνωμένου Βασιλείου στον Διεθνή Ναυτιλιακό Οργανισμό, οι πελάτες επωφελούνται από το να γνωρίζουν ότι τα ενδιαφέροντά τους για τη βιωσιμότητα και την ασφάλεια συζητούνται στο υψηλότερο επίπεδο. Διαθέτουμε 24/7 τεχνικές συμβουλές και υποστήριξη μέσω των υπευθύνων εξυπηρέτησης πελατών και της ομάδας υποστήριξης αντιμετώπισης κρίσεων της κυβέρνησης του Ηνωμένου Βασιλείου για τη θαλάσσια ασφάλεια. Ποια είναι η προσέγγισή σας στην ελληνική ναυτιλία και αναλυτικά ο ρόλος του γραφείου στον Πειραιά Το 2020, το νηολόγιο μας, εγκαινίασε ένα ολοκαίνουργιο μοντέλο λειτουργίας με έμφαση στην εξυπηρέτηση πελατών παγκόσμιας κλάσης και τη δέσμευσή της σημαίας μας να επεκτείνει τις δραστηριότητές της εκτός του Ηνωμένου Βασιλείου, επομένως η σύνδεση με τους Έλληνες εφοπλιστές ήταν για εμάς κορυφαία προτεραιότητα. Αναγνωρίζουμε τη σημασία και την επιρροή των Ελλήνων πλοιοκτητών και πιστεύουμε ότι ως σημαία μπορούμε να προσθέσουμε πραγματική αξία στις δραστηριότητές τους. Ας μην ξεχνάμε ότι υπάρχει μακρά ιστορία αγγλοελληνικής συνεργασίας στη ναυτιλιακή βιομηχανία και γι’ αυτό επιλέξαμε την Ελλάδα ως τοποθεσία για τον πρώτο μας κόμβο πωλήσεων στο εξωτερικό. Αυτό το νέο γραφείο επιτρέπει στην UKSR να έχει τοπική υποστήριξη και παρουσία στην Ελλάδα, να οικοδομήσει πολύτιμες μακροχρόνιες συνεργασίες με ντόπιους πλοιοκτήτες καθώς και να ενισχύσει τον δεσμό της Σημαίας με την ελληνική ναυτιλιακή κοινότητα.

26 / Women NAFS | November 2021

in SHEPPING

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28 / Women NAFS | November 2021

in SHEPPING GAC joins call to action to decarbonize international shipping by 2050. Is among the 150+ leaders and organisations call for decisive government action. What is the role of the Marketing Manager in all this difficult and challenging initiative?

oining the call to action to decarbonise international shipping is an integral part of GAC’s broader Sustainability strategy, which is aligned with the United Nations’ Sustainable Development Goals.

As Group Marketing Manager for GAC, my role is to liaise with stakeholders within my geographic region to understand their global shipping requirements and help them to overcome their challenges. In the shipping industry right now, there is no more significant challenge than that of decarbonisation. GAC has committed to LNG bunkering as a future fuel, and was the first company to broker an LNG bunkering deal in Jacksonville in 2020.

Maria Angelidou Group Marketing Manager | Gulf Agency Company Limited

For most of GAC’s customers, their Scope 1 emissions are of immediate concern through the burning of marine fuel. I help with the energy transition by listening to our customers’ future fuel requirements and recommending solutions such as ammonia, methanol, LNG, or biofuel around the world. GAC is uniquely positioned to do this because we have such good relationships with suppliers worldwide, both within my own region and in other areas. Beyond the energy transition question, my role is to adhere to GAC’s commitment to reducing its own carbon emissions by championing renewable energy sources internally and traveling responsibly. We must all contribute to a sustainable marine environment for the benefit of our shipping industry and our planet.

During the Pandemic in many ways uncertainty became the norm. Could you describe the audit quality in KPMG as well as the benefits of KPMG Clara smart audit platform?

I Sophia Anifantaki Director, Audit, KPMG in Greece

t is true that uncertainty within the time of Pandemic became the new norm and in many cases companies, on top of the rapid technological changes that were already due, had to face the new reality that corona created. In KPMG even in this period of time audit quality is fundamental for us since is the key measure on which our professional reputation stands. We define “Audit quality” as the result of the audits that executed consistently and in line with the requirements and applicable professional standards and all this within a strong system of quality controls. In KPMG the new era in audit is launched with KPMG Clara Platform. This new smart digital platform provides a clear audit structure in relation to the methodology that globally is used, it has a clear workflow since the updated methodology is aligned with the wording of the auditing standards and is user friendly. KPMG Clara integrates all our tools and technology in one place, so as to enhance audit quality and audit experience. It introduces a collaboration platform the KPMG Clara Collaboration. KPMG Clara client collaboration is an online tool which facilitates secure collaboration between our clients and KPMG professionals wherever they are in the world. It drives effective and timely communication. The KPMG Clara site allows teams from KPMG and client teams to work together. This has been proved really beneficial in the new reality of distance working. It also introduces various features such as multi reporting capabilities, easy track progress, enhanced data tools which allows to manage balances in the audit file to align with financial statements and data analytics tools. These innovative analytics capabilities allow our professionals to limit the time they spent in repetitive not complicated issues and devote their time in areas that need professional skepticism and judgment. Therefore KPMG Clara Platform is a key pillar to audit quality which is achieved with the power of technology and the strength of our people.

30 / Women NAFS | November 2021

in SHEPPING How does YES TO SHIPPING FORUMS contribute to prepare and support newcomers in Shipping?

Danai Bezantakou

CEO – NAVIGATOR SHIPPING CONSULTANTS Concept – Founder -YES FORUM General Secretary – International Propeller Club (Port of Piraeus)

ES FORUM open dialogue platform aspires to present the maritime cluster to schools and university students, encourage young people to build their own network of contacts supporting their professional development, instill the idea of volunteerism and the value of participating in activities that contribute substantially to their orientation and, therefore, to their successful professional careers. YES FORUM was conceptualized almost 10 years ago and we are proud to say that until today has gained the support of many respected Shipping Companies. Both 2020 and 2021 were two extremely demanding years, constituting a great challenge for everyone across the world. Despite these special circumstances, YES FORUM team increased its actions, taking into consideration the need for open dialogue of young people with the society, proving to them that the crisis can be turned into an opportunity. Specifically, 23 open dialogues that lasted more than 60 hours with more than 140 speakers answering about 1.000 questions took place the last 2 years only. YES FORUM social media networks, publications and posts about YES FORUM have been reached more than 2,000,000 people that have learned or heard about us. All these years we have done many steps. Some of the most important that contribute to the creation of the next generation of shipping are: All YES FORUM organizations are under the auspices of the Ministries of Shipping, Tourism, Education, the Hellenic Chamber of Shipping, GNTO & the majority of Greek Universities. YES FORUM represents Shipping in the European & National Youth Dialogue. YES FORUM was part of the integration of shipping in school career days. The organization of the youth day in Posidonia Exhibition since 2016 and the presence of European Commissioner for Transport in the same event. A few years after, Vice President of the European Commission, Mr. Margaritis Schinas, had an open dialogue with young Greek Citizens during European Maritime Day 2021. Moreover, Captains, Ambassadors and Personalities with long history in shipping are sharing their journey and experiences with young people. The production of YES PAPER under the coordination and supervision of experienced shipping executives. Furthermore, 70 volunteers, on average, participating in YES FORUM annually, the majority of whom have found work within one year of graduating from the University.

Elvictor Group utilizes modern-day technologies to improve vessel and crew management performance. How easy is to preserve structural transparency in order to allow efficient operations that ensure you meet your own and your clients’s goals?

lvictor Group, Inc. is continuously working on disruptive managerial and technological strategies, while its focus and investment in digitalization provides added value to its clients. Transparency at all levels and systems is set in a way that satisfies all stakeholders and facilitates the business and the customers. Clarity, accuracy and sharing of information build our trustworthy relationship with different parties and improve investment efficiency and resource allocation. In that respect, it is in the interest of all employees, directors and officers to preserve and monitor the controls and the corporate governance.

Katerina Bokou Chief Financial Officer, Elvictor Group

Given such a transparent structure and the assurance it also provides to the financial presentation and disclosure, my contribution can be more significant on expansion and growth, both corporate and personal. More focus can be brought on the financial goals, management and business strategies, while dealing with the increased compliance and reporting demands of an SEC regulated company. This flow of information can advance planning and budgeting and effectively support growth and increase the value of our operations. Elvictor’s policies and code of ethics include a well-diversified working environment and women play vital role in various roles contributing to the structure and balance of the organization. Their skills drive the progress, the teamwork and the support in various positions within our company. On these grounds Elvictor promotes, but also sets the systems and the processes for the diversity, since it is not only in alignment with its innovative profile and culture, but because in essence, it gains from the benefits of high performance and development. And this is of upmost importance, but also a challenge for the company operating within the shipping and maritime industry, a traditionally more male-oriented sector.

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Contact our Piraeus based sales executive ukshipregister.co.uk +30 698 035 0183 andriani.vodena@mcga.gov.uk

32 / Women NAFS | November 2021

in SHEPPING How does a Public Relations company contribute to progress within the shipping industry?

aving worked in maritime media and communications for 30 years, I have been part of a dramatic evolution in how, why and where shipping communicates. Today, the industry to which I have dedicated by career has never been in greater need of having its voice heard in a global dialogue. As public relations professionals, we remain curators of our clients’ news – the, launches, innovations, acquisitions and other developments which they seek to share. However, our role must also reflect an altered media landscape and society’s changed expectations for our industry.

For decades, shipping professionals have complained that their efforts to keep the global economy working have been overlooked, or that their industry only enters the public consciousness when a ship hits the rocks. As shown by the humanitarian crisis for seafarers brought by Covid-19, the supply chain issues behind empty supermarket shelves and the regulatory path set for shipping decarbonisation, those days are most definitely over.

Debbi Bonner Managing Director, JLA Media Ltd

These are more than reputational issues for our industry: today, investors in shipping are often accountable to publicly-listed institutions with their own goals on CSR, ESG and sustainable finance. As with other industries, the rise in digital and social media channels has also brought significant change for shipping, with communication today focusing more on direct engagement with audiences – often in real time - and less on the distribution of pre-prepared content. We who have experienced and helped our industry adapt to these changes have also seen the maritime sector, perhaps belatedly, face up to challenges on diversity and inclusion, and struggle to highlight its originality and opportunities to attract the next generation of talent. Now, more than ever, shipping must engage in a dynamic dialogue with multiple stakeholders, and do so with the transparency needed so that its ambitions, progress and constraints are truly understood.

For quite some time Capital Link’s events have gone digital due to the pandemic. Do you believe that in 2022 maritime events will start again with physical presence?

“B

Olga Bornozi Managing Director Capital Link Inc.

ack in December 2019 the globe was shocked by the outbreak of this new pandemic that not only threatened human life extremely seriously, but also, because of the initial inevitable preventive measures to reduce the chances of infection, it changed dramatically people’s everyday lives & businesses, and led to lockdowns and social distancing. These restrictions in turn had a negative impact and led to the shrink of most of the biggest economies around the world. Back in March 2020, three weeks before its due date, when most other events were cancelled or postponed, we decided to proceed with our flagship 14th Annual Capital Link International Shipping Forum and convert it into a digital forum adapting to the current reality. We thought that it is especially in periods of uncertainty and crisis when we need to keep our sense of community, the industry connectivity, and the information flow. Thankfully, the event was very successful and since 2020, to date, we have hosted 22 large-scale, high-quality Forums and 28 Webinars the majority of which focus on maritime transportation and U.S. investment products, in the United States, Europe and Asia, in key industry centers, such as New York, London, Oslo, Hamburg, Athens, Limassol, Shanghai, Singapore, Tokyo and Hong Kong. We saw that the digital format of the events allowed for an even larger speaker and delegate roster and caliber, therefore, our virtual conferences are now integrated into our digital product line, along with our webinars, podcasts, and dedicated maritime website adding a unique and complementary benefit to all our industry partners. Whilst we all visualize a post-pandemic future and return to normality, we undoubtfully live in a fundamentally transformed world. We observe scientists, analysts, and politicians heading towards “opening-up” and being optimistic that a post covid-19 era will gradually come until the end of 2022. We are also delighted that major shipping events such as Posidonia & Cyprus Maritime, are being rescheduled with physical presence for 2022. Capital Link adopts this approach and, abiding by the applicable laws and protocols, plans to host most of our shipping events in 2022 as in person events. However, the digital aspect has become part of our daily life and thus we expect that it will continue to play a dominant role in the way people communicate and connect. We believe that travel and attendance of physical events will become more selective. While digital events can deliver premium contact, the in person networking is irreplaceable and in person events will have to provide premium content and networking opportunities. We believe that Capital Link is well positioned to continue serving as a link of this global industry.”

34 / Women NAFS | November 2021

in SHEPPING What were the difficulties you faced during the pandemic in terms of lack of physical presence and how you managed to keep the communication “alive”?

ver the past one-and-a-half year, the coronavirus pandemic has created unprecedent uncertainty, stress, emotional commotion- to name a few. It led to the development of new processes and protocols as well as to the interruption of the traditional norms of communications, marketing, and customers’ retention. On the other hand, the need for communicating with clarity and empathy remained the same for all organizations and businesses, across the industries and the whole world. In DNV, Communications’ mission was to help strengthen the already established trust and facilitate the adaptation to the unexampled challenges everybody faced – both internally and externally. Our priority was to connect with employees, communities, and other stakeholders, and be close to them- even from a distance.

Gianna Boulntoumi

Senior Communications Manager Regional Comms Hub Europe, Middle East & Africa DNV Maritime

The positive thing with DNV is that as we are a “digital first” organization, we had already invested on online channels, tools, and practices even before the emergence of the pandemic. Digital communications saved the day and became the main enabler of business operations and corporate communications all over the world, with consistency and flexibility, delivering for the new normal. It’s now obvious that a lot have changed in the corporate communications ecosystem and things will never go back to where they were until 2019 – or at least it will take a lot of time to do things the same way we did post-Covid. But as we go back in normality, we are more and more realizing that nothing can substitute the power of physical interaction, which is in the very core not only of the Communications function, but the humans’ existence all in all.

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36 / Women NAFS | November 2021

in SHEPPING PIRAEUS MARINE CLUB Piraeus Marine Club was established more than 50 years ago in the heart of Shipping in Piraeus. Almost half a century later what remains the same and what has changed since 1968? In what ways Piraeus Marine Club preserved the strong bonds of the maritime community?

he Piraeus Marine Club was established in 1968, by a team of inspired people who visioned the creation of a Club of international standards, which would allow the bond of friendship and the development of interpersonal and professional relationships among all individuals involved with shipping, in a familiar and well protected environment.

Irene S. Daifas CEO of Stavros Daifas Maritime Corporation S.A.

President of Piraeus Marine Club Authorized Municipal Councilor of Culture of Municipality of Piraeus

The contribution of the Club and its significant offer, has been recognized by all shipping individuals and professionals who supported it very dynamically, and imposed its presence in its private premises, in its natural environment, the port of Piraeus. The main reasons of the recognition and the success of the Piraeus Marine Club are the highly valued principles of its members, which have been imprinted in the Club’s memorandum of association. This memorandum, which is still active, includes a very significant paragraph where the non-profit character of the organization is being stressed out and highlights its main purpose which is: “the development and the tightening of friendly relationships between all individuals occupied in the Merchant Marine Industry, the meeting opportunities between the Members in order to exchange their thoughts and ideas on professional issues and the confrontation in common, of all Greek and International Shipping matters”. After more than 50 years of creative activity of the Piraeus Marine Club it became a common knowledge for all Members that the objectives as well as the future of the Club will be based on the same primary values and principles, without overlooking the developments and demands of a contemporary and globalized Business Community such as shipping, especially during a period where this industry as well as the whole world is going through rough times due to the pandemic and the environmental effects. During the last years, we have strongly supported the development and the evolvement of the institution of our “Business Lunches”, by inviting Prime Ministers, Party Leaders, Ministers, Ambassadors of countries with long lasting tradition in shipping, as well as of all leaders of the Political, Economic, Business and Scientific life of the country, offering credible and updated positions and opinions from the most reputablepersonalities. These events are extremely successful, and have special impact and coverage from the Greek and International press, as they have proved to be the best sources for Economical and Political news of great importance and gravity, for the shipping industry and overall. Taking as a fact that shipping is a business industry without frontiers, in which Greeks’ performance is outstanding, one of our aims, is themtightening of relationships and contacts through the provision of excellent services to our Members, and the enforcement of the “Greek element” worldwide, through our collaboration with foreign clubs such as the “Naval Club” of London, the “Indian House Club” of New York, then historical club “Circolo Artistico Tunnel” of Genova, “The Forest and Stream Club” of Montreal, as well as synergies with many other Clubs, Institutions and Organizations. The Piraeus Marine Club throughout its history offers a warm, friendly and comfortable environment not only to its Members, but to the shipping community as a whole and enforces friendly and business contacts as well as communication between professionals from the same field, contributing to a vital approach of issues of high importance for the Greek and International shipping industry.

38 / Women NAFS | November 2021

in SHEPPING How difficult is the role of a woman as international independent Marine Insurance-Re Insurance broker, Risk Manager and Marine Claims consultant in shipping industry?

he essential issue, in any profession, is how each of us perceives and deals with the term “difficulty”. Some face it as an obstacle, which puts them off, stopping them from advancing further. Others see it as a new challenge and immediately get into action finding all possible ways to solve it. We all face difficulties every day in our work, sometimes smaller and sometimes bigger. Difficulties have no gender. Difficulties are encountered by men and women in shipping. The difference lies in how we can handle them. It is a matter of understanding, analytical thinking, experience, knowledge and a high level of self motivation and professionalism.

Sapfo E. Daveli

Communications Executive, Marasco Marine Ltd

For the decided, strong willed and focused on the end result, difficulties are opportunities for further evaluation, self betterment, a way to push themselves further in becoming more effective, efficient and resourceful, in their route to success serving their clientele. Marine Insurance and Risk Management requires a high sense of responsibility and ethos, expertise and empathy, that is to know your client’s business well, his needs, his goals, strengths and weaknesses, in order to find the ideal solutions for his individual case with custom made insurance policies, always in direct communication with the client. Analysing all the information provided and the market prevailing conditions. Women have proven that they can be effective and can carry out successfully many difficult multiple tasks. Thus, they have deservedly earned the respect and appreciation of the maritime community in a male-dominated sector, as shipping was in the past.

How will “Fit for 55” affect the future of the cruise industry?

he cruise industry supports the long-term objectives of the EU Green Deal, and we are committed to pursuing net carbon neutral cruising in Europe by 2050. Europe can and should play a leading role in research and development towards decarbonization of all shipping. The “Fit for 55” EU legislative proposal can support the pathways to a more sustainable cruise sector, if it includes realistic implementation timelines and is based on appropriate impact assessments enabling support from all actors, including more remote regions. Over 80% of the orderbook of European shipbuilding are cruise ships. Besides being a vital part of the European travel and tourism sector, our industry underpins the entire maritime industry in the EU (shipyards and their supply chain, including many SMEs). We therefore have a great opportunity to generate green growth and create new jobs in the European waterborne sector.

Maria Deligianni

National Director, Eastern Mediterranean, CLIA

The core challenge for the whole maritime sector is the lack of alternative marine fuels which will not be solved by the introduction of carbon pricing alone. Further political and regulatory attention will be needed to accelerate the development of alternative fuels and making them available for bunkering. Whereas the “Fit-for-55” proposal puts pressure on the ship-operators, with the aim of boosting the demand, equal regulatory pressure ought to be put on the supply side. It is hard to boost the demand on something that doesn’t yet exist, in sufficient quality and quantity. A pragmatic approach is needed addressing more remote European coastal regions and islands that depend heavily on passenger shipping. Special attention should be given to assessing the impacts of the Commission’s proposal requiring zero emissions for ships at berth and at anchorage. Especially the requirement for berth-based investments of more than 6 billion Euros should be addressed appropriately.

40 / Women NAFS | November 2021

in SHEPPING Do you believe that women should be at the core of Cyprus Shipping’s future and how easy is to further underline the significant role of the years to come?

Chryso Demetriou Former Head of Registry of Cyprus Ships & Head of Promotion and Development,Cyprus Shipping Deputy Ministry

n former times, shipping was considered to be a “man’s world”. Today, we gladly witness that the maritime sector worldwide is becoming increasingly more welcoming to women. Cyprus shipping is not an exception. Nowadays, women are playing an increasingly important role in the Cyprus maritime sector. It is obvious that breaking the stereotypes allow women to outerperform based on their knowledge and skills and not on their gender. Gender diversity is equally important for shipping as for all other industries, as it brings in different skills and knowledge that will keep shipping moving forward. Just like many other jobs, to be an effective and successful employee in shipping, someone need not to have a strong body but to have a strong mind. I am convinced that intelligent and skillful women can bring a new era for the maritime sector not only in Cyprus, but also worldwide. I see women being more visible now in the Cyprus maritime sector than when I embarked on my career in shipping; at the beginning, as an apprentice deck officer on board a ship, and then, as a government officer in the Department of Merchant Shipping and afterwards as the Head of the Registry of Cyprus Ships in the Cyprus Shipping Deputy Ministry. It is my belief that women are essential to a viable and robust future for Cyprus shipping. The integration of women in shipping is happening faster than ever in Cyprus. The appointment of a woman, Mrs.Natasa Pilides, as the first Shipping Deputy Minister, upon the creation of the Cyprus Shipping Deputy Ministry, is a great example of the trust our government places to women and also a message that culture in shipping is changing. The most significant challenge up to now may have been the lack of awareness by the public about the excellent job prospects in the shipping industry, despite various, mostly occasional attempts to enlighten the public. This fact has also been identified by our current Shipping Deputy Minister, Mr.Vassilios Demetriades, who has placed the career awareness among the top priorities in the long term strategy for Cyprus shipping which was recently launched. It is our duty to inspire young talented women to embark on a maritime career by passing the message that there is a place for them in this fascinating world of shipping. I am very optimistic that Cyprus, being one of the key shipping centers in the world, combining a sovereign flag and a strong resident shipping industry, could be a pioneer and a catalyst in the involvement of women in the maritime sector and pave the way to transform shipping into a woman-friendly industry.

WMU is the International Maritime Organization’s centre of excellence and is a global center for advanced education, research and capacity-building, offering high-quality professional education and providing students with unique insights into the maritime and ocean sectors. The University highlights the adoption of equal opportunities policy and positively welcomes applications from women, who are currently under-represented in the field of maritime and ocean studies and employment. How important is this decision for the future of women in the maritime industry?

Dr Cleopatra Doumbia-Henry President, World Maritime University

Despite advances for women in both maritime and ocean professions, as a global society and major industry such as shipping, we are still very far from providing, and ensuring, equal opportunities for everyone, particularly with respect to women in leadership positions. I firmly believe that education is a key factor and has a lasting impact on capacity-building in the maritime and ocean industries. WMU plays a significant role in maritime and ocean education, research, capacity-building and economic development while promoting the role of women in maritime and ocean affairs. Each year, roughly 30% of the students in our MSc in Maritime Affairs programme in Malmö, Sweden are female. This is a marked improvement compared to 3% in 1983. We are particularly proud of our MSc programmes delivered in Shanghai and Dalian, China, which have already achieved milestones in gender parity. Through recruitment strategies and support from fellowship donors, the proportion of WMU female students and faculty continues to increase, but there is still more work to be done! With generous support of donors, WMU is engaged in a research and capacity building Programme on Empowering Women for the United Nations Decade of Ocean Science for Sustainable Development. This programme was officially endorsed as an Ocean Action by IOC-UNESCO during the official launch of the Decade. Also in support of advancing women in the maritime and ocean professions, in 2019, WMU organized the Third International Conference on Empowering Women in the Maritime Community. The Conference identified 17 actions to advance gender balance in the maritime and oceans sectors. They include promoting women role models, engaging with children in primary and secondary education to raise awareness of career opportunities in the maritime and ocean fields for women as well as securing priority funding for gender research. With donor support, WMU will continue to build maritime and ocean capacity and advance the role of women in the maritime and ocean sectors. For a sustainable maritime and ocean future, we need to ensure that everyone is represented equally at the decision-making table, not solely for the benefit of women, but for the benefit of society as a whole.

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42 / Women NAFS | November 2021

in SHEPPING How does XRTC contributes effectively between banks and shipowners for an efficient financing in the Shipping industry?

Katerina Fitsiou Relationship Manager XRTC Ltd Business Consultants

n 1999 and for the following couple of years, consolidation was the name of the game in the ship financing market. That was an inevitable “result”, originating from the global economy, its fundamentals, the current developments as well as the local macroeconomic development. The bank ship financing market during that time, has seen a lot of “structural” changes characterized by banks coming closer together through mergers and acquisitions. At that time, we have witnessed a series of institutions withdrawing from the shipping finance market. Following Credit Lyonnais sale, XRTC has been acting as commercial representative of international banks covering the Greek market. Besides its close and on-going cooperation with the western financial institutions, XRTC is specializing, since 2009, in the Chinese finance sector having successfully arranged a series of transactions across all shipping sectors. In addition, XRTC is heavily involved in corporate workouts and restructurings, providing tailor made services given its proven long-lasting experience both in finance and maritime fields. XRTC’s activities in Private Equity and Capital markets include the provision of investment banking services to International Funds based in US, China, Europe and the Middle East. The secret of success of XRTC is the flexibility, professionalism, accuracy, integrity, and the long-lasting experience in providing financing solutions and advisory services to the Greek and Global Maritime Market as a reliable partner to the International Financial Institutions that wish to establish a presence in Greece. Finally, XRTC is a well-recognized consultant in Passenger shipping offering a broad range of advisory services to Cruise and Ferry Companies as well as to Governments and Financial Institutions.

In what ways LAROS by PRISMA ELECTRONICS supports the maritime industry especially these difficult times during the pandemic?

T Dimitra Marina Giordamli Corporate Affairs Prisma Electronics SA

he COVID-19 outbreak has been causing a huge impact on people’s lives, families and communities. As the international response continues to develop, organisations are operating in uncharted waters. In these unprecedented times, the ability of shipping services to continue undisrupted transport across the continents played a critical role in overcoming this pandemic. Prisma Electronics became agile and adaptable to this changing situation, and focus on building effective response strategies and plans. As LAROS system is the optimum Continuous Remote Monitoring & Performance Analysis system, based on proper machine to machine (M2M) interfaces with analog and digital sensors from any point of interest onboard, providing real-time, accurate and sychronized maritime data collection that effectively results in complete awareness of the Vessel’s condition. The result is true situational awareness and an increased efficiency in operations. During the Pandemic, LAROS have helped Shipping companies to collaborate more effectively with crews, addressing priorities in maintenance and overcoming the adversities and inabilities.

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44 / Women NAFS | November 2021

in SHEPPING Elvictor Group back in 1977 was the first Crew Management Company and during the years a lot of things have changed transforming a traditional company to the giant that Elvictor Group is today. What is the contribution of the R&D Department in this tremendous change during the years?

lvictor was established in 1977 and has become today one of the most distinguished Crew Management companies in the field of Shipping. During the years, we have attracted and recruited many young and talented women who contributed with their skills to our scope and vision in becoming what Elvictor is today.

Fotini Gnardelli R&D Director at Elvictor Group, Inc.

Our experience, as well as our work ethics towards our principals and our seafarers are several of our positive actions in the development department. The proper attitude, behaviour and skills are some of the main features which allowed us to attain today our standard of services. The introduction of our new digital technologies and remote operations appealed to our staff and contributed to their retention. We constantly strive to improve ourselves always adhering to the international legislations and standards as well as to our Principals’ requirements.

How is One Sea contributing to the adoption and development of autonomous maritime technologies?

he maritime industry is embracing digitalisation and today, digital tools are essential for designing vessels and evaluating ship performance, with software and data analytics used to optimise everything from structures and ship layouts to propulsion performance and emissions. One Sea is working towards achieving an operating autonomous maritime ecosystem by 2025. I truly believe this remains possible, but the main consideration will be whether investors embrace the idea. Time may not be on our side where newbuilds are concerned, but these technologies can also be applied on existing vessels to increase safety and improve performance.

Päivi Haikkola Senior Ecosystem Lead, ONE SEA – Autonomous Maritime Ecosystem

Using digital technologies is the smart thing to do, but technologies alone do not create a ‘smart ship’. The issue is how to use technology onboard to make the vessel operationally ‘smart’. Many of our members have already equipped vessels with smart technologies, and the majority of these could be adopted for use on existing vessels. Trim optimization, remote systems monitoring and advanced voyage planning, for example, are increasingly becoming the norm on newbuilds. Situational awareness and advisory systems have also been widely acknowledged as tools which can improve safety. However, for autonomous and related technologies to be adopted more widely, there are several things that must be achieved first. The most pressing issue is international regulation, and this is something that One Sea is heavily involved in. One Sea has been working closely with the IMO and regulators at both international and national levels to accelerate the development of a regulatory framework for autonomous ships. We also feel that agreement on a joint system architecture, and exploring data exchange between different supplier systems, would be helpful and support an operating autonomous ecosystem. One Sea is well equipped to lead this work, as all the major suppliers of these systems are members of One Sea.

46 / Women NAFS | November 2021

in SHEPPING The American P&I Club and Sustainable Shipping

hile principles of sustainability have only been brought to the forefront of businesses strategy across the globe in recent years, such principles have always formed the core purpose of mutual International Group P&I Clubs, as they underpin the very viability of global sea commerce. In fact, while the birth of P&I Clubs may have arisen from a gap in market insurance availability, when carefully examined and taken a step further, the gap arose from society’s demand for accountability through reliable security for increasing liabilities that the commercial market was unwilling and unable to insure.

Dorothea Ioannou Deputy Chief Operating Officer SCB, Inc., Managers of The American P&I Club

Where can one begin in terms of describing the purpose and functionality of a P&I Club without referring to an environmental, social or governance (“ESG”) consideration? Every aspect of its existence is derived from such principles. Indeed, I am not even sure that there is a UN sustainable development goal that P&I Clubs don’t incorporate in some form through the various functions. Its main purpose to secure liabilities relating to loss of life and personal injury to crew, passenger and other third parties onboard, damage and loss to cargo carried, pollution both by oil and other hazardous substances, wreck removal, damage to property by collision and other contact. However, the rules are designed to adapt and absorb developing liabilities in a constantly changing world, where deemed necessary by the board. For example, as a result of humanitarian concerns for abandoned seafarers, P&I Clubs have agreed to play a leading facilitator role in assisting repatriation and compensation. In addition to this, P&I Clubs offer services, expertise, guidance and training, while forging partnerships and initiatives with other major stakeholders. International Group P&I Club cover, like that of the American Club, in its modern-day form, provides what can essentially be described not only as a “ticket to global trade” for operators, but more importantly, assures peace of mind to ports, nations, authorities, seafarers, private interests, contracting parties and all other stakeholders in the shipping chain on a global level. This is because the reinsurance structure is so strong and trusted that mere presentation of a certificate of entry evidencing cover from one the Group P&I Clubs ensures financial reliability and accountability for the ship everywhere and anywhere it goes.

What is Maritime Accounting Software recently presented by Moore Greece and Athens Technology Center ?

Pinelopi Kassani BA MA FCA Partner – Governance Risk & Compliance Moore Greece

e are very proud to have recently announced the launch of the Maritime Accounting Software (MAS) together with our partners, Athens Technology Center (ATC). MAS combines Moore Greece’ s uncontested knowledge and experience in shipping accounting with the technological advantage and reliability of internationally acclaimed Epicor® ERP which is supported by ATC, Authorized Partner of Epicor®. Nowadays, there is a number of mature accounting software solutions for maritime. And yet, reporting to the owners, management and other stakeholders remains a huge burden for accountants. The reason is that the information that goes into reporting comes from various sources and therefore has to be compiled monthly, quarterly, annually or on an ad hoc basis. It takes tremendous time and effort. There can be mistakes and inconsistencies that hinder the quality of reporting and frustrate the decision makers. Also, the compilation process is largely manual, so disaggregating the information can be challenging and stressful. Once reporting is set up in MAS, the pain of reporting is put to an end. With excel connectivity to draw information directly from the accounting books and records, without human intervention, reporting is readily available, always up-to-date, consistently prepared and error free. Also, the drill down functionality enables users to reach the granular detail behind the reports, intuitively and real time. Needless to say, shipping companies can expect to find in MAS all the features that are common to maritime accounting software solutions. Much more to that, MAS can display personalized dashboards and reports, tailored to each user’s needs and accesses, feeding information – live - from a number of sources, including the accounting books. We are certain that MAS will fulfill a rapidly increasing market demand for a technologically robust shipping accounting and reporting software that (a) is fairly priced, (b) permanently deals with the burden of efficient and effective reporting, (c) can be effectively integrated into the IT environment of a shipping company and (d) scale up in the future.

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48 / Women NAFS | November 2021

in SHEPPING EastGate provides Shipbroking services covering all aspects of the Dry Bulk space by adopting traditional Shipbroking practices enriched with entrepreneurial acumen. What were the difficulties the shipbroking sector has faced during the bad times of the Pandemic?

he pandemic has had important implications on various aspects of our professional and personal lives and has challenged the way we do business. We had to become agile and adapt to new norms as work from home, which became a necessity during the lockdowns, made us more creative as to how we can establish fast and efficient communication within the team without feeling the lively pulse of a full house. By the same token, our work habits were altered and maintaining productivity and high morale in moments of crisis was of particular importance.

Sevi Katemoglou Founder of EastGate Shipping Inc.

Interpersonal communication is a key variable of a shipbroker’s work and travel restrictions created an additional hurdle as physical meetings with clients located in Athens and abroad became virtually impossible. While a shipbroker is used to operate in a fast-paced and demanding environment, the pandemic only amplified this complexity and that was yet another obstacle we had to overcome in order to maintain our high standards and work quality. We also sharpened our reflexes as to how we can translate the various challenges that the pandemic posed into an actual, quantifiable impact on the dry bulk shipping market and advise our clients accordingly so that we add value to their commercial decision-making process. Having to decipher how certain health-related factors affect the fundamentals of the shipping market and how pandemic-induced disruptions influence the course of the freight market and shape asset values has been a special challenge which we met in order to provide our clients with independent, sophisticated insights to assist them in navigating these admittedly uncharted waters.

What would be the technological challenges that will face the shipping industry the years to come and what will be the role of classification societies?

he primary challenge facing the industry is the transition to sustainable, low carbon operations. The technical requirements for this change could be said to be the most complex the industry has ever faced, since the new fuels and supply chain infrastructure required must be created almost from scratch. The technology needed onboard ship is emerging, both in terms of dual fuel engines that can use conventional and low carbon fuels and the energy efficiency measures and systems that can make a contribution to reducing carbon emissions. The second challenge – one closely linked to the first – will be to bring an increased level of digitalization to vessel operations, capturing the data needed to demonstrate compliance with regulation and that can be used to measure performance improvements. Many ships have historically operated with minimal communication with shore and little intervention in terms of voyage performance, route and other variables. To achieve lower fuel consumption and a more efficient supply chain will require a new degree of data analytics and insight.

Maria Kyratsoudi ABS Manager, Business Development

The role of classification societies will be to support the industry so that the low carbon transition happens safely and in a timely manner, supported by the tools of digitalization. With so much innovation required around the future fuel mix and propulsion technology used to deliver higher efficiency vessels, class societies will have to work ever more closely with shipyards and designers as well as their clients and through regulatory and other bodies to model and evaluate safe, robust and reliable standards. New tools will be needed to manage not just safety and compliance but voyage performance and fuel efficiency, with reporting across a wider range of stakeholders. As digital and decarbonization technologies converge, class societies will find themselves at the centre of the transition to a new era for shipping.

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50 / Women NAFS | November 2021

in SHEPPING A greener and sustainable planet is for Tsakos Group a non-negotiable promise. How does the Group all these years support this idea and what are your plans for the years to come in order for Greece to preserve its leading role as a global maritime force?

Corina Lazarou PA to Nikolas P. Tsakos, TENN

aving been with the Tsakos Group for 34 years, I can confirm the topic of ‘Environment’ has been of particular interest and together with the health and safety of our seafarers, remains top of our priority list. Capt. Panagiotis Tsakos and Nikolas P. Tsakos demonstrated an early interest in the subject and take every opportunity to highlight it at an international level. The ships of our fleet are ambassadors of this spirit. We want clean seas and clean ships! Although shipping has the least ‘participation’ and responsibility towards environmental pollution, the Tsakos Group has, and continues, to support every attempt to reach the goal of ‘green shipping’. We are one of the first shipping companies to believe the reduction of emission of pollutants is a matter of high priority - a message we pass onto our seafarers and the younger generation planning to pursue a career in shipping. Within Greek shipping, the issue of ‘protection of the sea’ holds a prominent position and the Greek shipping community was the first in the world to express their concern about the environment. The creation of HELMEPA, by the late G.P. Livanos in 1983, took place at a time when the word ‘environment’ was never discussed even as an idea! When he was Chairman of HELMEPA and INTERTANKO, Nikolas Tsakos was able to fully support the position through his conviction and the principles of the Tsakos Group towards the protection of the environment. Without doubt, Greek Commercial Shipping, the biggest shipping strength in the world, and by extension Greece, can and will continue to have a significant role in the efforts to reduce the emission of pollutants. These efforts will continue to be one of the basic principles of the Tsakos Group. We hope to be the first to reach ‘zero’, as we were the first to reach ‘excellent’!!

How important is Corporate Social Responsibility (CSR) for Bureau Veritas ?

ureau Veritas is a Business to Business to Society company focused on helping companies, governments and public authorities reduce their risks in terms of health, quality, safety, environmental protection and social responsibility.

It is only natural that we recognize our duty to be exemplary in terms of sustainability internally and at the same time to be a role model for the industry in this area. Our Corporate Social Responsibility (CSR) commitment is a living extension of our brand mission. In Bureau Veritas we focus on having a positive impact on society, we defend the need for transparency, we advocated responsible progress, we set higher quality standards and we remain focused on our clients – driven by society.

Eleni Letoni

Corporate Social Responsibility (CSR) Officer, Hellenic Black Sea & Adriatic (HBSA) Zone Communications, Sales & Marketing Coordinator for Greece, Cyprus & Malta, Bureau Veritas

Our CSR engagement is to act responsibly in order to Shape a Better World. This means contributing every day to Shape a Better Workplace, a Better Environment and Better Business Practices. Directly linked with each category of our CSR Commitment are the following United Nations Sustainability Development Goals (UNSDGs): - UNSDG #3 : Good Health and Well-Being - UNSDG #5 : Gender Equality - UNSDG #8 : Decent Work and Economic Growth - UNSDG #13 : Climate Action - UNSDG #14 : Life under Water - UNSDG #16 : Peace, Justice and Strong Institutions On this direction, Bureau Veritas undertakes numerous initiatives focused on Leaving our Mark in Shaping a Better World. Leading by example, our internal business practices are in direct alignment with our CSR Commitment. We provide adequate training to our people and of course we adapt our internal business procedures to be in line with our CSR Policy. In Bureau Veritas, being a role model for the Industry in terms of positive impact on people and our planet is our unnegotiable commitment and priority.

52 / Women NAFS | November 2021

in SHEPPING How important is the role of maritime arbitration in the Shipping industry?

aritime arbitration is the most popular method of disputes resolution in shipping industry. It has been used for centuries, even millennia. With its variety and range, maritime arbitration is the epitome of international commercial arbitration. It falls within the definitions of ‘international’ and ‘commercial’ in Article 1 of the UNCITRAL Model Law and it is found all over the world, in institutions as well as in its traditional ad hoc form. In London, maritime outnumber non-maritime commercial arbitrations. The numbers of ad hoc arbitrations conducted under the Terms and Procedures of the London Maritime Arbitrators Association (LMAA) consistently exceed the caseloads of international arbitral institutions. So, London remains the most popular seat for international commercial arbitration in shipping disputes. Its large number of cases creates a virtuous circle of expertise, certainty, and cost effectiveness. Characteristics of the maritime arbitration refer to a fast, cost-effective procedure. It is also confidential as far as the parties, witnesses, documents, maritime know-how and sensitive information is concerned. It is a flexible process and parties can consider the procedure based on documents only or oral hearing as well.

Victoria D. Liouta International Arbitrator, FCIArb Mediator, Trainer of Mediators Vilmar International S.A.

The shipping companies must prepare on the case itself as necessary. Assistance to the legal team in gathering information and documents is required. Timetables must be met, so organizing the case and documents with the lawyers is imperative. The use of specialized and qualified lawyers is essential. Appointment of arbitrators is equally important based on knowledge, experience and expertise who are going to consider the case in neutral and fair grounds for the parties. Arbitrators work to ensure the law develops in accordance with common sense and business ethics. This applies in shipping as arbitrators are mostly commercial people who genuinely care about serving the industry. Diversity of profession is likewise valuable on arbitral tribunals. Maritime arbitration is the preferred process of disputes resolution in shipping industry and London is the chosen seat in most of the shipping contracts.

What should be the future of training in Shipping ?

t is undeniable that the Covid-19 pandemic has utterly disrupted the traditional education systems. A transition in the shipping industry from the conventional classroom ways of teaching to digital ones is currently taking place, something that will continue to develop throughout this century. Continuous learning is an integral part of the process since it often leads to a raise or a higher starting salary at a new position in shipping. This sector is an ever-evolving industry and inextricably linked to technological innovation. Automation and virtual reality (VR) are additional areas that we need to focus on and integrate in our courses in combination with our conviction that training should last a lifetime and continuously adjust to new innovations. It is also of extreme significance to develop distance education and nurture a classroom community while also freeing up time, space, and money for the participants.

Kalliope C. Lyrintzis

Founder & Managing Director QMS Maritime Training Center Piraeus, Greece

With over 30 years of experience in maritime training and education, I understand what each sector requires and what maritime professionals need to know, do, and deliver to succeed in their careers. They not only need to adjust to technological changes, but they also need to prove their competence and qualifications to third parties. In addition to the above areas that need to be seriously implemented for the future of maritime training, there is one underlying weakness that supersedes all the above. How does one create that balance between ‘hard and soft’ skills to close the training gap between compliance and competence? Areas such as leadership training, critical thinking, coordination and organization, social perspectives, decision making and sound judgment, active listening and effective communication – this is what we have to think about. How can we collectively as an industry create a process of maritime training and assessment to improve skills, knowledge necessary to keep in pace with digital changes and improve overall desired behaviors? It seems we have much to work on in the future!

ΝΗΟΛΟΓΙΟ ΛΙΒΕΡΙΑΣ

ΥΠΗΡΕΤΩΝΤΑΣ ΤΗΝ ΕΛΛΗΝΙΚΗ ΝΑΥΤΙΛΙΑ

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54 / Women NAFS | November 2021

in SHEPPING The challenges of a Marketing Manager in the Maritime sector

hifting from advertising and mass media companies in 2000, maritime sector was a very interesting experience being in a totally different environment. Shipping industry is unique, with many stakeholders (shipping companies, equipment manufacturers, classification societies, yards, etc.), who are all acting in an international environment. Working in the maritime sector is a big challenge, considering that by default, the marketing concept is customer driven, as it starts from the market and focuses on customers’ existing and potential needs, requiring all integrated marketing tools. However, this concept was delayed being applied to the shipping industry, which compared with other was rather traditional and conservative sector, addressing in a technical oriented “audience”.

Iro Manioudaki Marketing & Communication Manager OCEANKING SA

These days, things have changed, since there is a significant evolution towards the direction of a marketing concept in shipping, where the changing market conditions require from the whole maritime sector to adapt in new business models, embracing digital technologies. The maritime sector implements customer relationship management based on the marketing concept, using all integrated marketing tools. This aims to long term relationships with customers and global accounts, putting direct marketing into practice which might be one of the reasons that companies which are active in this sector are successful. Currently to be a part of this community as a Marketing executive gives you the chance to contribute with the main purpose of marketing, engraving the feeling of trust in customers, the commitment to high added value quality services, building a reputation of a professional and a trustworthy partner.

How the ICS Greece Branch promotes the ICS principles and raises the professional standards across the Greek maritime community?

he ICS Greek Branch is part of the Institute of Chartered Shipbrokers’ international network and, since its establishment in 2003, we are committed to promote the professional development of shipping practitioners and to maintain the highest level of professional standards within the Greek Shipping community based on the Institute’s ethics and values. The Institute of Chartered Shipbrokers, founded in 1911 in UK and awarded with two Royal Charters, is a major educational provider, represents all members of the commercial shipping industry worldwide, and promotes professionalism among them, based on the business ethic “Our Word, Our Bond”.

Natalia Margioli Managing Director, HMC/ICS Greek Branch

Our commitment to promote the ICS values and ethics is demonstrated through our educational programmes and our pinnacle course, the ICS Professional Maritime Programme. Participants have an unrivalled opportunity to upgrade their theoretical and practical background and certify their expertise on various commercial maritime aspects i.e., chartering, ship operations, maritime law, marine insurance, S&P, shipping finance etc. Also, they can sit for the Institute’s Professional Qualifying Examinations and get the ICS Membership, an internationally recognized professional qualification and a mark of competence for shipping professionals worldwide. At the same time, we aim to raise the professional standards by providing participants and our members with appropriate tools to develop their skills, to be up-to date, to show competency, honesty and integrity, respect as well as accountability. To conclude, as I often state, professionally qualified individuals are better placed to make better decisions on behalf of themselves, their companies and their clients. Therefore, we, at the ICS Greek Branch, will always work hard to encourage continuous professional development through cutting-edge professional training programmes and to provide the shipping industry with highly qualified shipping practitioners who will demonstrate professionalism and knowledge gained through study, proven through examination.

56 / Women NAFS | November 2021

in SHEPPING Could you describe the maritime insurance market during the pandemic and what you expect to change in 2022?

Maria Mavroudi Founding Partner Searock Marine Insurance Brokers

n extraordinary operating conditions, the marine insurance industry has largely proved resilient and adaptable to the coronavirus outbreak. It is beyond doubt that Covid-19 has forced insurers to consider the impact of increased claims on their business, as they were suddenly responsible for much higher risk than anticipated when writing a new policy. As a result, renewal terms across the market incorporated exclusions in the policy terms in order to clarify and limit the breadth of coverage afforded on events, such as the Covid-19 pandemic or similar. The ongoing disruption in the global financial markets is putting more burden on underwriters, however this hasn’t shown a catastrophic impact on insurance companies. The natural catastrophe losses already booked are estimated to $85 billion and with the winter season ahead, it won’t be surprising to see a further hardening of the reinsurance rates in January 2022. On the other hand, the hull insurance has been largely unaffected by the pandemic. The improved underwriting environment (total premium written has increased) has new capacity enter the market (15 new syndicates were attracted) keeping the rates of marine classes -including Hull and Machinery (H&M), at reasonable levels for accounts with clean or favourable claims record. At the same time, momentum is building in linking the monitoring and reporting of Environmental, Social and Governance (ESG) performance to insurance. An interesting and recent development in the Lloyd’s market, is the establishment of a Syndicate that focuses exclusively on offering additional capacity to businesses that perform well against ESG metrics. This means that businesses with high ESG ratings will be considered a lower risk profile and no doubt this is a trend expected to develop further going forward. The picture, though, is different in the P&I market. According to market reports, 2020/21 was a difficult year in terms of technical underwriting results, with all Clubs reporting net combined ratios in excess of 100%. The blame is attributed universally on Pool and Covid-19 claims. We are only halfway through the P&I year, so there is plenty of time for further incidents, particularly in the North Atlantic Winter, which is generally viewed as the worst time for major P&I claims. Also, another factor to take into account is that the IG reinsurance program 2-year ends its 2-year cycle in the middle of a hardening market and a deteriorating loss ratio. Already, one IG Club has announced supplementary calls and two significant increases to restore their finances after the past years’ heavy losses and it won’t be a surprise to see more Clubs following. We are anticipating all clubs to announce their 2022 intentions soon that are likely to be in the same ballpark. At least, the freight market it booming!

What were the difficulties you faced during the pandemic with PISR and how did you manage to keep the communications alive?

Leslie Mezzich Business Development Director, Palau International Ship Registry

he global pandemic threw up a number of issues that undoubtedly caught many in the maritime world unprepared and struggling to react in a positive way. From the outset we were prepared to deal with the pandemic because we had been developing our digital services over the past few years. Once the lockdowns began it was clear that operations across the globe would be affected and the pandemic had demonstrated the importance of digitalization and new technologies within the shipping industry. This allowed us to offer an unbroken line of services and communication with ship owners throughout the pandemic in the same way to before the COVID-19 outbreak. We have always understood ship owners because we have taken the time to talk, reassure and offer them solutions. This is where PISR excels because we provide the latest digital services to every ship owner registered under our flag. For many registries COVID-19 has been a catalyst for change in their operations, however our catalyst for change was the drive to excellence and leadership, which began in 2017. We were already on the path to upgrading and further developing our unique digital services and in 2020 they proved their worth to our fleet. Our operations are based on a winning combination of digital online services and the human element. This is something we believe strongly in: the ability to communicate and offer simple and fast access to our online services, whilst also being able to talk to a real person. This is enhanced through our online chat options and our easily accessible phone centre Our ePISR® is the backbone of the registry and enables processing of the jobs for each vessel’s registration and seafarer licensing, an online application system, with our fees calculator and our secure safe payments service providing transparency as well as saving time and money. At PISR, our services were not affected: we were – and still are – able to service our clients anywhere across the globe, as well as providing safe working for all of our staff as a leader in digital ship registry services.

∆ΙΑΧΕΙΡΙΣΗ ΑΠΟΒΛΗΤΩΝ & ΥΠΗΡΕΣΙΕΣ ΠΕΡΙΒΑΛΛΟΝΤΟΣ • • • • • • •

∆ιαχείριση βιοµηχανικών αποβλήτων ∆ιαχείριση επικίνδυνων αποβλήτων Περιβαλλοντική αποκατάσταση ρυπασµένων εδαφών / υδάτων Αντιµετώπιση χηµικών / επικίνδυνων ρυπάνσεων Παραγωγή εναλλακτικών καυσίµων Παραγωγή εναλλακτικών Αʹ υλών Εργαστηριακός έλεγχος

ΠΡΟΣΤΑΣΙΑ ΘΑΛΑΣΣΙΟΥ ΠΕΡΙΒΑΛΛΟΝΤΟΣ • • • • • • •

Πρόληψη και αντιµετώπιση έκτακτων περιστατικών πετρελαϊκής ρύπανσης Αξιολόγηση και ανάλυση κινδύνων Ανάπτυξη και εφαρµογή σχεδίου επείγουσας επέµβασης Αντιρρυπαντικός εξοπλισµός Εκπαίδευση και ασκήσεις απόκρισης έκτακτων περιστατικών ∆ιαχείριση κατεστραµµένων φορτίων / φορτίων µειωµένης αξίας Παροχή συµβουλευτικών υπηρεσιών σε θέµατα θαλάσσιου περιβάλλοντος

ΕΓΚΑΤΑΣΤΑΣΕΙΣ ΗΑΣΠΡΟΠΥΡΓΟΣ Polyeco παρέχει ένα-ευρύ φάσµα περιβαλλοντικών και είναιΑΡΑΒΙΚΑ σε θέση ναΕΜΙΡΑΤΑ εκτελεί ΑΛΒΑΝΙΑ - ΜΑΥΡΙΚΙΟΣυπηρεσιών - ΗΝΩΜΕΝΑ - ΟΜΑΝ µε αποτελεσµατικότητα µερικά από τα πιο περίπλοκα τεχνικά, και κρίσιµα έργα διαχείρισης αποβλήτων Η θαλάσσιας Polyeco Group παρέχει ευρύ της φάσµα περιβαλλοντικών υπηρεσιών και είναι σε θέση ναδίκτυο εκτελεί και ρύπανσης. Στoένα πλαίσιo διεθνούς ανάπτυξής της έχει ιδρύσει ένα εκτεταµένο µε αποτελεσµατικότητα µερικά από τα πιο περίπλοκα τεχνικά, και κρίσιµα έργα διαχείρισης αποβλήτων εταιρειών αναλαµβάνοντας περιβαλλοντικά έργα, τα οποίατης τηνέχει καθιστούν τις µεγαλύτερες και θαλάσσιας ρύπανσης. µεγάλα Στα πλαίσιατης διεθνούς ανάπτυξής ιδρύσειµία ένααπό εκτεταµένο δίκτυο εταιρείες διαχείρισης επικίνδυνων αποβλήτων παγκοσµίως. εταιρειών αναλαµβάνοντας µεγάλα περιβαλλοντικά έργα, τα οποία την καθιστούν µία από τις µεγαλύτερες εταιρείες διαχείρισης επικινδύνων αποβλήτων παγκοσµίως. www.polyeco.gr www.polyecogroup.com

58 / Women NAFS | November 2021

in SHEPPING According to your opinion, which will be amongst the biggest challenges for the shipping industry for the years to come?

y no doubt, the biggest decade of change and transformation for the maritime sector lies ahead of us, with the transition to zero-carbon shipping being amongst the most significant in the industry’s history. The decarbonisation challenge has overcome the “if” and “when” questions and needs to provide answers on the “how” it will become a reality. From an engineering angle, technically viable solutions - through industry-wide collaborations - will soon be available; but this is not enough. Much of the discussion is now on the commercial viability and Lloyd’s Register’s recent report “It’s time: How to make shipping’s ‘Decade of Action’ a reality” is providing meaningful answers on what needs to be done during this crucial decade of action, from overcoming the barriers to scale infrastructure, to deliver efficiency and finance the technology uptake.

Anthi Miliou Regional Commercial Manager, South Europe, Lloyd’s Register

At LR, we are here to support every step of that journey. In South Europe particularly, we keep investing in offering direct access to the right people, capability, and expertise, at the doorstep of the top ship-owning nation. Our commitment is to best serve our clients, by linking technical expertise to absolute business focus – a combination that has also been the core of my professional pathway. Our focus in supporting our clients in responding to the sustainability challenge, going beyond classification and leading this change for the industry, has also been reflected in our decision to launch the Athens Decarbonisation Centre in early 2021. We, at LR, stand ready to work together with our clients, being the trusted advisor in our clients’ transformation.

How proactive and innovative has the RMI Registry been in helping owners meet their challenges especially those imposed by COVID-19?

Credits: Studio kominis

Lucy I. Mylonaki Marketing Director IRI Hellas Ltd. in affiliation with the Maritime and Corporate Administrators of the Republic of the Marshall Islands

nternational Registries, Inc. and its affiliates (IRI), which provide administrative and technical support to the Republic of Marshall Islands Maritime and Corporate Registries, has always worked closely with shipowners, operators, and industry stakeholders to ensure vessels and cargo are moving and trading safely, securely, and efficiently. Over the years, our 27 worldwide offices have developed long-term relationships which proved critical in helping owners and operators address the challenges of COVID-19. The RMI Registry disseminated accurate and reliable information as the pandemic swept across the world including updates on inspection changes such as temporary alternative inspection arrangements, and information regarding the movement of seafarers. Each of our offices has decision-making authority, so we were able to seamlessly shift processes and procedures between the offices as local restrictions prevented normal in-person operations. Unfortunately, the movement of seafarers continues to be a challenge. The RMI Registry called for seafarers to be recognized as key workers early in the pandemic, and we continue this call to action as critical attention is still needed from global governments and international governing bodies. The RMI Registry has created several digital tools during the pandemic to facilitate business operations. The RMI Corporate Team launched an online portal to streamline compliance with regulatory reporting requirements for Economic Substance Regulations, while the Fleet Operations Team launched a mobile application for the Report of Operational Safety Inspection. Despite the challenges presented by the pandemic, the RMI Registry has not waivered from its commitment to quality and the highest standards of safety as evidenced by the RMI’s outstanding port State control (PSC) record. The RMI’s prestigious PSC record is achieved through a vigorous pre-registration vetting and assessment process, continuous monitoring of the fleet, and complimentary technical support to all RMI flagged vessels. This record is a direct benefit to our owners and operators, with reduced disruptions and delays as their ships travel in and out of port, especially now with the strain on the global supply chain.

60 / Women NAFS | November 2021

in SHEPPING Adopt A Ship. Please tell us what is the idea and what are your plans for the next year?

m happy to share with you the amazing concept behind Adopt a Ship. Adopt a Ship is the best educational (extra-curricular) program about life at sea and the shipping industry for children, running in its 4th school semester already and even thru the pandemic, quite successfully, in the nation’s Greek Elementary school system! The concept, created by a Cypriot seafaring Captain, and running in Cyprus for over 12 years, is to provide children with direct insight into the industry by connecting their classroom with a seagoing vessel. The children and their teacher compose e-mails in English that Captains enthusiastically respond reflecting their passion for their job and the trade. Adopt a Ship offers the chance to children to recognize the importance of the shipping industry in their lives, empathy for the seafarer, commerce, English writing, team building, and geography (amongst many other) as they follow the ship and pin it on the large route map, we provide them. Adopt a Ship is the best sustainability tool for our shipping industry, as captains directly plant the seed of maritime knowledge into the young minds and become their role models. Three little captains “wanna be” already emerged from a Skype communication between a Sea Traders vessel and pupils from American Community School this year.

Irene Notias Managing Director Prime’s Bunkersplus Services and Founder and Director of PROJECT CONNECT/Adopt a Ship Hellas.

Our non-profit organization, PROJECT CONNECT, has been given the privilege to introduce it to the Hellenic Ministry of Education and we manage it with pride for our industry and within our scope to offer opportunities of knowledge to young people that we see as professionals in-the-making -- the next generation work-force that needs cultivating from now. Endorsed by the IMO, this maritime education program is running worldwide and in Greece began with 7 vessels in 7 classrooms, in Piraeus, Spetses, Hydra in 2019. Currently, we are managing 65 vessels for 65 classrooms, all over Greece. Our plans are to reach 500 classrooms, add Jr High School grades and take it abroad, in the coming years. We are grateful to all the Founder Members for their support; and the ship owners, captains and crew, principals, teachers and pupils and parents who love this program! I thank my voluntary team and my employees who dedicated themselves to help me plant this concept in Greece. We reap what we sow.

Recently Bureau Veritas joined the “CAC 40 ESG”. Is this connected with “BV Green Line” of services and solutions, and what will be the positive impact on the planet for BV in the future?

t is an honour to see Bureau Veritas joining the CAC 40 ESG and being formally recognised as a leader on environmental, social and good governance practices. It is also an important recognition of our continued commitment and efforts towards sustainability, which is manifest in our strategy, our organization, and all our activities, both internally and externally.

Paillette Palaiologou Vice President Marine & Offshore Operating Group, Hellenic Black Sea & Adriatic (HBSA) Zone, Bureau Veritas

As a leader in laboratory testing, inspection and certification services, we play a key role in the fight against climate change. With our expertise in quality, health, safety and environment protection, we provide insights and clarity that help stakeholders in a variety of sectors, including shipping, achieve their decarbonisation ambitions. Through our BV Green Line of services and solutions, we help companies around the world become more efficient and meet their ESG objectives. We support them at every point in the supply chain, from the selection of resources to the production process. Today, all companies have a responsibility to act to protect the planet and its inhabitants, and our mission at BV is to support their sustainability journey. As an independent trusted third party, we stand by those who want to demonstrate their commitments through transparent, verifiable and credible actions. We also recognise that any efforts must start with oneself, and we work tirelessly to lead the way. This means maintaining the highest standards to ensure we have a positive environmental and societal impact in all 140 countries where BV is present, while also shaping a safe and inclusive workplace for our 78,000 employees. By doing so, we put the UN’s Sustainable Development Goals (SDGs) into action, with a particular focus on good health and well-being, gender equality and decent work and economic growth. We are dedicated to doing the right thing and playing our part in shaping a better future for generations to come.

62 / Women NAFS | November 2021

in SHEPPING The maritime industry and regulatory bodies are working tirelessly to reduce shipping’s environmental impact. Maritime companies are exploring a range of clean fuel alternatives. What are the major problems maritime companies face during this trial and error period?”

R Semiramis Paliou

HELMEPA Chairperson Chief Executive Officer at Diana Shipping Inc

ecently, stringent environmental regulations have been imposed by the International Maritime Organization on global maritime shipping operations in an effort to reduce the latter’s environmental footprint. As you correctly point out, one of the topics associated with the above-mentioned challenging task is substituting heavy fuel oils used for maritime transportation with relatively cleaner fuels. As a result of growing energy security, environmental and economic concerns, policymakers and industry stakeholders have begun shifting their attention away from fossil fuels and are exploring a series of options available when it comes to alternative fuels for the shipping industry. Advancements in hydrogen-energy technology, LNG and ammonia, methanol and even nuclear fuel and other novel fuel technologies are likely to strengthen in the forthcoming years. Whilst it is perhaps premature to tell which technology will prevail given the advantages and drawbacks of each new fuel technology, it currently appears that a variety of new technologies will exist, depending on the vessel type and trading pattern, driving shipping operations in the future. It is therefore clear that further research must be conducted in order to identify sustainable alternative fuels. Whilst it is important for the shipping industry to embrace new fuel technologies, it is similarly important for the shipping industry to take as well-informed decisions as possible when deciding on fuel technology on new ships so as to safeguard sustainable company objectives. To this end, it is crucial that the industry maintains a level playing field, and that the legal and regulatory framework is clear. Appropriate timing for the transition to new fuel technology is also of vital importance insofar as a rushed decision could be as problematic as a late decision given the high demand which will surface. In addition, issues relating to, infrastructure, the supply & demand chain and storage & handling are major points of concern when it comes to the effective use of new types of fuel.

How difficult is to build reliability and strong personal relationships with your wide range of principals especially during the pandemic? How important is the role of a Greek office as a representative in shipping industry?

Eleni Papadaki Director of PSB & CO. S.A.

hen times are stable, companies are focusing on creating strong personal relationships with new principals and maintain the already established ones that give them efficiency and profitability. On the other hand, when the pandemic bursted, many unforeseen disruptions were caused -internally and externally- at everyday B2B, and PSB & CO. S.A. was not an exemption. However, in times of crisis, opportunities may arise and our moto during these challenging periods is always to ‘Improvise, Adapt and Overcome’. Thus, stronger and more honest relationships were actually formed not only with our long term principals but also with the newest ones, as during these crucial times the virtues of determination, selflessness, adaptation and quality were being tested. The pandemic restrictions on various countries and the prohibition of travelling made everyday business extremely hard for both our customers and principals. The urge for principals to be fast and accurate to our queries and customers’ needs was vitally important and we needed the full support from all parties involved. This would not have been possible if our company PSB & CO. S.A. did not have 33 years of experience in the Shipping industry! By being in the market for so many years we know ‘who is who’ and we have developed mutual trust with our affiliates, suppliers and associates. For instance, imagine having a scheduled or an unforeseen repair at your vessel in Vietnam/Indonesia/the Caribbean or any other part of the world and you had to rely on the trustworthiness of a local workshop with whom you have not cooperated before. The risks are big! This is why the Representative’s role is very important. Papadakis Group of Companies (PSB & CO. S.A.) guarantees the best result as we choose to represent principals of the highest quality, always offering maximum transparency and value for money to our customers. So to answer your questions in brief, the B2B with our principals and suppliers are always ‘filtered’ and especially during/after the pandemic but overcoming challenges is an everyday life of a Broker in the Shipping industry! PSB & CO. S.A. is always striving for the most honest and fair collaboration with both Principals and Customers and we are succeeding this by being faithful to our primary rule: ethos!

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64 / Women NAFS | November 2021

in SHEPPING How important is the role of education and training for the future in shipping?

am not sure we need to limit this to shipping, as life-long learning is what keeps people creative, innovative, and young, at least in the mind! But if we want to speak for shipping in particular then we, in DNV’s Maritime Academy, strongly believe that investment in training allows companies to take better control of their future. Competence is built on knowledge, and this leads to greater personal and corporate success. Current challenges, besides COVID-19, are so many, and developments so fast, that there is no option but to train and educate people to keep your business competitively viable and even create this “added value” that will give you the lead when competence is in the focus.

Dr Marina Papaioannou

Principal Academy Advisor DNV’s Maritime Academy Hellas

Mastering these challenges of operating in a rapidly changing world and minimizing risks is a daily operation in shipping and requires a lot of training to run smoothly and effectively. Our Industry has seen a lot of rapid changes during the last years, with many new regulations and requirements coming into force either due to unexpected events (ISPS Code and the September 11 events) or due to evolving issues on the protection of the marine environment – i.e. Ballast Water and Recycling, safety – i.e. double hull tankers, energy efficiency – i.e. SEEMP, decarbonization and emissions’ limitations and the new requirement for fuels – as well as digitalization and human element related topics, i.e. soft skills. We have succeeded in preparing our clients for the changes keeping them abreast of developments by offering them training solutions fit for their needs maintaining our quality at the top levels they expect from us. We in DNV’s Maritime Academy aim to educate, stimulate and empower personnel in shipping companies to contribute to environmentally sound shipping practices, ensure compliance with pollution prevention measures and enhance safety in the maritime industry.

Potentia - Vision - Mission - Values. What is a human-to-human (h2h) approach and how can be applied in the Shipping Industry?

Chrysoula Vasiliki Patrikiou Founder & CEO Potentia World

otentia World is a ‘people-centric’ business with a performance structure that places the individual at the heart of everything. We are specialized in developing and empowering people serving Shipping to become resilient and capable of responding to challenges. Our holistic systems, Empowerment-Assessment-Wellness, cannot be adapted to a b2b or b2c model; h2h (human-to-human) is the ideal ‘business’ model that perfectly reflects our vision, mission and values. Business is fundamentally a human activity, an interaction between human organizations. Specifically, business in shipping is competitive, highly dynamic, complex and risky. It is grounded in individual and collective human behavior, and conducted between organizations that are themselves complex. It is a fast changing environment, critical, challenging and evolutionary. We see the human being behind the job title, we have clear and honest communication with people, we get the best out of every person, whatever their circumstances we empower people with coaching, training and the right tools to thrive. By applying our h2h approach we support organizations to take people-centric decisions and enable their teams to explore their work-life blend. People’s brain can be a precious investment for an organization; however, heart and emotions can be priceless. Mrs Nemat Shafik, a leading economist, Director of the London School of Economics and Political Science, put it in the right words. “In the past, jobs were about muscles, now they are about the brain, but in the future they will be about the heart.” Managing people is not a science but a practical art applying general principles in a specific context. The key is not to plan the whole journey but to set the direction and allow the organization to navigate. People always need a map before they set out and they can add details to the map as they go because as they go, they learn (develop) and adapt. Potentia’s learn-and-adapt training model shape an organizational culture that is not only more thrusting, but more resilient. People understand what matters and can react quickly to whatever is unexpected. Learn-and-adapt model unleashes human energy and acts as a motivator. It demands, creates, fosters large numbers of leaders and enables them to stretch themselves by giving them the freedom of action within defined boundaries. In Potentia World, we establish honest, win-win relationships with our clients and ensure sustainable growth of the human capital that leads to a successful organizational performance and a sustainable future for Global Shipping.

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66 / Women NAFS | November 2021

in SHEPPING In what ways does SKF become part of a smart, safe and emission - compliant future for the maritime industry?

Rania Patsiopoulos

Managing Director SKF HELLAS SA, Global Marine Accounts & Business Development

ince the late 1980’s, sustainability has been an important point on the agenda for SKF. Already in 2012, partnering with WWF, we launched SKF BeyondZero products with the intent to calculate our CO2 emissions, to balance the CO2 savings from our products with the emissions from our factories. Since then much has happened. In October this year we announced our ambitious new targets. We commit to achieving net zero greenhouse gas emissions from our own operations by 2030. By 2050, our target is to achieve net zero emissions in the full SKF value chain, from raw material to finished product delivered to the customer. For the marine industry we have different customer offers that reduce our environmental footprint. SKF is advancing in tidal power technology. The development of tidal power is supported by the global drive to transition from fossil fuels to more sustainable alternatives. It is intended to help reduce climate-damaging CO2 emissions, slow down global warming and thus build a more sustainable future for generations to come. SKF, together with Orbital Marine Power, developed fully integrated holistic power trains as “plug & play modules”. The 1MW power trains, as used in the Scottish Orbital project, complement the generation of electricity from solar and wind power. For a safe sea life, SKF has developed a ballast water treatment system, which complies with the IMO requirements and USCG regulations. SKF BlueSonic BWMS treats ballast water to prevent invasive species such as microbes being transferred from one shipping region to another. It works more efficiently than competing systems because the disinfection system operates continuously. At the same time, it offers better environmental performance because it uses no harsh chemicals. Going forward, we are striving for green steel production at an ambitious scale and speed to offer low carbon emission bearings. Our latest innovation has been to introduce the circular use of oil from SKF Recondoil, where our customers can recondition the oil to use over and over again, hence making a significant decrease of carbon emission. And thirdly, a dedicated research and development team is responsible for the continuous improvement of effective next-level fin stabilizers. We remain in close contact with our customers and their specific needs and challenges to guarantee that new market and environmental requirements can be rapidly realized. At SKF , we look at what we can truly help the customer with, covering the full range of sustainability and not only CO2 on product material compliance and having good emission data, but actually work in decarbonizing our customers supply chain and operations.

Based on your whole experience and as President of WISTA HELLAS, how would you consider the future of woman in the maritime industry in the years to come?

woman’s future in the shipping industry will be no different form that of women and men in all other professional sectors: replete with difficulties but with achievements; with foreseeable and unforeseeable risks that may arise, such as the recent pandemic, for instance. In Shipping we work amid an intense competitive environment due to the global nature of shipping activity. We nevertheless have the responsibility to “serve” all other sectors, as we’re the pre-eminent international transporter of goods. There’s no real fixed work shift in our industry. Rapid decision-making is necessary in our sector, for adapting fast in new situations and in detecting opportunity.

Elpi Petraki Operations/Chartering & Business Development Manager, ENEA MANAGEMENT INC President, Women in Shipping & Trade Association (WISTA) Hellas 2nd Vice-President, Hellenic Shortsea Shipowners Association (HSSA)

Synergies and in uniting forces is the only way forward; We have reached a point where we have realized the benefits that arise from having teams that engage all skilled and knowledgeable people despite their gender. Of course, a certain imbalance is still there, but we need to assist in achieving a greater change of attitude and culture towards an inclusive industry, for the benefit of all of us. This is what we do at WISTA. One of our aims is to get professional women and their work more visible in the maritime industry and beyond .We believe in having powerful role models, the necessity of continuing education; we are promoting professional networking; we’re trying to break down barriers between female and male professionals in the shipping sector. Finally, I would like to stress that with the new challenges shipping is facing, we need all talents onboard. The world and the shipping sector have to face a transition towards decarbonization, in tandem with targets to deliver a sustainable future for the industry. No professional woman or man can be excluded from the greater collaboration that is imperative. I am certain that a diversified workforce will result in a secured and sustainable future for all.

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68 / Women NAFS | November 2021

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Pandemic is a difficult situation especially for the maritime industry. Recently during these hard times you decided to create Dynamic Marine Solutions in Istanbul. What were the reasons that made you create a company in a highly competitive environment?

aving worked within the Maritime industry, one gets to understand the pulse of the industry. The Pandemic has tested the mettle not just for the maritime industry but the world at large. And it also brought a shift in the way things are done. A lot of well-wishers advised us that this may not be the right time to initiate a new venture. We know our strengths well and we saw the opportunity in the crisis.

Saleha Shaikh

Notwithstanding the Competition, we felt that if we can make a mark for ourselves in these pandemic affected times, then we can survive the toughest storms. The bottom line is to deliver with value .

Founder CEO - Dynamic Marine Solutions, ( DynaCon Group, Istanbul) Founder & Head Co-ordinator - MUI Women’s Wing, The Maritime Union of India Certified Life Coach & Women Empowerment Facilitator

HELMEPA has joined the Getting to Zero Coalition to further support the maritime industry with decarbonization efforts. Why did HELMEPA chose to support “Getting to Zero Coalition”?

e are faced with an unprecedented climate emergency and key part of HELMEPA’s work is to map and share with the shipping community climate actions and commitments in the global maritime ecosystem that aim to reduce greenhouse gas emissions. To this end, we foster, support, and participate in global synergetic schemes and initiatives that enhance decarbonization impactful action. Joining the Getting to Zero Coalition, together with leading stakeholders from across the maritime, energy and finance sectors, supported by governments and intergovernmental organizations, marks another step ahead in our voluntary commitment to save the seas from pollution, as envisioned by our founders, Greek forward-thinking shipowners and seafarers.

Olga Stavropoulou Director General HELMEPA

As Technical Advisor of the Greek Delegation to IMO and long-standing Partner of the United Nations Mediterranean Action Plan, HELMEPA is actively engaged on improving the environmental footprint of the shipping industry and raising awareness among the educational and local communities of Greece on climate change and marine environmental protection. For four decades now, we do so, by exhibiting resilience and proactiveness with regards to seas and ocean health, remaining on the forefront of marine environment protection and recording positive influence.

70 / Women NAFS | November 2021

in SHEPPING

Team C&A

he company “STAVROS KASSIDIARIS S.A.”, believing in the equal supply of both genders at work, demonstrates in practice its belief in employing a large number of women in all sectors of activity which corresponds at the 30% of its potential. For “STAVROS KASSIDIARIS S.A.” it is clear, that in no case should gender or any particularity be of any concern. The company believes that businesses need to revise the gender balance, as positive results of each activity depend not only on human resources but also on the composition of their staff. For this reason, it employs women in all its departments and in fact in positions that until now were filled only by men (engineers, mechanical engineers, electricians). “STAVROS KASSIDIARIS S.A.”, taking advantage of the different perspectives and skills of the women it employs, has succeeded to create a pleasant environment due to the very constructive and effective cooperation between colleagues. Beyond this, the large participation of women creates a very interesting variety of views, positions and choices at a social level and consequently, a positive psychology amongst the staff, not only during working hours but also during the organization of extremely successful events. Considering that the choice to employ a large number of women in its activities has yielded very positive results, “STAVROS KASSIDIARIS S.A.” can only motivate other companies that have not yet dared to do so, with the belief that this choice will have only positive results.

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72 / Women NAFS | November 2021

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Team Franman Established in 1991, Franman has since become a leading European Trading House that provides the highest level of diversified services to the shipping industry. Founded by Costis Frangoulis, Franman delivers a wide range of services to the shipping industry such as shipbuilding equipment, spare parts, ship repairs, service, consulting and security. Three decades later, Franman has earned a strong presence in the shipping industry with an excellent reputation of conducting all of their business accordingly. Representing more than 150 leading companies from the Shipping industry and serving more than 700 shipping companies annually, the company’s success is merited to Mr. Frangoulis’ vision. As part of his vision, Franman is in a proud position where the amount of male and female staff is equal in the company as a whole. The importance of gender perspective is increasing in recognition, portrayal and application across the shipping industry, and Franman has taken a strategic approach towards enhancing the contribution of women as key maritime partners. “Franman takes great pride in supporting gender equality and the empowerment of women. We believe diversity and inclusion are key levers to strengthening our business. Equality for women means progress for all.” said Costis Frangoulis. According to the International Maritime Organization (IMO), today women represent only 1.2% of the global seafarer workplace. Times have changed, with the Seafarer Workforce Report from BIMCO estimating 24,059 women serving as seafarers, which is a 45.8% favourable increase compared to the 2015 report. Franman is committed to making an active effort to help the industry move forward and support women in achieving proper recognition in this historically male-dominated industry. “Contrary to the fact that the shipping industry is very much male-dominated, at Franman we believe in the progression of equal rights, supporting, honoring and respecting women within the workplace”, concluded Costis Frangoulis.

74 / Women NAFS | November 2021

in SHEPPING How the University of the Aegean contributes substantially to the formation of the maritime executive of the future?

he Department of Shipping, Trade and Transport (STT) -or TNEY as known by its acronym in Greek - was founded in 1998 in Chios, in line with the prominent position of the island in world shipping. Our mission is to deliver high quality education in our modern undergraduate, postgraduate, and doctoral programs and to promote and disseminate the results of our innovative research in Shipping, Transport, International Trade, and Electronic Entrepreneurship.

Helen Thanopoulou

Department of Shipping, Trade and Transport University of the Aegean

In the quarter of a century since its inception as a forward looking international Centre of Excellence, the Department’s success has long now been confirmed by the recognition by the global academic and business community and through the distinctive career paths that our Department’s graduates have followed in the wider sectors of shipping and logistics. Some are already in a career in these or other industries when they decide to join us for postgraduate studies or in our doctoral academic programs either the Greek one or the European Doctoral program (European PhD) of the European University Network TRANSPORTNET. In our four-year Undergraduate Program we train specialized executives ready for Shipping 4.0 as we introduced courses in modern subjects well before the need was ever anticipated more widely. We also offer two Postgraduate Studies Programs suitable for varied backgrounds and for modern executives looking to update and deepen their knowledge . The MSc “Shipping, Transportation, International Trade-STT delivered in Greek, is the first ever founded MSc in Greece in shipping and transportation and employs modern distance learning in conjunction with short periods at the Department’s headquarters which allow to savor the maritime character of Chíos and Oinousses as does our new Postgraduate Program (MBA) “Master of Business Administration (MBA) in Shipping”in English, of one-year duration, offered since the academic year 2020-2021 and destined more to candidates with work experience.

What is the future fuel for a de-carbonized maritime industry?

ossil fuels make an undisputed high-density and low-cost energy source with relatively low technical requirements for safe storage, distribution, and handing. Use of fossil fuel has enabled the very industrial revolution whereas mankind has relied on same ever since, optimizing the design, maintenance and operation of fossil energy systems including, of course, marine propulsion systems. In this respect, it comes with no surprise that there is no clear pathway for the decarbonization of the shipping industry to fulfill IMO’s goals and ambitions to fight climate change. Our industry will need leadership, collaboration, and evidence-based direction to navigate successfully towards the IMO’s 2050 ambition. Taking one step at a time, the shipping’s first movers have started to explore fuel alternatives including LNG, biofuels, methanol and others that will potentially form the fuel mix to transit towards a carbon-free future.

Sophia Themelarou

Regional FOBAS & BQS Business Development Manager, South Europe Lloyd’s Register

The four key considerations for the evaluation of any new fuel alternative include: (a) the regulatory compliance to the MARPOL provisions and national regulatory frameworks; (b) technical operability and safety that will be ensured through a detailed risk assessment and controlled trials; (c) sustainability considering well-to-wake Green House Gas emissions –EU has already taken measures leading to palm oil biofuel being phased out of the renewable fuel market after it was provenly associated with the highest level of deforestation; finally, the decisive but also dynamic (d) availability and cost. Serving our Lloyd’s Register Foundation’s mission of “enhancing the safety of life and property at sea and on land and in the air.”, we at Lloyd’s Register and FOBAS (Fuel Oil Bunkering Analysis and Advisory Service) offer support on all aspects of new fuel management from the initial strategic discussions to implementing sea trials, in order to create and share evidence, insight and knowledge about the transition to a decarbonised world fleet.

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76 / Women NAFS | November 2021

in SHEPPING Women are an integral part of the marine world and have the right to achieve their goals, just like anyone else in the industry. How does the WISTA INTERNATIONAL supports women in shipping?

he Women’s International Shipping and Trading Association has over 3,800 members worldwide, linked to national WISTA associations. Our organisation offers a platform to raise the issues relating to gender and diversity and, among others, works to support women in the development of their careers. Women are not new to shipping and maritime, though in the past their numbers have been few due to many barriers. But many things have changed in our industry just as they have in society, and we see a more vibrant dynamic industry emerge. However, diversity and inclusivity in shipping have a long way to go and WISTA continues to champion efforts to deliver that change.

Despina Panayiotou Theodosiou

Co-CEO of Tototheo Maritime President of WISTA International

Delivering diversity comes from within, as well as from outside the industry. Diversity is about changing attitudes of those who represent the more traditional way of perceiving the sector as well as encouraging those who wish to enter, or create positive change within it, with support and strength. Therefore, our membership looks to bridge that diversity gap. Through awareness campaigns, through partnerships with other industry associations, as well as through surveys and reports. We act as the focal point for women in the industry to gain the support and visibility that puts them on a par with men. WISTA works at both the highest policy level as well as at a more grass roots level. Our national WISTA associations work within their nations to help address more national agendas while our international work includes liaising with the International Maritime Organization where we have consultative status. The shipping and maritime sectors are fantastic industries to work in, offering a huge range of careers and opportunities. They are industries with a wonderful history and heritage, but also ones that are transforming, a transition that is taking them to a digitalised and sustainable future. To achieve these goals our industries need to attract and retain the best minds for the job, both male and female and from across the globe.

Euploia Drydocks & Services Ltd is a well established company in the maritime industry. The company’s daily mission is to meet and exceed customer’s expectations by providing Products & Services of the highest standards in local and worldwide markets. How difficult is this to be achieved during the Pandemic having so many Principals to manage?

n general, the pandemic radically changed the way we communicated with the clients and the Principals. Clearly made our work more difficult, complicated and most of the time ineffective. In past, we were all accustomed to visiting customers at their offices, traveling abroad to visit our Principals and even taking part in exhibitions in order to close new collaborations for the good future of our company. E-meetings was a good working tool that did the work as a substitute for almost 2 years, however, the negative impact of the pandemic restrictions is obvious to all companies in the maritime industry and in most working fields in general.

Katerina Valentaki

CO-PARTNER | DIRECTOR Euploia Drydocks & Services Ltd.

Our principals have had our highest attention during the pandemic restrictions and we continue to be in constant communication with them via video calls, telephone calls and emails. They too are anxious to leave behind the difficult times of the pandemic and to visit the clients so that we all move forward. We have been and still are in many cases the bridge between our principals and our clients trying to keep them close, which was a difficult task during the pandemic restrictions, due to the reduced accessibility attributed to working remotely from home. It took increased efforts to co-ordinate all business issues efficiently, in our efforts to serve our clients keeping our high standards; there have been cases of delays as well as other isues caused by the pandemic restrictions, but we always apply our 100% and our clients know that and appreciate our devotion. I believe that doing one’s best and putting clients above all is a matter of character and not a matter of gender. However, speaking for myself and my team, I should point out that women’s persistence on getting things done as well as their emotional side , at the end of the day make the positive difference. In closing, I would like to emphasize that women certainly play an important role in the field of Shipping and as everything shows, the future looks bright for them.

The world’s oceans are big enough for a SMART Registry

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78 / Women NAFS | November 2021

in SHEPPING

In Extrovert you count more than 20 years of experience on planning and coordinating public relations programs. How difficult and demanding is it to deal with the maritime industry?

ommunicating and coordinating public relations programs for the maritime industry is certainly challenging and demanding and, at the same time, utterly fulfilling. The maritime industry has been and remains a powerful and dynamic pillar of the global as well as the Greek economy. Especially for Greece, it is an open window offering us view of the world, while it offers the world a unique view of the Greek spirit and amazing maritime tradition. We live in times of huge challenges and changes; sustainability, green growth, digital transformation and ambitious environmental targets are top priorities for the maritime industry – earlier than in most other sectors. At the same time, the success story of safe cruise resumption and preparedness for the post-pandemic era prove the industry’s reflex and adaptability.

Artemis Vamvakopoulou Managing Partner, EXTROVERT Business Communications

In an environment like this, solid public relations programs are a cornerstone for the extroversion of shipping and cruising companies and the maritime community as a whole. Communicating proactively, consistently and systematically is a challenge and a given for such a dynamic and yet low profile industry. Meeting our clients’ expectations throughout the years has offered us extensive experience and deep understanding of the industry’s particular needs. It may not seem like an easy sail, but we feel blessed to have experienced fair winds in this journey, built on trust and long-lasting strategic partnerships.

As an Experienced Chief Financial Officer in the maritime industry what were the difficulties the industry faced during the pandemic and what are your expectations for 2022?

he COVID-19 outbreak has affected all segments of our daily lives, causing a huge impact on the general population, families, communities, and economies. Maritime industry, being a fundamental sector for the worldwide transportation of goods across the continents, has and is still facing an unprecedented challenge to overcome the difficulties caused by the pandemic and to keep serving, undisrupted, the global needs. Throughout this process, technology has proven to be a great ally, forcing changes in issues like paperwork, business meetings, work with physical presence, thus introducing a new era of digitalization and “smart” work.

The pandemic has led to numerous unpleasant situations due to restrictions at borders. Millions of seafarers have been kept at sea longer than they should have or have been caught up in delays. Requests for repatriation were refused and medical attention in case of emergency has been complicated. Furthermore, the ability of flag state authorities to conduct statutory surveys and the continuous extensions granted for required certificates, have quickly raised concerns about maintaining safety and performance of the vessels.

Vasiliki Vlachantoni Chief Financial Officer Newport S.A.

Meanwhile, with warehouses full or closed, some retailers and manufacturers have refrained from picking up cargo and containers, causing considerable port congestion. And in case a port has stayed opened, work has to be done with a reduced workforce, which only worsens the congestion and disrupts the supply chain including imports and exports. In that aspect, the dry bulk shipping industry profits from this situation as the high freight rates can be partially attributed to those restrictions and problems which are tying up ships for longer than usual. At the same time, the lower interest rates form friendly terms for refinancing existing mortgages and investing in the secondhand market. For the next year, the market is looking promising and expected to stay strong. The new environmental regulations coming in force will reduce gradually the availability of vessels, which will sustain the freight rates to the high levels. Of course, what the pandemic has taught us, is that everything can turn upside down in an instant.

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80 / Women NAFS | November 2021

in SHEPPING What is the role of WISTA CYPRUS in order to support women in shipping?

ISTA Cyprus is one of the largest NWAs in the World with a membership exceeding 130 members. We are concentrating our efforts on awareness, encouragement and mentoring of women within the spirit of WISTA International’s mission and vision. Shipping is a tough industry, for anyone, men and women and it takes more out of any individual than many other industries. It is diverse and challenging and sometimes it takes its toll on our personal lives, especially us women, but it is an industry of opportunities and passion. Through awareness and mentoring we aim to empower the younger generation, irrespective of gender, and give them the tools to excel. We try to utilise any platform available to us to reach women and men in the shipping and trading industries and create awareness about our work, mission and vision and future aspirations.

Anna Vourgos Director Aphentrica Marine Insurance Brokers Ltd WISTA Cyprus President

Through the examples and achievements of our members and sharing of our experiences, we seek to encourage and support our members in every possible way, albeit being slowed down by COVID. This we do either by way of members meetings, presentations, through the media and even one to one exchanges not only with our members but with other women and men in shipping and trading. In general we aim to draw as much as we can from our networking both at corporate and individual level. It is very important that professionals as well as corporations acknowledge that contribution and benefits go together in achieving common goals. In Cyprus we have the advantage that albeit being one of the largest shipping centres in the world, we are a small community which is concentrated mostly in Limassol. This has contributed to us building strong relationships with the Shipping Deputy Ministry, and other Associations such as the Cyprus Shipping Chamber, the Institute of Chartered Shipbrokers, Youngship, CYMEPA etc) while providing professionals with the opportunity to get to know WISTA and its work from arm’s length. Our overall aim remains to empower and support more women to pursue their aspirations and to become a valuable asset to our industry and this gives us purpose to work together.

How will the UK, which calls for zero global shipping emissions by 2050, achieve such a challenging target?

limate change is the most serious environmental challenge we face, and the Maritime and Coastguard Agency (MCA) has a key role to play in decarbonising the shipping industry. The MCA aims to be a world leader in Maritime Emission Reduction and Autonomous Vessels and has created the Maritime Future Technologies (MFT) team to focus on it. We want to be the voice and the leader globally; we are determined to make decarbonisation a reality. Innovative technologies are needed to meet the environmental targets and MFT’s role is to enable their safe implementation. It is a huge opportunity for the UK Ship Register to offer the breadth and depth of technical expertise to our customers, inspiring them to unlock the solutions required. MFT has led on building close partnerships in the industry, from maritime classification society Lloyds Register to multinational oil and shipping companies; we need to engage with various elements of the maritime industry to change minds. We also became the first flag to join forces with the Maersk McKinney Moller Center for Decarbonisation, as well as signing up to the Getting to Zero coalition.

Katy Ware

Director of UK Maritime Services at the MCA

We are also involved with the government’s Clean Maritime Demonstration Competition (CMDC), a £23 million fund to support the design and development of sustainable maritime technologies. There are novel designs including hydrogen-powered vessels, technology to enable offshore charging, and zero emission commercial workboats. These are great first steps, there are more to come. We need to ensure the UK is a worldwide role model, at the heart of driving the transition to zero emission shipping. Our task is to ensure the UK is agile enough to gain a significant share of the economic, environmental and health benefits associated with a technologically advanced and sustainable maritime industry. It is wonderful to see industry tackling sustainability - and the right attitude is half the battle.

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Coral Piraeus ship repairs PC is a company with extensive experience since 1990 in the procedures of surface preparations, using modern sandblasting – High Pressure Jet technology and Ultra High Pressure Water Jet (U.H.P.W.J). Moreover, it is also equipped with robotic systems and application of synchronous coating methods. Furthermore the company provides cleaning services GAS FREE. Coral Piraeus ship repairs PC holds all the certifications ISO.

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VASSILIS KANAKAKIS President and Managing Director

82 / Women NAFS | November 2021

in SHEPPING RINA: Working to a Zero Carbon Future

Angeliki Xylaki Business Development Manager Marine Southern Europe & Africa Area, RINA

he reduction of CO2 emissions is one of RINA’s main strategic pillars and it brings over 15 years of experience in working to enhance energy efficiency. However, the challenge of a lowand zero-carbon future is not a single step journey, rather a pathway. Solutions need to focus on new technology for the future and efficient operations today. RINA is actively involved with new concepts and new fuels, increasing digitalization, and works closely with engine manufacturers, ship designers, shipyards and operators to help form a practical and sustainable pathway to decarbonization. Initiated by RINA and chaired by Mrs. Ioanna Procopiou, the Hellenic Decarbonization Committee is an important platform for sharing ideas and working together to resolve the challenges ahead. With stakeholders from all areas, it discusses areas such as how existing and developing technologies can support in reducing CO2 emissions, the regulatory challenges involved with the introduction of new technologies and fuels, digitally enabled services and the potential funding or financing of green technologies to benefit the entire industry. RINA’s new Fleet Operation Center (FOC), which opened in Piraeus at the end of 2020, provides extensive digital services to increase operating efficiency, safety and sustainability of fleets. Real-time monitoring of fleet-wide data helps shipowners identify best practices and areas where efficiency can be increased, and emissions reduced. Research for the future, aims in propulsion solutions that reduce the energy consumption on board, and the progressive introduction of zero carbon fuels such as ammonia or hydrogen. For this, works alongside actionable solutions that are working in practice today. Examples include its work to give Approval in Principle (AiP) of a new propulsion arrangement using the high efficiency Wärtsilä 4-stroke engine for reducing the fuel consumption. Another, a project with SDARI for a ship design that is adapted for ammonia and methanol aimed at facilitating a pathway to zero carbon with the flexibility of two fuel options from a single design. RINA will continue to work to support the shipping industry on all fronts to achieve its goals and use its broad skills and knowledge to help identify and deliver new solutions for the future.

OCEANKING aims to total customer satisfaction as well as to continuously meet or exceed customer expectations. How difficult is to fulfil your quality goals during the pandemic?

Carola Yannouli

General Manager OCEANKING Technical & Trading S.A.

et me start by saying that for us in OCEANKING total customer satisfaction means to identify and provide suitable solutions to address our customers’ needs, requirements and pain points. In 32 years of OCEANKING as marine equipment representatives, our work starts by following market trends and researching the market, so that we are in a position to support our customers during Newbuilding projects with suitable technologies. We then follow the vessel after delivery with claims handling and After Sales Support providing spare parts, training, service. In order to ensure quality services, we identified the need to be involved in additional stages during the lifetime of a vessel. In this respect, shortly before the pandemic we extended our services to include: • Newbuilding contracting: formed dedicated team to provide consultancy services on NB opportunities, technical & commercial negotiations, evaluation, and implementation of new green technology • Engineering Services: formed dedicated team of highly skilled mechanical and electrical/ electronic engineers providing services onboard, such as commissioning, service, maintenance, annual surveys, system upgrade, remote troubleshooting, training for specific marine equipment (BWTS, HVAC, EGCS, LSA) In addition, with the objective to help our customers improve their operations in the upcoming digital era, we launched an initiative offering digitalization solutions for vessel, machinery and engine performance. Developing the above services during the pandemic was certainly an additional challenge we had to cope with, which we overcame using technology. Overall, we adapted our operations very quickly, so that we could work, safely and effectively, in a virtual environment. At the same time, for OCEANKING it was also an opportunity to reflect on our company and how we work. Our people and our relationship with customers and principals are key to our success, so these were areas we focused during the pandemic. We enhanced our portfolio of representations, we strengthened our communication towards our customers and worked together with our principals on targeted strategies for our market. Furthermore, we launched internal initiatives to develop our people, become more efficient and enhance collaboration between different departments. Despite the circumstances during this pandemic, using technology as a tool and building on human relationships, OCEANKING became a stronger and tighter team, ready to meet our customer expectations in the post-covid era.

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in SHEPPING After a difficult period for the cruise industry due to the pandemic, cruise industry starts again. How ready is Celestyal Cruises to face any rapid challenges in the near future? The year 2020 will be remembered as a global public health crisis that primarily impacted the tourism, travel and hospitality sectors. It is widely accepted that the cruise industry has been one of the worst affected when compared with all other global travel industry sectors. Following Celestyal Cruises’ successful 2019 which saw them carry more than 120,000 guests from 140 nationalities, all efforts turned to successfully managing the pandemic and preparing for the resumption of operations in June 2021. Celestyal reacted promptly and responsibly, taking all necessary decisions and steps to ensure the health, safety and well-being of its guests, office personnel and crew as well as the communities it visits. It was one of the first cruise lines to suspend operation in March 2020 and to also manage the prompt and safe repatriation of its entire crew. These actions were immediately followed by the swift implementation of health and safety protocols as well as remote working for its office personnel.

Frosso Zaroulea Public Relations Manager Celestyal CRUISES

While the pandemic forced a temporary but prolonged pause of Celestyal Cruises’ operations, it was important to look to the future with optimism and turn challenges into opportunities. To that end we have worked closely with all our stakeholders and authorities such as CLIA, EU Health Gateways, Ministries of Shipping and Tourism, Ports, and destinations to implement robust health and safety protocols including the introduction of state-of-the-art ventilation systems and newly introduced contact tracing technology to name a few. As a result of these swift actions, Celestyal Cruises was able to operate smoothly and successfully during June, July and August. Maintaining its business growth as its fundamental strategic plan, along with the upgrade and improvement of its services, Celestyal Cruises is always flexible and prepared to adjust to all challenges that may occur and demonstrate its commitment to the overall experience offered to its guests and to the sustainable development of cruising sector in Greece.

IMO Council sets International Day for Women in Maritime The IMO Council, meeting from 8-12 November, decided to establish an International Day for Women in Maritime, to be observed on 18 May every year. Once adopted by the IMO Assembly in December 2021, the observance will celebrate women in the industry, promote the recruitment, retention and sustained employment of women in the maritime sector, raise the profile of women in maritime, strengthen IMO’s commitment to Sustainable Development Goal 5 (gender equality) and support work to address the current gender imbalance in maritime. IMO Secretary-General Kitack Lim said: “I welcome the Council’s adoption of this proposal. Not only does it further efforts to achieve SDG 5 on gender equality, but it is a perfect follow-on action to the IMO Assembly’s resolution and call to achieve a barrier-free environment for women, so that all women can participate fully, safely and without hindrance in the activities of the maritime community, including seafaring and shipbuilding.” The proposal to establish an International Day for Women in Maritime was first addressed by IMO’s Technical Cooperation Committee (TCC) in September 2021 following the momentum of the World Maritime Theme in 2019 “Empowering women in the maritime community.” The proposal received wide support from the TCC Technical Cooperation Committee in forwarding the proposal to the Council.

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Ecochlor Service and Chemical Resupply Team Meets Rigorous Customer Demands By Julia

Jofe, Assistant Technical Sales Manager

The Ecochlor engineer has just left a service visit at a shipyard in Turkey at 16:00 with his hard hat cradled in one hand and a now-cold coffee in the other. It is a Saturday, and whilst the day is ending, by pre-dawn Monday morning he will be on-board a vessel in the Netherlands coordinating a chemical resupply with the engineers from the Chemical Operations team. “Such is the nature of the maritime business – it’s 24/7,” Ecochlor’s Vice President of Global Service Michael Madely states. “Our teams are going on back-to-back visits to meet vessel needs and schedules, in many cases at extremely unsociable hours.” It is no secret that the demand of the marine industry is at times unrelenting. Those in the business know that expectations are arduous, and the challenges are often unpredictable. Ecochlor’s global Service and Chemical Operations teams combat these demands by working closely together with the client to consistently provide them with service well above the industry standards. “Even before the ship visit begins, people behind the scenes are going above and beyond to meet the requirements of all our

projects,” says Ecochlor’s Director of Operations, Justin Knight. “We always strive to meet project deadlines despite, oftentimes, very tight schedules. Sometimes we even get requests to supply equipment that doesn’t fall under the scope of our delivery requirements but we get the job done to ease the burden of our clients.” Mr. Knight elaborates, “We go the extra mile and this extends past production, through installation, and on for the life of the vessel. It is important to us that the customer has the best experience with our system and that means keeping it running smoothly for the crew during every ballast operation.” The Ecochlor Service team feels a responsibility to the ship’s crew starting at the installation. During the system commissioning, our engineers provide both classroom and hands-on operational training. Additional online training for “Operations and Troubleshooting” is offered free of charge at any time. Alternatively, as an option we can visit the vessel to continue training during a ballast operation when the crew is presented with more realistic conditions and everyone is under less time constraints

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than at commissioning. Furthermore, Ecochlor systems are designed to have chemical resupplies performed bi-annually (based on ballast operations), thus, ensuring an Ecochlor technician can regularly attend the vessel and identify maintenance requirements early. Shipowners state that the frequent review by an Ecochlor technician provides them with “regulatory piece of mind”.

Chemical resupply locations are strategically placed around the globe

Chemical resupplies are executed exclusively by Ecochlor’s Chemical Operations team from start to finish; it’s fast and hands-off so the crew can focus on what’s important - shipping! Ecochlor has chemical resupply locations and storage hub locations strategically positioned around the globe, with more under development. The spare parts and service network are located in multiple areas throughout the three main time zones. “The expansion of our service locations and chemical resupply capabilities are intended to provide highly efficient and streamlined service support to our customers. After close consultations with shipowners regarding current and potential vessel operations, we are making sure that we place service and chemical refill capabilities at strategic ports relevant to their trading routes,” adds Mr. Madely. “The geographical spread of service and chemical resupply locations allows us to offer accessible, real-time responses to the customers’ requirements, facilitating maximum system operation with minimum downtime. It’s no wonder 75% of shipowners now selecting Ecochlor technology continue to choose Ecochlor after gaining experience with our service team.” The existing demands of the maritime industry were additionally burdened by the ongoing Covid-19 global pandemic. Travel restrictions, dry dock delays and extensions, closed shipyards and shipbuilding, and halted manufacturing became the norm during the height of the pandemic. Ecochlor’s European Regional Service Manager, Matthaios Noutsos shared: “No matter the restrictions, [Ecochlor’s] persistence paid off and the job at hand was executed successfully leaving the vessels compliant, the crews well-trained and the owners happy. It is of extreme importance in times such as these to preserve your patience and provide the same high quality of services and with the same level of excitement when you are reaching your final objectives. We must not think only of ourselves, but also of the officers and crews that we assist during service calls – our goal is to make the crew’s life easier and that means keeping their BWMS operable and compliant every time they enter port.” Ecochlor has undertaken a commitment to serving its clients well beyond BWMS industry expectations and it stands fast in its efforts to provide the very highest standards in support of its client’s operations. This is what it takes to provide the first-class services in the marine business.

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Proper Time for Commissioning is Essential for Vessel Compliance By Andrew

Marshall, Ecochlor CEO

“Oftentimes, when we arrive on board the vessel to do the [ballast water management system] commissioning, the installation is less than 80% complete,” said Kryzyszlof Orlowski, an Ecochlor Installation / Service Engineer. “We do our best to reach the deadline given by the owner, especially when they have already ordered the vessel to get cargo. However, these situations do not allow adequate time for us to fully test all the components and the functionality of our system in the manner that we would prefer. It also does not give us sufficient time to train the crew.” To eliminate the shipowner’s risk of potential fines, delays and reputational damage due to non-compliance, it is vital that ballast water management system (BWMS) testing is conducted using proven industry standards. If the dry dock schedule doesn’t allow adequate time for the manufacturer’s commissioning as well as crew training, then there is a real possibility that the system could leave the shipyard with an untrained crew and faults with the system. Moreover, if there is a problem with the BWMS related to the installation work by the shipyard, it is far more difficult to have the problem rectified after the vessel has left the yard.

Costly Consequences Due to Lack of Planning

The next challenge for BWMS installations will be the IMO BWMS Code requirement (BWM.2/Circ.70) for biological efficacy commissioning tests scheduled for mandatory implementation by June 2022. Some Administrations have already adopted testing on ships sailing under their Flag and it is expected more will follow prior to the date of mandatory enforcement. With everything that a shipowner needs to accomplish in preparation for the BWMS installation, the logistics and planning for the commissioning test is often overlooked with consequences that could be quite costly. The IMO testing is not part of the manufacturer commissioning. Once the BWMS manufacturer commissioning ends, the system is handed over to the vessel crew to prepare for the IMO commission testing requirements. The duration of the operation and the required ballast volume to support the testing analysis is predetermined by the class society (Class) and flag administration (Flag) and coordinated by the shipowner. I recommend that owners meet with Flag early in the installation planning schedule and request their latest guidance regarding commissioning tests for BWMS certification. The owner selects the Independent Lab (IL) that will carry out IMO commission testing, typically from a Class “approved list”. Class then oversees the test facilities standard operating procedures, including detailed step-by-step sampling methodology and analysis procedure, as well as any relevant QA/QC procedures that are applied by the test facility for the ballast water sampling and analyses. Prior to the BWMS retrofit, ballast tanks should be cleaned. Contamination coming from ballast tanks that have not been cleaned at BWMS installation, and which therefore could contain significant levels of untreated silts and sediments, often leads to high failure rates during testing. Because it is not a requirement, shipowners frequently skip this step because it can be laborious and expensive.

IMO Commissioning Testing Requirements

The purpose of the IMO commissioning test is to ensure the proper installation and operation of the BWMS in regard to efficacy, not to re-confirm the system’s type approval testing. Not only is the IL looking at the efficacy biology, but they are also evaluating what they are seeing on the Human Machine Interface (HMI). For example, are the alarms working and what do they mean; including, how the crew reacts to the alarm. If the test lab observes something out of the ordinary, they will note it in their report.

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Thus, crew training is particularly important as they are required to run the system from uptake to discharge during the entire BWMS operation to show they can effectively treat the ballast according to the manufacturer’s operational standards. If the crew is not fully familiar with the system and do not run the system properly, it could result in a very expensive failure of the tests. In most cases, according to Flag guidelines, the manufacturer may be present but is not permitted to either operate the system or assist the crew. The reason why it is important for the manufacturer to be there during testing is so they can observe what is happening in case the results come back as a failure. Then, the first question that everyone always asks is “what is wrong with the system?” but in most cases that is not the right question to ask. If the manufacturer is in attendance, they can possibly clarify any issues without any additional troubleshooting and / or testing. Oftentimes, it is just a minor operational error and under those circumstance the surveyor might allow the manufacturer to step in and encourage the crew to look at a particular procedure again and restart. Probably the single most important thing a shipowner can do to ensure a successful outcome is to dedicate enough time to properly plan, schedule, and conduct all the commissioning tests. As previously stated by Mr. Orlowski, crew training and the BWMS manufacturer commissioning tests are currently the last items to complete before the vessel leaves the shipyard, and thus are often rushed. With the new IMO commissioning requirements, shipowners are going to need to complete the BWMS installation before the final phase of the shipyard period so that the IMO tests can be conducted with sufficient time prior to

the vessel’s scheduled departure from the shipyard. A seamless turnover from manufacturer to IL is extremely beneficial considering ballast water sampling and bacteriological analyses could take four to five days in addition to the manufacturer’s time to test the system and train the crew. A team from the IL will board the vessel on day one, set up their gear and the lab. (Keep in mind, a full ballast treatment process must be implemented for this to be considered a valid commissioning test.) The next day after boarding, the lab team will take a sample of the ballast water during uptake. Then, there is a holding period and other potential discharge requirements that need to be followed by the lab prior to running any ballast water tests. If these steps are not handled properly, from the completion of the manufacturer’s requirements all the way to the IL ballast water discharge trials, it could easily extend the yard period. One way to mitigate those risks and costs is to finish the BWMS installation earlier, while there is still other work remaining to be done, that way commissioning can be handled while the ship is still in the shipyard for other reasons. Unfortunately, we are still seeing that approximately 90% of our installation commissioning are pushed to the very last day while the vessel is waiting for us to complete our trial operations in order to leave the shipyard. If testing is delayed, or in the case of a test failure, shipowners may apply for a short-term (usually 3-months) extension. Extensions are approved on a case-by-case basis by Flag to allow the vessel more time to complete testing requirements. Additionally, due to current COVID-19 travel restrictions, there can be issues regarding access to the yard by the IL test team.

Furthermore, the dry dock location itself can be a constraint in completing the test requirements, there have been cases where it’s just not possible to perform testing due to water quality problems or draught restrictions at the shipyard. This issue is another reason for the shipowner to discuss any potential problems in advance with Flag in order to identify any challenges upfront and work out agreements on approach well in advance. Whatever the reason, an incomplete commissioning test will result in an International Ballast Water Management Certificate (IBWMC) with a “pending” notation. However, this is not always an agreeable outcome, as delaying the test until after the dry dock period might not be in the shipowner’s best interests, even if it avoids extending the vessel’s departure from dry dock. Later testing often significantly increase costs and offers many logistical obstacles in completing the commissioning in a timely manner. A vessel’s sailing schedule often changes on short notice and the owner will need to align that timetable with the IL’s ability to send a team on board the vessel to conduct the tests.

Conclusion

IMO biological efficacy testing is a critical step to demonstrate that the selected BWMS has been properly installed and can meet the compliance requirements at any port worldwide. Along with shipowners, Ecochlor has always been an advocate for testing after installation. The reason is clear: It is just as important to Ecochlor, as it is to an owner, to be confident that our system is working effectively prior to leaving the shipyard in order to avoid any of the above noted risks and costs to both parties!

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No Neutralization BWMS Results in Big Savings for Gravity Intake or Discharge Vessels

By Andrew Marshall, Ecochlor CEO

It has been a nightmare for owners of bulk carriers that are trying to decide which ballast water management system (BWMS) is the best one for their vessels, especially for those ships that have Top Side tanks (TST) that are not connected to the Double Bottom tanks. Whilst this method of ballasting offers many benefits, including quicker ballasting and de-ballasting as well as low power consumption, the BWMS choices available to these vessels are very limited. Some shipowners have dived into the decision-making process, trying to find something, anything, that will work without the extensive modifications into their ship’s operations. One owner, in discovering Ecochlor - a better, more cost-effective solution, responded with gleeful enthusiasm when he had the sudden realization, “you mean I won’t need to re-pipe my vessel? No scaffolding, no cutting into my tanks? No welding for all this new piping?” Panos Smyroglou, Ecochlor’s Director of Business Development in Greece responded, “Yes, that’s true, with the Ecochlor system you won’t need to do any major modifications to your ship in order to continue to fill those TST and gravity discharge your ballast water.”

Retrofitting Issues for TST Ballasting

In choosing a BWMS for bulk carriers, shipowners need to take into consideration any discharge requirements for the ballast water. Top Side tanks are typically filled through the fire main and, due to their design, do not have the capability to treat or neutralize the ballast water prior to discharge. Additionally, a second treatment [BWMS] system would probably be required to treat any uptake to the general service pump or major modifications would have to be made to the fire main to connect the two. One very important feature of all the Ecochlor systems for ships using gravity ballasting, is that only a single treatment system is required for up to three chemical injection points that connect to the vessel’s ballast lines. This means you can treat the ballast water both in the main ballast line as well as the fire main, therefore, eliminating the need for a second system or additional piping modifications between the two. INTERCARGO outlined the difficulties of BWMS retrofits on bulk carriers A few years ago, in an open letter to the IMO Marine Environment Protection Committee (MEPC), the International Association of Dry Cargo Shipowners (INTERCARGO) outlined some of the prevailing issues associated with BWMS retrofits with their members. Specific to bulk carriers using gravity discharge they stated that “the discharge requirements for top side tanks are incompatible with requirements for a secondary discharge treatment or for treatments that require neutralization.” In this report, INTERCARGO highlighted some possible options to ballasting operations with top side tanks with an emphasis on the practicalities associated with the actual implementation of these solutions. The three options they presented were: • Connecting top side tanks: “Connecting the top side tanks to each other and then piping back to the engine room brings its own problems, such as penetrating the engine room forward bulkhead and running ballast piping through fuel tanks. There will also be problems with effectively emptying tanks due to trim, which may lead to operational difficulties during loading and unloading.”

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• Fitting a discharge line through top side tanks: “Fitting a common ballast discharge line through the top side tanks with cross valves to each tank is an option. However, this would also lead to major modifications including penetrations through the engine room bulkhead and other tight bulkheads, fitting of pipe supports and damage to ballast tank coatings.” • Connecting top side tanks to the ballast main: “A third possibility is to connect each top side tank to the ballast main in the double bottom / duct keel. In addition to modifications to existing pipework, fitting of pipe supports, new penetrations through watertight boundaries and repairs to the existing ballast tank coating system, isolating valves would need to be fitted to each new branch of ballast line.”

A Reliable Option for Gravity Discharge Ballasting Without Major Modifications

Leif Melhus, Engineering Manager at Ecochlor noted: “If a vessel is identified to utilize gravity ballast as a BWMS operational mode for our system, then main ballast flow control valve(s) would be required during the installation. These control valves safeguard against untreated water entering the ballast tanks after gravity ballast is completed and as the vessel transitions to ballast pumping operations. In addition, the flow control valve ensures that the ballast flow does not exceed the treatment rated capacity (TRC) of the BWMS installation.” The transition from gravity to pump ballast treatment is available in all the Ecochlor BWMSs - filtered, filterless and hybrid - and is as simple as pressing the ‘disable gravity ballast’ button in the Human Machine Interface (HMI) software to close the main ballast control valve, which then allows the main ballast pump to restart the BWMS in normal operation. Additionally, large bulk carriers require high ballast flow rates, it should be noted that a single Ecochlor BWMS remains very effective at flow rates of up to 16,200 m3/h without any significant increase in power to accommodate the high flow rates. Any significant increase in power requirements and the correlation of this to fuel consumption, would not only be a financial burden in OPEX for the vessel, it could also impact the CAPEX as additional generators might be needed to match the need for more power. This increased fuel requirement might also influence the vessel’s ability to comply with the new, stricter fuel emission requirements. Even at the higher flow rates, the Ecochlor systems still have the lowest power requirements in the industry.

Gravity Ballast Intake and Discharge is an Option with the EcoOne BWMS

By eliminating the filter, the Ecochlor EcoOne™ BWMS (filterless) and the EcoOne Hybrid™ BWMS (in filterless mode), have even lower power requirements, as well as having the unique ability to gravity ballasting on both intake and discharge. Gravity ballasting is not possible with any BWMS that requires filters during treatment operation due to lack of ballast pressure to ensure effective cleaning of the filter screen. Shipowners have long requested this option because it makes it possible for vessels to fill up to 30% of their ballast tanks via gravity ballasting, therefore saving any fuel costs necessary for running the ballast pumps. The filterless EcoOne™ BWMS has the same, powerful, core treatment technology as the traditional Ecochlor system and can operate anywhere in marine and brackish waters (i.e., ≥ 1PSU) with no restrictions on temperature or turbidity. The EcoOne Hybrid™ BWMS can run anywhere in the world with no restrictions when it comes to temperature, salinity, or turbidity using the filter option and has the capability to select either a filter or filterless mode during ballast operations.

Conclusion

With high costs for modifications and increased power requirements, the key benefits of choosing one of the Ecochlor BWMS models makes it perfectly clear that this is really the only viable option for owners of bulk carriers.

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100 / Interview NAFS | November 2021

We are more of a “Green Marine” solutions company rather than simply a BWMS Maker Panos Smyroglou, Director of Business Development, Ecochlor Inc.

“With more than 20 years in the industry, we aren’t jumping in it for the short-term”, says Panos Smyroglou, Director of Business Development Ecochlor. He also adds: “We have implemented a number of new advances in the Company over the past few years through improved efficiency of our manufacturing processes and an expanded line of products and services. Our collaboration with other innovative maritime environmental business providers means we are more of a “Green Marine” solutions company rather than simply a BWMS Maker”. The full interview of Mr. Smyroglou in NAFS magazine, follows: Please describe the major advantages of your company’s BWMS solution. There are many key benefits with the Ecochlor ballast water management systems (BWMSs). All of our systems rely on the same powerful, core ClO2 technology, which has distinct advantages over other disinfection techniques. It is effective on all aquatic organisms, can operate anywhere in the world and does not require treatment or neutralization at discharge. This past year, we streamlined our manufacturing production to reduce the cost of all our BWMSs whilst also keeping them ‘fit for purpose’ all the way down to the component level. We still use high-quality components and by offering a simplified system operation we minimize equipment failure and maximize our systems compliance for the life of the vessel. Benefits include: • No TRO sensors which can interrupt the ballasting / de-ballasting operations • Options for gravity ballasting and gravity de-ballasting directly from the tanks with no-filter operation using the EcoOne™ or EcoOne Hybrid™ • No need to connect the Top Side Tanks with the DB Tanks on Bulkers (if not connected already) • No electrodes or complex power supplies • Very low power requirements, the lowest in the industry • Minimal crew involvement during system operation • Treatment of flow rates up to 16,200 m3/

hr. • Small footprint even for vessels with high flow rates • Simple, flexible design with no-filter, and hybrid filter/no-filter options available Ecochlor’s focus continues to be the building of an already strong foundation of reliability that has been established through continued oversite of our BWMSs. We have always offered unsurpassed service to our clients including shipboard visits twice a year (depending on ballasting operations) to handle chemical resupply. Our Chemical Resupply Team handles all the logistics for chemical resupply – from tracking chemical use with information supplied by the crew after every ballast operation, delivering chemicals to the port, and filling the chemical storage tanks for every Ecochlor system. During this time on board, new crew training and service maintenance can be coordinated for additional support to the ship’s crew. Our company is reshaping the way the industry is thinking about BWMS manufacturers. We have concentrated our efforts in after-sales services and support to ensure compliance for every shipowner that has an Ecochlor system on board their fleet of ships, in every time zone and by offering ‘real-time’ responses to our customers. Are there any new developments with Ecochlor? Yes, quite a bit actually. We have expanded after-sale installation op-

tions to offer a turnkey solution for shipowners that includes integration engineering, shipping logistics, and installation oversite. This helps to ensure an easier, streamlined, worry-free installation experience. In April 2021, we announced the launch of EcoOne™, a filterless BWMS and the EcoOne Hybrid™. Our new generation of BWMSs have the benefit of being less costly without sacrificing anything in both reliability of the system and our high service standards The EcoOne™ BWMS is the answer to the problems shipowners have had that are long associated with some filters, especially in turbid waters. The EcoOne™ has even fewer components; therefore, easier for the crew to run. It has low power needs and requires less space for installation. In addition to these benefits to the crew, a retrofit can be completed 25% faster when compared to a standard BWMS with filter and could eliminate as much as a week in time needed for the installation of the system. The system also requires less material and equipment costs, with as much as 40% savings in piping and between 30 to 50% less cabling in addition to some owner’s supplied equipment. We received IMO BWMS Code Type Approval in September 2021 for the EcoOne™, demonstrating compliance with the most recent, stringent testing standards. We also submitted our application for USCG Type Approval with the expectation of receiving our amended certification by the end of the year. A description of our three product lines includes:

Ballast Water Management System

The wait is over. . . FILTERLESS

EcoOne™ Ballast Water Management System

IMO Type Approved USCG Type Approval Pending A revolutionary, cost-effective, filterless ballast water management system with the same high performance as the original Ecochlor® BWMS, just simpler and more reliable! www.ecochlor.com/EcoOne

Choose Ecochlor. Choose Peace of Mind.

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• Ecochlor® BWMS (Filtration & ClO2): Vessels operating this system can operate anywhere in the world with no restrictions when it comes to temperature, salinity, or turbidity. • EcoOne™ BWMS (ClO2 alone): Vessels operating this system can operate anywhere in marine and brackish waters (i.e., ≥ 1PSU) and with no restrictions on temperature or turbidity. • EcoOne™ Hybrid BWMS (Dual mode filtration & ClO2 or ClO2 alone): This system will allow shipowners to operate their BWMS either with or without a filter. This option will be suited for shipowners who wish to have the flexibility of unrestricted operation globally, with the convenience of a no-filter sys-

tem. Vessels that already have an Ecochlor BWMS with filters installed can upgrade to the Hybrid option with minimal cost. Have you faced any kind of adversity and challenge that arose from the outbreak of the Covid-19 pandemic? The early challenges were centered on coordinating the logistics of our retrofit program with shipyard shutdowns and mandatory quarantines. Fortunately, the impact upon our company was minimal because we acted early to ensure our vendors were on schedule to get our parts to us within deadline. We also quickly brought forward our plans for expanded service locations

and chemical resupply capabilities in order to compensate for the travel bans and other restrictions. We have our own service engineers located throughout the USA, Europe and Asia, and are continuing to strengthen our inhouse team, which is further supported by carefully selected Authorized Installation and Service Providers. Today, we provide our client’s an even stronger, more robust supply and service network offering a fast response to our customer’s requirements. We are in more places and can offer better local support to our clients. Though mandated by the pandemic, we have invested in technology and workspace interactive changes and processes to build

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a more flexible and resilient workforce. We have had great success with our virtual offices and are instituting a long-term policy to allow our employees to work from home or utilize a ‘hybrid’ option of both office and home office work requirements. What lessons have been learned from the operation of your BWMS that can be shared with shipowners? Ecochlor is not new to the BWM marketplace, we are in our 20th Anniversary Year celebrating the start of the Company. Over that span of time, we have continually looked for ways to improve, not only our company, but our product line. We understand that any delay at port during ballast operations can impact the owner’s financial bottom line so our utmost concern is keeping their vessel in compliance. Through crew feedback on every ballast operation, Ecochlor has confirmed over 98% of its BWMSs are fully operational. Some of the feedback we have received from our customers is that CAPEX is not the defining reason for buying a BWMS. They are looking closely at OPEX, as well as what quality of equipment they are getting for their money. Additionally, questions they have asked me are, “Is the system supported by service? Can I get the spare parts I need quickly? Is the company keeping their regulatory requirements updated?” Some shipowners have learned through experience that non-compliance can be a very expensive gamble. At the end of the day, no one wants to worry about the reliability of their BWMS when the ship is in port or whether or not Port State Control is going to report you for non-compliance.

Lastly, from my discussions with shipowners they shared that crew training and the need for a simple to operate BWMS has become an important concern over the past few years. Sometimes, a system is harder for the crew to operate correctly in varying waters or that ship’s crew didn’t understand the BWMSs type approval limitations. Chlorine dioxide is effective in all waters types and does not require adjustments in the BWMS operation based on salinity, temperature or turbidity of the water making it a very simple system to operate. Therefore, when shipowners are faced with their 2nd round of purchases for vessels that need retrofits in the future, they choose Ecochlor for those vessels as well.

number of chemical storage hubs and resupply locations strategically positioned around the globe. We have further expansion plans to develop resupply ports on all major shipping routes. Other practical challenges include keeping our component deliveries on time, late dry-docking location decisions and tight schedules, as well as working with potentially inexperienced integration engineers/ yards’ contractors. Ecochlor’s preparation concerning the above includes multi-level solutions that lead to well-planned installations for our customers. It is easy to say all this, but we have made it a priority through pro-active planning to be able to achieve it!

What will the challenges for a BWMS manufacturer be for the future?

What is the company seeing with the ballast water treatment market, what trends are emerging?

Probably the greatest challenge for the manufacturer in the future will be the response to the upcoming BWMS retrofit demand and any “bottle-necks” in the process. For manufacturers that fall within the “top choice” of shipowners, such as Ecochlor, there will need to be a strong effort to continue to manufacture and service these vessel installations in a reliable way. We are continuously optimizing and growing our engineering, purchasing, service and sales departments as well as putting in streamlined operations in our production levels. In addition, our in-house Service and Chemical Operations Teams are supported by strategically placed Authorized Service Partners to ensure smooth installations, along with deliverables for our systems and spare parts worldwide. At the same time, we have a significant

We are already beginning to see consolidation within the BWMS sector and a few manufacturers have left the industry this past year. It is important for shipowners to research Makers to ensure that they are planning with long-haul strategies in place for a solid position in the world market now and into the future. With more than 20 years in the industry, we aren’t jumping in it for the short-term. We have implemented a number of new advances in the Company over the past few years through improved efficiency of our manufacturing processes and an expanded line of products and services. Our collaboration with other innovative maritime environmental business providers means we are more of a “Green Marine” solutions company rather than simply a BWMS Maker.

Awards

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NAFS | November 2021

Ecochlor Receives NAMEPA “2021 Marine Environment Innovation” Award The North American Marine Environment Protection Association (NAMEPA) has chosen Ecochlor, Inc. as the recipient of the “2021 Marine Environmental Innovation” award based on their new no-filter EcoOne™ and EcoOne Hybrid™ ballast water management systems (BWMSs). The Ecochlor EcoOne™ filterless and hybrid systems have the same, powerful, core treatment technology as the standard Ecochlor® BWMS, but they operate with less equipment and need less maintenance – providing an even longer life-cycle for the system. Less equipment means a reduction in Ecochlor’s environmental footprint, both in component manufacturing and shipping, as well as during system installation with as much as 40% savings in piping and 30 to 50% savings for cabling. “Key benefits of the EcoOne™ BWMS are the low energy consumption due to both the core technology not using power to create the disinfectant and the elimination of the filter, which also makes the system even more reliable and easier to use,” said Steve Candito, Ecochlor CEO. “Additionally, EcoOne™ has the capability to take advantage of gravity ballasting on intake and discharge, offering even further energy savings. With the lowest BWMS power consumption in the industry, EcoOne™ not only eliminates the spread of invasive species, but also reduces Green House Gas (GHG) emissions as compared to competing BWMSs. The EcoOne™ system supports our vessel owner client’s carbon neutrality goals and is considered a perfect match for future Zero-Emissions-Vessels which (at least in ports) could operate on battery power alone.” “We are so proud of the work that our recipients are doing and the incredible things they have accomplished,” stated Carleen Lyden Walker, Co-Founder and Executive Director of NAMEPA. “It is NAMEPA’s mission to provide a forum for this discussion and an honor to highlight their efforts, along with community partners who share our values to “Save our Seas”. The Awards were presented at NAMEPA’s Annual Marine Environment Protection Conference being held virtually on October 28, 2021.

PPG SIGMAGLIDE 1290 ®

The superior hull coating that delivers reduced power demand Our PPG SIGMAGLIDE 1290 fouling release coating generates proven improvements in vessel power. Based on a unique 100% pure silicone binder system, the coating provides instant low friction when the ship moves through the water and also very low adhesion of fouling organisms. This breakthrough technology keeps the hull completely smooth from the outset enabling the ship to glide seamlessly through the water. • • • •

Proven speed and power improvement Long-term smoothness due to surface regeneration Biocide-free for reduced environmental impact Optimal performance due to minimal speed loss over the operational period • Increased idle time due to improved slime- and fouling resistance and release

Visit ppgpmc.com or contact our office in Athens on +30 210 4110222 or CSMarine.gr@ppg.com

106 / Market NAFS | November 2021

news

Dinner in Honor of the Supporters of the International Propeller Club of the United States, Port of Piraeus Dinner in Honor of the Supporters of the International Propeller Club of the United States, Port of Piraeus. After a year of absence, a dinner in honor of the Supporters of the International Propeller Club, Port of Piraeus, took place on Thursday, 21 October at the Grand Hyatt Hotel in Athens. This was the first event for the new Boards of Governors of the Propeller Club of Piraeus, which complemented the Club’s recent Award as the Propeller Club Port of the Year. The dinner was attended among others by 4 former Presidents of the Propeller Club of Piraeus: Mr. Vlassis Katrantzos, Nikos Tsavliris, Antonis Faraklas and George Xiradakis. Since the dinner was not held in 2020 due to the pandemic, all Supporters during the last two years, 182 in total, were honored that night. Propeller’s Club General Secretary Ms. Danae Bezantakou initially welcomed the distinguished guests. “Our dinner may be delayed due to Covid, but I am very happy that it is finally taking place,” said the President of the Propeller Club, Costis Frangoulis. “As you can imagine, I have a special bond with Supporters as I was the President of the Fundraising Committee for two years.” Mr. Frangoulis added, “Your contribution is vitally important to the existence of the Club. I thank you sincerely for your great support in 2019 and during the difficult year of 2020. Although we could not organize the traditional AMVER Awards Gala last year, 147 companies supported the publication of our special commemorative album.” During his speech, Mr. Frangoulis announced that this year’s AMVER Awards Gala will be held with a limited number of guests on December 14, 2021. He also referred to the International Convention of the International Propeller Club scheduled to take place in Athens in September 2022. In welcoming the Club’s 65 most recent members, Mr. Frangoulis stressed that “the renewal of the Club’s membership has been one of my main priorities. We have welcomed many new members and cleared the inactive members, thus creating a refreshed core of active members who participate in the Club’s activities.” Mr. Frangoulis gave the floor to Mr. Kallianis, Governor and Chairman of the Fundraising Committee. After thanking the Supporters, Mr. Kallianis referred to the charity work of the Club, which has increased by 60% in the last two years and invited everyone to support the Club and its purposes once again. The evening ended with a short music program by singer and vocal teacher Julie Massino.

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