NAFS|March 2023 by NAFS magazine

nafs

ΚΩΔ. Γ.Γ 2229

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

Bimonthly Review for the Shipping Industry - March 2023, issue 151

Damianos & Costas Constantinou

MOORE GREECE

years leading the way

Yiannis Paraskevopoulos: The pioneer of Turbocharger repairs in Greece & Europe presents a new global innovation TURBOMED SA, the innovative technology company, that constantly leads the way offering the most reliable & high quality solutions in the field of ship engines turbochargers, proudly presents the new pioneering service of “Portable Dynamic Balancing” on-board. A significant problem with regards to the repair and maintenance of turbochargers is the difficulty and, in some cases, the non-availability of rotor balancing devices. Given the fact that the turbocharger plays a significant role in the smooth operation of the ship and the rotor shaft is a high speed rotating part of it, the balancing is considered absolutely necessary for the performance, as well as its life expectancy.

T: (+30) 210 4000111 | M: (+30) 6932210060 | turbomed@otenet.gr | www.turbomed.gr

Yourinnovative link to the solution The future of shipping.

TURBOMED SA, equipped with the innovative solution of flexible portable dynamic balancing device, -designed in order to respond effectively within an environment of high vibrations such as that of the ship’s engine room- solves

Do the results of vibrations on the balancing device get affected by the rest of the vibrations and noise generated by the other machines in the engine room? No, the device does not get affected by external vibrations and noises. It is manufactured in such way in order to zero all vibrations & noises coming all sources other than the placed on the device rotor shaft during the

a major integrated repair problem, covering the total range of turbocharger’s

balancing. This device is designed and manufactured

balancing requirements of main & auxiliary engines.

specifically for TURBOMED SA for on-board use.

“A vision of many years is becoming a reality! The Portable Dynamic

Is this a portable device?

Balancing device is designed and manufactured exclusively for our company

Yes, it is portable and flexible, as it can easily get

for on-board use and beyond. This way we are able to restitute any damage

transported in the luggage of specialized technicians of

on board, even in the most remote parts of the planet”, pointed out the

TURBOMED SA. At the same time the balancing report is

President & CEO of TURBOMED SA Mr. Yiannis Paraskevopoulos.

being issued and remains on-board together with the rest of the service reports.

Now, the complete repair and balancing service is performed directly and efficiently inside the ship, without having to take the rotor off board – a time consuming and costly service. In fact, in cases of remote ports, where there is no infrastructure or specialized workshops suitable for balancing, this exclusive service is a great added value for the ship-owners & charterers as they save valuable time and therefore money. Starting from the specialized machine shop of TURBOMED SA in Piraeus, this C

new service of portable dynamic balancing on-board is also available at the company’s services stations in key ports around the world such as Constanta Romania, Lagos Nigeria, Limassol Cyprus, as well as all over Europe, USA, Asia & Africa.

CMY

Well trained and experienced engineers are always available to support the overhaul of ship engines turbochargers, transporting the balancing device on their luggage and providing balancing services on ships and power plants all over the world.

Are the safety rules met during process? TURBOMED SA holds all safety protocols and takes all necessary measures, using the most modern and advanced methods, in order to ensure the prevention of accidents and the maximum possible safety of individuals. Is it an economical solution? The “Portable Dynamic Balancing” service is the most advantageous solution, given the fact that it provides a high degree of immediate efficiency, effectiveness and quality. A full service package is offered on-board, covering the wide range of maintenance – service – balancing of turbochargers rotor shafts within the ship schedule and without any delay. For which engines is it suitable? This device combines excellent flexibility and ergonomics. It is suitable for all types of main & auxiliary engines, covering a wide range of needs and is able to balance new and used rotor shafts. Is it possible to cover an emergency need of a damage? Of course, it meets the needs for both scheduled overhaul and balancing, as well as an emergency breakdown service anywhere in the world 24/7. Is it exclusively providing services on-board? Not only. Shipping, on one hand, occupies the largest percentage of repairs, however this device is equally suitable and ideal for Shipyards where there are no dynamic balancing machines, for Power Plants and Oil & Gas Platforms.

Mr. Yiannis Paraskevopoulos, President & CEO of TURBOMED SA

www.oceanking.gr

NAFS magazine has been honored with The Ath. Vas. Botsis Foundation award - the most prestigious award in Greece for journalism - for the valid Shipping Report and its support to the Merchant Shipping.

Ted Petropoulos Head, Petrofin Research©

151

FEBRUARY - MARCH 2023

CONTENTS

P. & N. Doukas Publications

The journey towards carbon zero emissions.The situation up to now and prospects for the future COVER STORY Damianos & Costas Constantinou MOORE GREECE 60 years leading the way

INTERVIEW

Γιώργος Ξηραδάκης Πρόεδρος της Ένωσης Τραπεζικών και Χρηματοοικονομικών Στελεχών Ελληνικής Ναυτιλίας & Ιδρυτής και Διευθύνων Σύμβουλος της εταιρείας XRTC

Οι Έλληνες Τραπεζίτες έχουμε την τεχνογνωσία να υποστηρίξουμε την θαλάσσια οικονομία

Μελίνα Τραυλού Πρόεδρος, Ε.Ε.Ε

Φάρος σταθερότητας η ναυτιλία SPECIAL REPORT

zero

34 46

International Maritime Organization INTERCARGO International Chamber of Shipping European Community Shipowner’s Association Shipping Deputy Ministry, Cyprus Cruise Lines International Association American Bureau of Shipping (ABS) Bureau Veritas Det Norske Veritas(DNV) Lloyd’s Register Accelleron RINA OCEANKING The Marshall Islands Registry ZERO NORTH

Κ. Δούκας | Τά τάνκερς κερδίζουν πολλά

N. Δούκας | Ενδυναμώνονται οι σχέσεις Κίνας – Ελλάδος για ανάδειξη του Πειραιά ως Ναυτιλιακό Κέντρο

Π. Δούκας |Μείζον θέμα η απανθρακοποίηση της ναυτλίας

100 Υποτροφίες από την Ένωση Ελλήνων Εφοπλιστών

Η BMS United, η Bunkernet και η SBI δημιουργούν την Baseblue

Το Propeller Club Πειραιά ανακοινώνει δωρεές & υποτροφίες

Latsco Marine Management Enters Condition Based Maintenance Era

108 Market News

Dimitrios Fafalios

Chairman at INTERCARGO

Dry Bulk Shipping: Maintaining Sustainable Shipping During Decarbonisation

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.

ROSS MARINE

1, Charilaou Trikoupi Str., 185 36 Piraeus, Greece, Tel.: +30 210 4283741, Fax: +30 210 4511679 e-mail: rossmarine@rossmarine.gr, www.rossmarine.gr

6 / Ίσαλος Γραμμή

Ίσαλος γραμμή

NAFS | March 2023

Τά τάνκερς κερδίζουν πολλά

Στο break event οι ναύλοι των Bulk carriers και των πλοίων κοντέινερς, ανησυχία για το παγκόσμιο πληθωρισμό, την άνοδο των επιτοκίων και την παράδοση του πολέμου. Κώστας Δούκας, Δημοσιογράφος, Μέλος ΕΣΗΕΑ, Βραβείο Δημοσιογραφίας Ιδρύματος Μπότση

Ὁ παγκόσμιος πληθωρισμός καί οἱ προοπτικές παράτασης τοῦ πολέμου στήν Οὐκρανία, εἶναι δύο ἀγκάθια πού προβληματίζουν τήν ναυτιλία, μολονότι ἡ ναυλαγορά εἶναι πολύ καλή γιά τά τάνκερς, ὂχι ὁμως καί γιά τά μπάλκ κάρριερς καί τά πλοῖα κοντέϊνερς. Πράγματι, οἱ ναῦλοι τῶν δεξαμενοπλοίων βρίσκονται σέ καλά ἐπίπεδα. Διότι ἡ Εὐρώπη εἰσάγει μεγαλύτερες ποσότητες κρούντ ὂϊλ ἀπό μακρυνότερες ἀποστάσεις λόγω τῶν γνωστῶν κυρώσεων κατά τῆς Ρωσίας. Ὁ μέσος ὃρος τῶν ναύλων κυμαίνεται μεταξύ 40.000 καί 50.000 δολ. τήν ἡμέρα ἀναλόγως μεγέθους τοῦ πλοίου καί ἀποστάσεων. Οἱ Εὐρωπαῖοι πλέον ἒχουν ἐγκαταλείψει τό ρωσικό πετρέλαιο καί τό εἰσάγουν ἀπό μακρυνότερες ἀποστάσεις, ἀπό τόν Περσικό Κόλπο, τήν Ἰνδία καί τίς Ἡνωμένες Πολιτεῖες. Τώρα τά διϋλιστήρια, μή λειτουργούντων τῶν πετρελαιαγωγῶν, βρίσκονται πολύ μακριά καί αὐτό αὐξάνει τήν τιμή τοῦ μαύρου χρυσοῦ, μολονότι ἡ τιμή του κυμαίνεται σέ χαμηλά ἐπίπεδα γιά πολύ καιρό, γύρω στά 80 δολ. τό βαρέλι. Τό ρωσικό πετρέλαιο διοχετεύεται τώρα στήν Ἰνδία καί στά Ἀραβικά Ἐμιράτα, τά ὁποῖα ἒχουν δημιουργήσει στόλους, ὃπου διϋλίζεται καί ἐπαναπωλεῖται. Ἒτσι, ὑπάρχει προσφορά σέ λογικά ἐπίπεδα κι αὐτό διατηρεῖ τήν τιμή τοῦ πετρελαίου σέ λογικά ἐπίπεδα. Ἀντιθέτως, γιά τά μπάλκ κάρριερς οἱ ναῦλοι κυμαίνονται ἀπό τίς ἀρχές τοῦ χρόνου σέ χαμηλά ἐπίπεδα, κοντά στό brake even, ἢτοι στά 10.000 μέ 12.000 δολ. τήν ἡμέρα. Τό ἲδιο ἰσχύει καί γιά τά πλοῖα κοντέϊνερς. Διάχυτη ὃμως εἶναι καί ἡ ἀνησυχία γιά τόν παγκόσμιο πληθωρισμό, διότι ὃταν αὐτός ἀνεβαίνει, αὐξάνονται καί τά ἐπιτόκια. Ἒτσι τό χρῆμα φεύγει, κατά γενικό κανόνα, ἀπό τίς ἐπενδύσεις καί πηγαίνει στίς τράπεζες. Ἒτσι μειώνεται ἡ ζήτηση καί ἀρχίζουν νά ὑπάρχουν πιέσεις γιά τήν οἰκονομία, καθώς αὐξάνεται ἡ ἀνεργία. Στίς μεγάλες χῶρες (ΗΠΑ, Γερμανία κ.ἂ.) ἒχουν κλείσει πολλές μεγάλες ἐπιχειρήσεις καί ἐργοστάσια καί μειώνονται σταθερά τά ἐργατικά χέρια. Αὐτή ἡ ἀρνητική οἰκονομική ἐξέλιξη ἐπηρεάζει

ἂμεσα τήν ναυτιλία ξηροῦ φορτίου καί τά πλοῖα κοντέϊνερς, γι᾽αὐτό καί οἱ ναῦλοι εἶναι χαμηλοί. Διάχυτη εἶναι ἡ ἀνησυχία γιά τόν πληθωρισμό στίς ΗΠΑ, πού παραμένει σταθερά γύρω στό 7% μέ 8%, ἐνῶ ἡ Κεντρική Τράπεζα προτίθεται νά αὐξήσει κι ἂλλο τά ἐπιτόκια, κάτι πού θά προκαλέσει ἀλυσιδωτές ἀντιδράσεις στά χρηματιστήρια, στίς ἀγορές καί στήν ναυτιλία. Εὒλογη ἀνησυχία ὑπάρχει καί γιά τήν προβλεπομένη παράταση (τουλάχιστον γιά ἓνα χρόνο) τοῦ πολέμου στήν Οὐκρανία, μολονότι ἡ ναυτιλία ποτέ δέν ἒχει βγεῖ χαμένη ἀπό τίς διεθνεῖς ἀναταραχές. Ὼστόσο, ἡ παράταση ἑνός μεγάλου πολέμου, μέ ἐμπλοκή ὑπερδυνάμεων, ἐγκυμονεῖ πάντοτε τόν κίνδυνο γενικωτέρας ἀναφλέξεως ἐκ τῆς ἐπεκτάσεώς του καί μάλιστα μέ τό ἐνδεχόμενο μεγάλων καταστροφῶν λόγω τῶν πυρηνικῶν ὃπλων. Ἐξ ἂλλου δέν προβλέπεται κάποιο ὂφελος γιά τήν ναυτιλία ἐξ αἰτίας τῶν καταστρεπτικῶν σεισμῶν στήν Τουρκία (καί τήν Συρία δευτερογενῶς), μολονότι ἒχει πλήξει τό 1)4 τοῦ πληθυσμοῦ τῆς Τουρκίας, διότι ἡ χώρα αὐτή διαθέτει τά ἀναγκαία οἰκοδομικά ὑλικά (σίδηρος, τσιμέντα κλπ.) γιά τήν ἀνοικοδόμηση τῶν περιοχῶν πού κατεστράφησαν ὁλοσχερῶς ἀπό τούς σεισμούς. Ἡ ἀνοικοδόμηση τῶν περιοχῶν πού ἐπλήγησαν ἐκτιμῶνται σέ 100 δισεκατομμύρια δολάρια. Οἱ ναυτιλιακοί παράγοντες δέν ἀνησυχοῦν γιά σοβαρώτερες διαταραχές στήν ἰσοτιμία δολαρίου καί εὐρώ ἀπό την χρεωκοπία τῆς τραπέζης Σίλικον Βάλεϋ. Πιστεύουν ὃτι ἀν ἡ ἀμερικανική κυβέρνηση σταματήσει νά αὐξάνει τά ἐπιτόκια, κάτι πού εἶναι ἢδη ὁρατό, δέν πρόκειται νά διαταραχθοῦν περαιτέρω οἱ ἰσοτιμίες τῶν διεθνῶν νομισμάτων. Μικρή διακύμανση σημειώθηκε στήν ἰσοτιμία τοῦ δολαρίου καί τοῦ εὐρώ περί τά μέσα Μαρτίου, φθάνοντας τό 1,07 δολ. ἀνά εὐρώ, μέ τό ἐνδεχόμενο νά ὑπάρξει περαιτέρω μικρή αὒξηση 1 εὐρώ πρός 1,10 δολ. Αὐτή ἡ ἰσοτιμία ἲσχυε ὃταν πρωτοκυκλοφόρησε τό εὐρώ. Ἢδη ὁ Βρεταννός πρωθυπουργός καθησύχασε ἀπολύτως τό ἐπενδυτικό κοινό καί τούς καταθέτες, δηλώνοντας ὃτι δέν ὑφίσταται κανένας κίνδυνος.

8 / Ανεμολόγιο NAFS | March 2023

Νίκος Δούκας

Ενδυναμώνονται οι σχέσεις Κίνας – Ελλάδος για ανάδειξη του Πειραιά ως Ναυτιλιακό Κέντρο

Ανεμολόγιο

Δημοσιογράφος, Μέλος ΕΣΗΕΑ, Τιμητική Διάκριση Δημοσιογραφίας Ιδρύματος Μπότση

Συνεχίζονται οι πρωτοβουλίες για την ανάδειξη του λιμανιού του Πειραιά ως Διεθνές Ναυτιλιακό Κέντρο. Η πρωτοβουλία της Ένωσης Τραπεζικών & Χρηματοοικονομικών Στελεχών της Ελληνικής Ναυτιλίας με τίτλο «Διεθνοποιώντας το λιμάνι του Πειραιά ως Ναυτιλιακό Κέντρο» θα ενδυναμώσει τις πρωτοβουλίες για την προώθηση της ναυτιλιακής επιχειρηματικής κοινότητας. Στόχος της νέας πρωτοβουλίας είναι να υποστηρίξει τη συνεχή ανάπτυξη του Πειραιά ως Παγκόσμιο Ναυτιλιακό Κέντρο, βοηθώντας στην ανάπτυξη των ναυτιλιακών υπηρεσιών που προσφέρονται από δημόσιους και ιδιωτικούς φορείς. Η προσέλκυση του ενδιαφέροντος των χρηματοπιστωτικών αγορών είναι ο πυρήνας για την επίτευξη των παραπάνω στόχων. Στην προσπάθεια αυτή, ο Σύνδεσμος στηρίζεται από το Εμπορικό & Βιομηχανικό Επιμελητήριο Πειραιά που στο πλαίσιο των διευρυμένων αρμοδιοτήτων του, μοιράζεται τους ίδιους στόχους. Στο πλαίσιο της πρωτοβουλίας αυτής πραγματοποιήθηκε χθες γεύμα εργασίας στην ναυτιλιακή λέσχη Πειραιώς όπου επίτιμος προσκεκλημένος ήταν ο πρέσβης της Κίνας κ. Xiao Junzheng. Την εκδήλωση άνοιξε ο Γιώργος Ξηραδάκης, Πρόεδρος της Ένωσης Τραπεζικών και Χρηματοοικονομικών Στελεχών της Ελληνικής Ναυτιλίας ο οποίος τόνισε την ανάγκη αλλά και τις ευκαιρίες για ναυτιλιακή χρηματοδότηση. Από το 2000 οι Έλληνες εφοπλιστές έχουν παραγγείλει στα κινέζικα ναυπηγεία περισσότερα από 1300 πλοία. Το συνολικό ποσό για τα πλοία αυτά που έχουν καταβάλει Έλληνες εφοπλιστές ανέρχεται σε 60 δισεκατομμύρια $, και μόνο την τελευταία δεκαετία τα μισά νεόκτιστα πλοία έχουν χτιστεί στην Κίνα. Τα περισσότερα από αυτά τα πλοία έχουν χρηματοδοτηθεί από ευρωπαϊκές τράπεζες. Η έλευση της Bank of China στην Ελλάδα, αποτελεί ένα πολύ σημαντικό βήμα προκειμένου κι άλλες κινεζικές τράπεζες να ακολουθήσουν τον ίδιο δρόμο. Η εμπειρία των στελεχών των τραπεζών στην Ελλάδα είναι πολύ μεγάλη και αυτό θα βοηθούσε ιδιαίτερα στο να προσελκύσει ο Πειραιάς περισσότερες κινεζικές τράπεζες. Ο Πειραιάς είναι πολλά περισσότερα από ένα απλό κέντρο πλοιοδιαχείρισης και πλοιοκτησίας. Ο Πειραιάς είναι ένα διεθνές ναυτιλιακό κέντρο που εκτός από τις σχεδόν 1000 εταιρείες πλοιοκτησίας και πλοιδιαχείρισης υπάρχουν περισσότερες από 3000

— ABB Ability™ OneBox Marine Signals Monitoring ABB’s new digital solution to gather and record signals to improve efficiency onboard ABB Ability™ OneBox-Marine Signals Monitoring offers shipowners a new point of entry to digitalization, providing data about ship performance to improve efficiency, reduce fuel consumption and cut emissions. It is a simple, cost-effective solution to gather and record signals onboard a vessel with the ability of accessing and analyzing them from your office or mobile phone. • Easy installation by ship crew. • Minimized need for commissioning*. • Remote commissioning available. • Very fast implementation both on ship & on shore. • Future proof - Easy expansion of the system. • Connectivity to 3rd party systems. Increased insight and continuous learning about the ship performance enable smarter decision making to improve operational efficiency and reduce fuel consumption. Based on the information, shipowners can calculate fuel consumption and evaluate the possible need for further action to ensure compliance with the International Maritime Organization EEXI (Energy Efficiency Existing Ship Index) and CII (Carbon Intensity Indicator) targets.

— Simple – Cost Effective – Future Proof Option A MQTT over TCP TLS Security

ABB Cloud & Visualization

Customer Microsoft Azure Cloud & Visualization

Option B .csv file transfer

Customer On Premises Server

*Providing that installation and all information received are correct.

10 / Ανεμολόγιο NAFS | March 2023

Αναφορικά με τον Πειραιά η COSCO και ο ΟΛΠ θα αναπτυχθούν και θα συμπορευτούν μαζί με τις τοπικές κοινωνίες. Η Κίνα υποστηρίζει τη μετατροπή του Πειραιά σε διεθνές ναυτιλιακό κέντρο.Η Ελλάδα υλοποιεί τη στρατηγική της για την οικοδόμηση ενός σημαντικού διεθνούς κόμβου logistics. Η υψηλής ποιότητας ανάπτυξη του λιμανιού του Πειραιά είναι ένας απαραίτητος τρόπος για την Ελλάδα να ενισχύσει την εθνική της ανταγωνιστικότητα..

εταιρείες που στελεχώνουν δυναμικά το ελληνικό ναυτιλιακό cluster. Στη συνέχεια τον λόγο πήρε ο πρόεδρος του Εμπορικού και Βιομηχανικού Επιμελητηρίου Πειραιά κ. Βασίλης Κορκίδης ο οποίος μεταξύ άλλων τόνισε πόσο Πειραιάς είναι σημείο συνάντησης δύο παγκοσμίων παικτών της θάλασσας, τους Έλληνες εφοπλιστές και την κινεζική COSCO. Ο Πειραιάς αυτή τη στιγμή βρίσκεται στην Πέμπτη θέση στην κατάταξη των λιμένων της Ευρωπαϊκής ένωσης και στην ένατη θέση διεθνώς για Τρίτη συνεχόμενη χρονιά. Είναι γεγονός ότι η διοίκηση και οι άνθρωποι του ΟΛΠ-COSCO έχουν δεσμευτεί να συνεχίσουν με αφοσίωση και υπευθυνότητα τη δυναμική πορεία βιώσιμης ανάπτυξης του Λιμένα Πειραιά. Μια αναπτυξιακή πορεία στην οποία η επιχειρηματική κοινότητα του Πειραιά ανυπομονεί να συμμετάσχει, στη βάση μιας συνεργασίας, αφού «κοινός στόχος» είναι η ανάπτυξη του λιμανιού και η ανάδειξή του σε παγκόσμιο ναυτιλιακό κέντρο. Με βάση τα στοιχεία του Leading Maritime Cities 2022 (LMC) που δημοσιεύθηκαν στα μέσα Ιανουαρίου 2022, η Σιγκαπούρη έδωσε την πρώτη θέση στον Πειραιά στην κατηγορία «Shipping» και στη Σαγκάη για «Ports & Logistics» αντίστοιχα, ενώ έχασε κάποιο έδαφος στο «Maritime Οικονομικών & Νομικών». Με βάση τη συνολική βαθμολογία, ο Πειραιάς κατέλαβε την 12η και 1η θέση στην κατηγορία «ναυτιλία» ως ναυτιλιακό κέντρο, καθώς φιλοξενεί τον μεγαλύτερο εθνικό στόλο. Πρέπει να «χτίσουμε» στα συναισθήματα εκτίμησης που διατηρεί η κινεζική επιχειρηματική κοινότητα προς την ελληνική ναυτιλία, αλλά και στις γιγάντιες επενδύσεις των Ελλήνων Εφοπλιστών που ναυπηγούν εμπορικά πλοία σε κινεζικά ναυπηγεία.

Στην συνέχεια τον λόγο πήρε ο πρέσβης της Κίνας στην Ελλάδα κ. Xiao Junzheng. Ο κ. πρέσβης μεταξύ άλλων τόνισε την ανάγκη για την περαιτέρω σύσφιξη των δεσμών ανάμεσα στις δύο χώρες και την πολύ σημαντική σημασία που διαδραματίζει η ελληνική ναυτιλία όχι μόνο για την Ελλάδα και την Ευρωπαΐκή Ένωση αλλά και για την Κίνα. Ο κ. πρέσβης αναφέρθηκε στις μεγάλες δυνατότητες και ευκαιρίες μίας τεράστιας αγοράς. Ο Όμιλος Goldman Sachs δημοσίευσε πρόσφατα μια έκθεση που αναφέρει ότι η επιταχυνόμενη ανάκαμψη της οικονομίας της Κίνας θα τονώσει την παγκόσμια οικονομική ανάπτυξη. «Καθώς οι παγκόσμιες χρηματοπιστωτικές συνθήκες βελτιώνονται και το διεθνές εμπόριο αυξάνεται, η δευτερογενής επίδραση της οικονομικής ανάπτυξης της Κίνας θα είναι μεγαλύτερη. Η μεσαία τάξη της Κίνας αριθμεί σήμερα πάνω από 400 εκατομμύρια άτομα και αναμένεται να ξεπεράσει τα 800 εκατομμύρια τα επόμενα 15 χρόνια. Στο μέλλον, ο αριθμός των Κινέζων τουριστών που επισκέπτονται ξένες χώρες θα εκτιναχθεί σε σύγκριση με τα 300 εκατομμύρια που ταξίδεψαν στο εξωτερικό πριν από την πανδημία, γεγονός που θα δημιουργήσει νέες ευκαιρίες και σημεία ανάπτυξης για την τουριστική συνεργασία Κίνας-Ελλάδας.

«Το άνοιγμα είναι η υπόσχεση για την πρόοδο μιας χώρας και το κλείσιμο θα οδηγήσει αναπόφευκτα σε οπισθοδρόμηση» σημείωσε ο κ. πρέσβης. Η άνοδος είναι η βασική εθνική πολιτική της Κίνας, που οδηγεί την Κίνα στην επίτευξη ταχείας οικονομικής ανάπτυξης και στην κορυφαία ανάπτυξη της παγκόσμιας οικονομίας. Μπροστά στην αντιπαγκοσμιοποίηση και στον θόρυβο της «αποσύνδεσης και ρήξης των δεσμών, η Κίνα θα εμβαθύνει αταλάντευτα τις μεταρρυθμίσεις της και θα επεκταθεί το άνοιγμά του, ειδικά με τη σταθερή επέκταση του θεσμικού ανοίγματος, όπως οι κανόνες, οι κανονισμοί, η διοίκηση και τα πρότυπά του.

Πρόσφατα, η Κίνα δήλωσε ότι είναι πρόθυμη να ενεργοποιήσει τη Συνολική Συμφωνία Επενδύσεων μεταξύ Κίνας και ΕΕ. Η θέση της Κίνας ως «εργοστάσιο του κόσμου» θα γίνει πιο εδραιωμένη καθώς θα πραγματοποιηθεί ο μετασχηματισμός από το μοντέλο «Made in China» στο μοντέλο «Ευφυής Κατασκευή στην Κίνα». Καινοτόμες τεχνολογίες όπως τα ευφυή συστήματα και η πράσινη ενέργεια χρησιμοποιούνται επίσης ευρέως στη ναυπηγική βιομηχανία της Κίνας. Η Κίνα βασίζεται σε μεγάλο βαθμό στα ελληνικά πλοία για τη μεταφορά κινεζικών αγαθών στο κόσμο. Η προώθηση υψηλής ποιότητας ανάπτυξης για την κοινή κατασκευή της Πρωτοβουλίας “Belt and Road” είναι η επίσημη δέσμευση της Κίνας να προωθήσει την παγκόσμια ανάπτυξη και ευημερία και να οικοδομήσει μια κοινότητα με κοινό μέλλον για την ανθρωπότητα. Αναφορικά με τον Πειραιά η COSCO και ο ΟΛΠ θα αναπτυχθούν και θα συμπορευτούν μαζί με τις τοπικές κοινωνίες. Η Κίνα υποστηρίζει τη μετατροπή του Πειραιά σε διεθνές ναυτιλιακό κέντρο.Η Ελλάδα υλοποιεί τη στρατηγική της για την οικοδόμηση ενός σημαντικού διεθνούς κόμβου logistics. Η υψηλής ποιότητας ανάπτυξη του λιμανιού του Πειραιά είναι ένας απαραίτητος τρόπος για την Ελλάδα να ενισχύσει την εθνική της ανταγωνιστικότητα. Το λιμάνι του Πειραιά απότελεί εξαιρετικό σημείο διέλευσης από τη Μεσόγειο προς την ατλαντικό και άνω και από την ερυθρά θάλασσα στον ινδικό μέχρι και την μαύρη θάλασσα. Είναι ένα λιμάνι ζωτικής σημασίας για την ενίσχυση της διεθνούς οικονομικής εμπορικής και γεωπολιτικής θέσεις της Ελλάδας. Ο κύριος πρέσβης θεωρεί απαραίτητο να κατασκευαστεί ένα μεγάλο βιομηχανικό πάρκο με βάση το λιμάνι του Πειραιά. Είναι πολύ σημαντικό να αξιοποιηθούν η περαιτέρω δυνατότητες ναυτιλιακής συνεργασίας. Ολοκληρώνοντας την ομιλία του ο κ. πρέσβης τόνισε ότι η Κίνα και η Ελλάδα αποτελούν σημαντικούς εταίρους στην κοινή πρωτοβουλία “Belt and Road”. Υπάρχει μακρά ιστορία από δύο σπουδαίους αρχαίους πολιτισμούς που ένας μαθαίνει από τον άλλον και σήμερα καλή συνεργασία και καλή θέληση μεταξύ των δύο λαών.

TECHNOLOGY TRENDS

Exploring the Future of Maritime Innovation Download your copy today at www.eagle.org/techtrends

12 / Πλώρη...

Πλώρη...

NAFS | March 2023

Μείζον θέμα η απανθρακοποίηση της ναυτλίας Παναγιώτης Δούκας

Δημοσιογράφος, Μέλος ΕΣΗΕΑ, Τιμητική Διάκριση Δημοσιογραφίας Ιδρύματος Μπότση Δεν ξέρω γιατί, αλλά το τεράστιο θέμα της απανθρακοποίησης της ναυτιλιακής βιομηχανίας, μου θυμίζει κατά κάποιον τρόπο τον μύθο της Λερναίας Ύδρας. Εκεί που κόβεις ένα κεφάλι και λες ότι ξεμπέρδεψες με αυτό, φυτρώνουν στην θέση του άλλα δύο. Ο χρόνος μέχρι το 2050 που είναι η χρονιά στοίχημα για μηδενικό αποτύπωμα άνθρακα είναι μικρός και εμείς βρισκόμαστε ακόμη στα πολλά ΕΑΝ. Αυτή την στιγμή που γράφονται οι γραμμές που διαβάζετε, τίποτα απολύτως δεν είναι σίγουρο. Και δεν μιλώ μόνο για το είδος του καυσίμου που θα επικρατήσει στα “πράσινα” πλοία, γιατί αυτό είναι σχεδόν σίγουρο ότι δεν θα είναι ένα και μοναδικό κάτι που σημαίνει ότι η ναυτιλία θα έχει μέλλον πολλαπλών καυσίμων. Δεν είναι σίγουρο πόσο ανταγωνιστικό θα είναι το κόστος των καθαρών καυσίμων σε σχέση με τα συμβατικά και τι κίνητρα θα δοθούν στους πλοιοκτήτες, δεν είναι σίγουρο αν θα προλάβουν να δημιουργηθούν οι κατάλληλες υποδομές στα “καθαρά” λιμάνια, δεν είναι σίγουρο ότι θα έχουν προλάβει να εκπαιδευτούν σωστά οι ναυτικοί και τα στελέχη των εταιριών για να αντιμετωπίσουν τη νέα πραγματικότητα. Δεν είναι επίσης βέβαιο το ποσοστό της διαθεσιμότητας καυσίμων μηδενικού άνθρακα κυρίως λόγω του ότι η ναυτιλία θα πρέπει να ανταγωνιστεί με άλλες βιομηχανίες στο μέλλον για την απόκτηση αυτών των καυσίμων. Και η λίστα της αβεβαιότητας είναι πολύ μακριά και δεν ξέρω αν χρειάζεται να την εξαντλήσουμε σε αυτές τις γραμμές καθώς υπάρχουν αρμόδιοι φορείς που εργάζονται πυρετωδώς για την εξεύρεση λύσεων. Έχει ακουστεί ότι το καύσιμο του μέλλοντος για τη ναυτιλία είναι η συνεργασία (George Teriakidis, Area Manager, DNV Maritime -μεταφορικά πάντα). Μια συνεργασία που δεν αφορά μόνο τους πλοιοκτήτες αλλά και ναυλωτές, προμηθευτές καυσίμων, λιμάνια, φορτωτές και παραλήπτες φορτίου αλλά και κυβερνήσεις. Κι αυτό το τελευταίο - οι κυβερνήσεις -είναι που με προβληματίζει

πιο πολύ. Η πορεία προς ένα μέλλον μηδενικών εκπομπών είναι απτή, αλλά μόνο εάν μειώσουμε τον πολιτικό κίνδυνο, ο οποίος με τη σειρά του θα μειώσει τον επενδυτικό κίνδυνο και θα ξεκλειδώσει ευκαιρίες για όλους γράφει ο κ. Stuart Neil, Director of Strategy and Communications, International Chamber of Shipping. Δεν ξέρω πόσο ευέλικτες μπορεί να είναι ή να γίνουν οι κυβερνήσεις προκειμένου να δώσουν το πράσινο φως και ουσιαστικά να επικυρώσουν την όλη προσπάθεια απανθρακοποίησης εντός των προθεσμιών. Το μόνο σίγουρο είναι ότι βρισκόμαστε σε μια κούρσα ταχύτητας για να προλάβουμε την επίτευξη του στόχου μέχρι το 2050. Ενός στόχου που απαιτεί 1,4 τρισεκατομμύρια δολάρια σε επενδύσεις.(John Kokarakis PhD) και πρόσθετη εκπαίδευση 800.000 ναυτικών μέχρι τα μέσα της δεκαετίας του 2030 για να μπορέσει η ναυτιλιακή βιομηχανία να μεταβεί προς εναλλακτικά καύσιμα και τεχνολογίες χαμηλών και μηδενικών εκπομπών άνθρακα. (Fafalios Chairman Intercargo). Με άλλα λόγια έχουμε ακόμη δρόμο μακρύ και ανηφορικό και το πετρέλαιο απ’ οτι φαίνεται θα μας απασχολήσει ακόμη για πολλές δεκαετίες μέχρι να επιτευχθεί το απόλυτο μηδέν στις εκπομπές. Στο παρόν τεύχος το περιοδικό ΝΑΥΣ δημοσιεύει ένα πολύ αξιόλογο αφιέρωμα όσον αφορά την πορεία μας προς την απανθρακοποίηση με τον τίτλο “Zero”. Στις επόμενες σελίδες μπορείτε να διαβάσετε τις πολύ ενδιφέρουσες τοποθετήσεις και απόψεις θεσμικών, στελεχών και επιστημόνων της ναυτιλίας που προσεγγίζουν το θέμα σφαιρικά ελπίζοντας όλοι ότι τελικά θα βρεθεί ο τρόπος να νικηθεί η Λερναία Ύδρα και να φτάσουμε έγκαιρα την στιγμή που το τελευταίο κεφάλι (το κεντρικό κι αθάνατο), θα κοπεί και θα θαφτεί στη γη, για να μην ξαναζωντανέψει.

14 / Financial focus NAFS | March 2023

The position now – current operational fleet According to Clarkson’s WFR there are 255 vessels built up to date with alternative fuels of which 11 are Greek. It should be noted that there is currently a scarcity of data on the use of alternative fuels but we are beginning to get a clearer idea via available data.

By Ted Petropoulos, Head, Petrofin Research©

The journey towards carbon zero emissions. The situation up to now and prospects for the future There are numerous crucial questions to be asked regarding the transition to zero emissions. The most important one is where we stand now regarding shipping’s progress towards said goal. Let us firstly ask what exactly is this goal? IMO has set specific dates for the gradual reduction of emissions. By 2030 the objective is to reduce CO2 by 40% for shipping compared to 2008. The next milestone is in 2050 when CO2 emission reduction target is 70% compared to 2008 and 50% for all Greenhouse Gases. In the meantime EEDI phase 3 will come in effect which aims up to 30% reduction in carbon intensity for newbuildings. These dates are not far away at all. In fact, 2030 and even 2050 are really only a young bulker’s lifetime away. Decisions now will impact on the above dates and the future of shipping as an industry and in relation to shipping’s role towards climate change. The current fleet stands at about 3bn DWT and is expected to exceed 5bn DWT tons by 2050 (Man Energy Solutions). Thus, it would be useful to see where we stand now so that we can assess our rate of progress towards said goal.

According to UNCTAD, between 2012 and 2022 there was a reduction in carbon intensity. In particular, for container ships it fell by 21% and for dry bulk by 18%. Tankers’ decline, however, was only 1%. It should be noted that this reduction came to be by reducing speed rather than using alternative fuels. Latest EU Maritime Transport data report states that most ships calling in the EU have reduced their speed up to 20 % compared to 2008. Globally the reduction is of the order of 17% since the 2000s (Clarkson’s SIW). For example, in the Cape sector there was a reduction of approx. 0.5 knots in average speed in 2022. Thus, cutting speed has been the main source of emission reduction. In the Marine Benchmark’s Graph below, global emissions across all sectors rose by approx. 30% between 2011 and 2022 (Graph 1). However, taking into account that for the same period the global fleet has grown by 55% from 1.4bn DWT in 2011 to 2.2bn DWT in 2022 (Clarkson’s WFR). This implies that there was an actual reduction in the emissions per DWT ton. This was almost exclusively the result of speed reduction.

Headway Technology Group is your trustworthy solution provider of Fuel Gas Supply System, Low Flash-Point Fuel Supply System, Ballast Water Management System, Carbon Capture Storage and Utilization, Exhaust Gas Cleaning System, Bilge Water Treatment and more.

16 / Financial focus NAFS | March 2023

The situation with the orderbook – 2023 and beyond The Total Global orderbook for 2023 and beyond currently stands at 4733 vessels (of all fuels – Clarksons – WFR). Looking into top owner nations we have: Breakdown of orderbook by top owner nationality: Total Greek orderbook: 247 Total China’s orderbook: 888 Total Japan’s orderbook: 591 Regarding alternative fueled vessels in the orderbook, globally there are currently 224 orders for 2023 and beyond. Zooming in into

Graph 2

these, we observe that the Greek alternative fuel vessel orders are 15, China’s are 28 vessels and Japan’s 20 vessels. This underlies the doubts and insecurity in deciding which fuel to choose and whether to proceed with such new technology and the investment risks it might involve.

Conclusion It is self-evident that there is insufficient progress. The main reasons relate to the absence of alternative reduced and zero emissions technology currently and in the near future. To achieve such new technology available requires massive R&D. Who is motivated to provide such vast sums without any orders in place? Moreover, what is the likely cost of such new technology and who would pay for it? Given the large capital requirement involved, owners themselves are unlikely to have the resources and appetite in investing such capital into new unproven technology without long term employment that would secure a satisfactory ROI. Are charterers willing to provide such long term commitments? Are they prepared to share in the investment cost? I would think that charterers are unlikely to wish to be involved and would simply wait for owners to decide to invest into new technologies in view of the regulations. We also need to consider the possible role of state support. Just like with EVs where there are grants provided to reduce the cost of a new EV, the same could be done to enable owners to reduce the investment risk. Are states likely to provide such grants? There is talk of emissions fines being used to support R&D, but would the industry and consumers accept such high penalties affecting prices and how would the mechanism work? The banks have supported lower emissions related loans, but this alone is not a significant contribution if we are talking of a big increase in newbuilding costs. It would appear that despite the rhetoric, states are looking into emissions reduction in order to be seen to be doing something and as a tax measure. The recent Ukrainian war and its aftermath of high energy prices has actually resulted in more shipments of fossil fuels and a de-emphasis from emissions reductions. Hopefully, this will be redressed soon. Investment in fossil fuels, especially oil, is going up. The most recent example is Saudi Arabia (Aramco) that has stated they will expand into oil and gas production and exploration further after having reported a profit of more than $161bn through the sale of fossil fuel. This, admittedly, renders the 2050 landmark very difficult to achieve, as can be seen by IPCC’s prediction for substantial falling short of the target (Graph 2). There are also disagreements as to the applicability and adoption of EEDI and CII and other yardsticks, which delay the outlook towards the 2030 and 2050 goals. Moreover, there are also many who see the dual fuel ordered vessels as only a minor step in the right direction and hardly a game changer. Shipping is currently not looking as if it would hit the desired target. Owners prefer to wait and see which fuels will likely rise as viable alternatives or invest in current technology. New technology is still being tested. There is, however, an important increase in discussing and exchanging views and taking a more serious approach to the impending environmental impact. State emphasis shall shift from just issuing regulations and standards to the practical aspects of achieving them.

18 Cover story NAFS | March 2023

Damianos & Costas Constantinou

MOORE GREECE years leading

the way

Cover Story 19

NAFS | March 2023

ver its 60-year-old history, Moore has seen many times how the shipping industry and companies adopts to changes and it has used this experience to be able to offer a “roadmap” so that shipping companies can move forward quickly and with the minimum of costs and disruption. According to Costas Constantinou Managing Partner | Global Maritime Leader, “throughout our lifetime as Firm, we have never stood still. Innovation has been native to us for six decades and -as such- it is fully embedded in our culture. At the moment we offer a full range of accountancy and consulting services, primarily audit and assurance, tax consulting and assurance, governance risk and compliance services, accounting and bookkeeping. In addition to those services that are considered more ‘traditional’, we have developed innovative products and services”. Moore, formerly known as Moore Stephens, was founded in Greece in 1963 by Mr. Damianos Constantinou, one of the pioneers of the accounting profession in the country. Mr Constantinou was selected by Moore Stephens London to open one of its first offices outside England to serve its Greek clients. Moore was the first international accounting firm to come to Greece and for 6 decades Moore has been instrumental in the development of accounting, auditing and advisory services in Greece, while supplying the market with experienced executives in senior positions. The accumulated experience of the company is unique, making it the leading accounting services company in the shipping industry with a significant presence in other sectors such as media, hotels and tourism.

20 Cover story NAFS | March 2023

The partners of Moore Greece with Mr Richard Moore

Shipping companies are facing a period of change with new diverse challenges at the forefront, from technological developments and digital transformation to sustainability challenges, industry consolidation and increasing regulation. In addition, there are day-to-day needs such as access to finance, tax compliance and reliable financial reporting for decision making. How does Moore Greece support its clients in such a dynamic environment as shipping? Throughout our lifetime as Firm, we have never stood still. Innovation has been native to us for six decades and -as such- it is fully embedded in our culture. At the moment we offer a full range of accountancy and consulting services, primarily audit and assurance, tax consulting and assurance, governance risk and compliance services, accounting and bookkeeping. In addition to those services that are considered more ‘traditional’, we have developed innovative products and services. Our most recent launches were: • Maritime Accounting Software, which is an accounting and reporting solution based on EPICOR ERP that we tailored for the maritime sector along with Athens Technology Center • Financial Reporting Masterclass, an online suite containing short tutorials to tackle tricky financial reporting areas in maritime such as loan restructuring, compliance with covenants, impairment, dry docking and more, developed with SQLearn.

• Moore Maritime Index 2022, which went live last week and is a widely used free research tool that allows shipping companies to benchmark their running expenses, dry docking costs and TCE rates against those of similar vessels. • Last but not least, we are launching our own ESG assurance and advisory services. Maritime Accounting Software is a cloud-ready solution that provides shipowners, financial managers and accountants with the information they need to make real-time decisions. Give us more information on how exactly it works and what are its benefits? Maritime Accounting Software (MAS) is the result of a unique partnership between three leading companies to bring to the maritime industry a solution for their financial reporting. Built on Epicor ERP, a globally acclaimed, well-established, full suite ERP with thousands of global clients, customised by Moore Greece, a global shipping leader in accounting and auditing, with a decades-long association to the maritime industry and developed, maintained and supported by Athens Technology Center (ATC), Epicor Authorised Partner. MAS is a cloud-ready solution provides ship owners, CFOs and accountants, each, with the information they need for real time decision-making. It is designed so that users can navigate intuitively through a multi-company and multi-currency accounting data that

Cover Story 21 NAFS | March 2023

shipping companies generate and interfaces well with pre-existing software infrastructure. Being based on a world class ERP system, MAS offers unique capabilities to the shipping companies like automatic bank reconciliations, full integration with Excel and other software that enable finance departments minimize their workload and make it more robust and secure. It can interface easily with existing systems and the default customization by Moore ensures that all reports that are relevant to shipping are fully covered and therefore only minimal time will be needed for each company to customize it to their own needs. Its pricing is very competitive and since it is based on a successful ERP, all future technology development will be covered seamlessly with minimal effort. Technical support is provided locally by ATC, which is a leading Greek software company and an experienced Epicor partner is able to provide quick support to all technical matters. Recently released, the updated Moore Maritime Index (MMI) is a proprietary tool for statistics and analysis of ship operating costs and revenues and includes information on more than 1,500 ships, across more than 20 ship types. What are the newest findings that differentiate it from last year? The Dry Bulk sector reported significantly higher revenues across all vessel types compared to 2020, reaching up to +150% for Handy vessels. Total operating costs presented a slight increase of +6%

in all dry bulk categories. This is mainly attributed to an average increase of +4% in the crew costs, insurances increased by 12% on average, while stores, lubricants, repairs, maintenance and administrative expenses were also higher in 2021. Management fees are the only part of the operating expenses which were reportedly decreased compared to 2020. They dropped by 2% in smaller vessels and by 5% in the larger vessels. Overall, 2021 was a strongly profitable year for the bulk carriers’ sector. The Tanker sector, on the other hand, reported significantly decreased revenues compared to the prior year, since 2020 was a year of skyrocketed rates for the sector. The larger in size vessels were affected the most, with the VLCCs having reported a drop in the average daily income of up to 76%. As far as the operating expenses are concerned, their movement was different depending on the type of tankers. Small, Handys, Aframax and Panamax tankers reported an increase of 3% to 6% in operating expenses while Capesize tankers reported a small decrease compared to last year. The same picture is presented for the crew and insurance expenses, while management fees reported a significant decrease in the smaller tankers. We have also updated our studies that compare Operating Expenses with fleet size and vessel’s country of build and the 2022 results are consistent with what we found in the previous years. We are undertaking more studies and we will publish them as soon as we can as we believe that these provide useful insights to owners and managers alike to help them understand how operating expenses behave.

22 Cover story NAFS | March 2023

Costas Constantinou Managing Partner | Global Maritime Leader Moore Greece and SQLearn, joining forces, have designed and created a platform (Maritime Financial Reporting Masterclass) that aims to become the reference point for financial management professionals in the maritime industry. Certified by the American Bureau of Shipping (ABS), the platform hosts masterclasses based on adult education principles. What exactly does this collaboration mean and what can one gain from this platform? The Masterclasses provide a solution to the busy maritime finance executive who needs to keep abreast on all financial reporting requirements. By combining Moore Greece vast expertise as accountants and auditors in the maritime sector, with SQLearn’s creative and effective e-learning solutions, each masterclass is designed to provide a complete theory-to-practice application in less than an hour. As their target audience is the professional who works in the industry, they provide practical answers to specific situations that are relevant to the shipping company. The masterclasses are presented by Moore Greece client facing partners, specializing in IFRS and US GAAP and enriched with multimedia elements, are offering a remarkable learning experience. Moreover, the Certificate of Attendance that is issued after the masterclass completion, is considered to provide a competitive advantage for the participants’ resumes. Additionally to all the above, the masterclasses offer an invaluable selection of tools and templates for attendees to download, customize and use, simplifying their everyday working routine. At the moment we have the following masterclasses available “Impairment of Maritime Assets”, “Maritime Assets held for sale”, “Monitoring and documenting Compliance with Loan Covenants” and “Accounting for Restructuring of Debt”. More will be published as the need arises. The shipping industry is now on tight schedules and very demanding to reduce emissions in order to achieve a greener

and cleaner environment. As a result, shipping companies are being called upon to meet new requirements related to environmental social and governance factors, the EGS as we all know it. What are the latest developments in ESG for shipping and how can MOORE help shipping companies meet and achieve these challenging goals? Demand for transparency on socially responsible practices is on the rise. Corporates are being held accountable to various stakeholders on the impact of their operations in the community and the world at large. ESG criteria have become an increasingly important topic for a list of core stakeholders ranging from companies, investors, financiers, customers, employees, and non-governmental organizations. ESG is one of the most important topics on the Board agenda these days. Key stakeholders are now expecting that ESG or Sustainability reporting will be part of a company’s ongoing reporting process and will form a key consideration for their relationship with the company. ESG performance is creeping into loan agreements, and it will not take long for financiers to consider compliance on specific metrics as a prerequisite to obtaining finance. Similarly other stakeholders such as insurers and charterers will demand compliance as their client’s ESG impact will affect their own ESG performance. Shipping companies will soon need to be able to show their ESG credentials on a consistent, accurate and auditable way and they will need to ensure that they are able to do so quickly and reliably. ESG reporting follows similar rules and principles as financial reporting and we have developed, with the help of our recently established Board of experts, a methodology and process to help them to do so in a cost-effective manner. Over our 60-year-old history we have seen many times how the shipping industry and companies adopts to changes and we have used this experience to be able to offer a “roadmap” so that shipping companies can move forward quickly and with the minimum of costs and disruption. We are all very excited with these developments and we look forward working with our clients together as it gives as a lot of satisfaction to see them “thrive in a changing world”.

MARITIME FINANCIAL REPORTING MASTERCLASS

Certified by:

24 / Συνέντευξη NAFS | March 2023

Mr.

Οι Έλληνες Τραπεζίτες Emmanuel Vergetis έχουμε την τεχνογνωσία να υποστηρίξουμε την θαλάσσια οικονομία

, is South Europe Senior Consultant,

Marine & Offshore for Lloyd’s Register

Η κατάρρευση της 16ης κατά σειρά μεγαλύτερης τράπεζας της Αμερικής, της Silicon Valley Bank, δημιούργησε πανικό στο τραπεζικό σύστημα. Πάρα πολύ γρήγορα τα απόνερα της χρεοκοπίας έφτασαν και στα παράλια της ευρωπαϊκής Ηπείρου, δημιουργώντας σοβαρό πρόβλημα και στην ελβετική Crédit Suisse. Άλλωστε η Silicon Valley Bank, δραστηριοποιούταν σε 13 χώρες όπως ο Καναδάς, τα νησιά Κέιμαν, η Κίνα, το Χονγκ Κονγκ, Ινδία, η Ολλανδία, το Ισραήλ, η Σουηδία, το Ηνωμένο Βασίλειο, η Αμερική, η Γερμανία κι άλλες χώρες. Κάποιοι τραπεζίτες μίλησαν για νέα Lehman. Κάποιοι άλλοι θεωρούν ότι οι σοβαρές επιπτώσεις θα παραμείνουν στην Αμερική και κάποιοι ακόμα πιστεύουν ότι η Ευρώπη δεν θα έχει ουσιαστικό πρόβλημα. Μία σειρά από λάθη οδήγησε στην κατάρρευση της τράπεζας με ό,τι αυτό συνεπάγεται για τα χρηματιστήρια, τους καταθέτες αλλά και εν γένει το συστημικό τραπεζικό περιβάλλον. Πόσο όμως επηρεάζει η κατάρρευση αυτή την παγκόσμια ναυτιλιακή βιομηχανία; Το ερώτημα που προκύπτει είναι κατά πόσο η κατάρρευση μίας τράπεζας στην Αμερική και τα απόνερα αυτής της κατάρρευσης που έχουνε φτάσει στην Ευρώπη, μπορούν να επηρεάσουν την εξέλιξη μιας ναυτιλιακής βιομηχανίας η οποία ήδη χρηματοδοτείται με το σταγονόμετρο από τα παγκόσμια χρηματοπιστωτικά ιδρύματα. Για το θέμα αυτό αλλά και σοβαρά ζητήματα που αφορούν την ναυτιλιακή χρηματοδότηση καθώς επίσης και τα αναπτυξιακά σχέδια της Κίνας που θα φέρουνε οι ευκαιρίες στην Ελλάδα, θα μιλήσουμε σε αυτή την συνέντευξη με τον Πρόεδρο της Ένωσης Τραπεζικών και Χρηματοοικονομικών Στελεχών Ελληνικής Ναυτιλίας και ιδρυτή και διευθύνοντα σύμβουλο της εταιρείας XRTC κ. Γιώργο Ξηραδάκη.

Να πάρουμε τα πράγματα από την αρχή. Τι ακριβώς συνέβη και για ποιο λόγο κατέρρευσε μία μεγάλη αμερικανική τράπεζα αλλά και ποιες ήταν οι αιτίες ώστε τα απόνερα της κατάρρευσης να φτάσουν μέχρι τα ευρωπαϊκά παράλια; Η Silicon Valley Bank (SVB), είναι μια τράπεζα της οποίας το πελατολόγιο αποτελείται από νεοφυείς (start-ups) εταιρείες τεχνολογίας και βιοεπιστημών καθώς και επενδυτικές εταιρίες (venture capitals) οι οποίες χρηματοδοτούν τις νεοφυείς εταιρίες. Η SVB δέχθηκε καταθέσεις πολλών δισεκατομμυρίων δολαρίων από τον χώρο των venture capitals. Είναι χαρακτηριστικό ότι το 2019 οι καταθέσεις της ανέρχονταν στα 69 δις Δολλ.ΗΠΑ και στις αρχές του 2022 το ποσό αυτό ανήλθε στα 173 δις Δολλ.ΗΠΑ. Οι περισσότεροι καταθέτες της τράπεζας είχαν λογαριασμούς που ξεπερνούσαν τα 250.000 Δολλ.ΗΠΑ που είναι ασφαλισμένα από την ομοσπονδιακή κυβέρνηση. Έχοντας απόλυτη πεποίθηση ότι τα επιτόκια θα παραμείνουν σταθερά προχώρησε στην αγορά Αμερικανικών ομολόγων μακροπρόθεσμης διάρκειας και ομολόγων στεγαστικών δανείων MBS (Mortgage Backed Securities). Το πρόβλημα όμως δημιουργήθηκε όταν το ποσοστό των ομολόγων που αγόρασε ήταν τόσο μεγάλο ώστε να ανέρχεται στο 80% των καταθέσεων (την ώρα που για παράδειγμα το αντίστοιχο ποσοστό στις ελληνικές συστημικές τράπεζες είναι κοντά στο 15%). Τον τελευταίο χρόνο η τράπεζα αντιμετώπιζε πιέσεις. Η προσπάθεια της Federal Reserve να καταπολεμήσει τον πληθωρισμό μέσω της αύξησης των επιτοκίων καθώς και η μείωση χρηματοδότησης των νεοφυών επιχειρήσεων τεχνολογίας, που τους οδήγησε σε αύξηση της απόσυρσης των καταθέσεών τους, δημιούργησαν μεγάλο κενό στην SVB. Για να ικανοποιήσει τα αιτήματα των πελατών της, η τράπεζα

Want your machines to perform better? Don’t change oil. What if you could get cleaner oil in your application without having to change it? With RecondOil Box from SKF, you can use the same oil over and over again. In fact, you can get cleaner oil than ever before. Your machines can perform better, and at the same time, your oil can be transformed from a costly CO footprint into a sustainable asset. Don’t change oil. Change to circular use of oil.

#circularuseofoil

® SKF and RecondOil are registered trademark of the SKF Group. | © SKF Group 

26 / Συνέντευξη NAFS | March 2023

αναγκάστηκε να πουλήσει σχεδόν ολόκληρο το χαρτοφυλάκιο τίτλων της με απώλειες ύψους 1,8 δις Δολλ. ΗΠΑ.

και αφετέρου διαθέτει το κατάλληλο ανθρώπινο δυναμικό για να υποστηρίξει τη λειτουργία τους.

Όταν η SVB αποκάλυψε στους επενδυτές της την τεράστια απώλεια της καθώς και την αύξηση κεφαλαίου ύψους 2,25 δις Δολλ.ΗΠΑ με την έκδοση νέων μετοχών την Τετάρτη 15/3/2023, η βιομηχανία της τεχνολογίας πανικοβλήθηκε και οι νεοφυείς επιχειρήσεις έσπευσαν να βγάλουν τα χρήματά τους, με αποτέλεσμα να προκληθεί μαζική απόσυρση καταθέσεων (bank run). Οι πελάτες προσπάθησαν να αποσύρουν 42 δις Δολλ.ΗΠΑ – περίπου το 1/4 των συνολικών καταθέσεων της τράπεζας. Η πρόσκληση διαφόρων funds να αποσύρουν τα χρήματά τους από την τράπεζα προκάλεσε μεγάλο πανικό με αποτέλεσμα η SVB να γίνει η μεγαλύτερη τράπεζα που πτωχεύει από την οικονομική κρίση του 2008. Η αρχή Χρηματοπιστωτικής Προστασίας και Καινοτομίας στην Καλιφόρνια έκλεισε την τράπεζα και μέσα σε λίγες ώρες την έθεσε υπό τον έλεγχο του FDIC για να αποτρέψουν μια κρίση στο ευρύτερο τραπεζικό σύστημα. Η σχέση ομολόγων και επιτοκίου δανεισμού της Κεντρικής Αμερικανικής τράπεζας (FED είναι αντιστρόφως ανάλογη. Όσο τα επιτόκια δανεισμού ανεβαίνουν τόσο τα επιτόκια των ομολόγων πέφτουν. Καθώς πολλές τράπεζες έχουν μεγάλα χαρτοφυλάκια ομολόγων τα αυξανόμενα επιτόκια τα καθιστούν λιγότερο πολύτιμα. Αναμένεται ότι και άλλες μικρότερες τράπεζες στην Αμερική θα ακολουθήσουν τη SVB.

Πρόσφατα στην ναυτιλιακή λέσχη Πειραιά πραγματοποιήθηκε μία πολύ σημαντική εκδήλωση με δική σας πρωτοβουλία της ένωσης, με προσκεκλημένο τον πρέσβη της Κίνας στην Ελλάδα. Η σύσφιξη των δεσμών των δύο χωρών περνά οπωσδήποτε μέσα από την ναυτιλία. Ποιες είναι οι τελευταίες εξελίξεις σχετικά με το ελληνικό cluster, την Κίνα την ναυτιλιακή χρηματοδότηση, και το λιμάνι του Πειραιά;

Πόσο επηρεάζεται ή θα επηρεαστεί στο μέλλον ο κλάδος της χρηματοδότησης της ναυτιλιακής βιομηχανίας αν σκεφτούμε ότι ήδη πριν την κατάρρευση της αμερικανικής τράπεζας οι κάνουλες της ναυτιλιακής χρηματοδότησης ήταν ήδη περιορισμένες; Υπάρχει plan B; Οι Αμερικανικές τράπεζες δεν έχουν χαρτοφυλάκια στη ναυτιλιακή χρηματοδότηση εκτός από την Citibank, οπότε η κατάρρευση της SVB δεν θα επιφέρει καμία αλλαγή. Η υπόθεση όμως της Credit Suisse είναι διαφορετική. Ο μεγαλύτερος χρηματοδότης της Ελληνικής ναυτιλίας με χαρτοφυλάκιο 5,6 δις Δολλ.ΗΠΑ ήτοι το 10.65% της συνολικής χρηματοδότησης πωλήθηκε στη UBS η οποία δεν έχει σημαντική έκθεση στη ναυτιλιακή χρηματοδότηση. Κανείς δε γνωρίζει τι θα επακολουθήσει αφού ο νέος αγοραστής θα πρέπει να εξετάσει τη στρατηγική που θα ακολουθήσει. Θυμόμαστε όλοι την απόσυρση της RBS το 2015 με την αντίστοιχη πώληση του Ελληνικού χαρτοφυλακίου της ύψους 5 δις Δολλ.ΗΠΑ. Παρατηρούμε το τελευταίο διάστημα μία συντονισμένη προσπάθεια από τις κινεζικές τράπεζες να αποκτήσουν ένα πορτοφόλι της ναυτιλιακής βιομηχανίας. Ποιες είναι οι τελευταίες εξελίξεις γύρω από αυτό το κομμάτι και πως θα μπορούσαν να συμβάλλουν πραγματικά στην ναυτιλιακή χρηματοδότηση που τόσο πολύ οι εταιρείες την έχουν ανάγκη για να μεταβούν στην λεγόμενη πράσινη ναυτιλία; Διαχρονικά η Ελληνική ναυτιλία απολάμβανε της στήριξης των τραπεζικών ιδρυμάτων, των χρηματαγορών καθώς και επενδυτικών οργανισμών τόσο από την Ανατολή όσο και από τη Δύση. Τώρα πλέον, είναι έτοιμη να δεχτεί την εγκατάσταση νέων τραπεζών στο χώρο της ναυτιλιακής χρηματοδότησης αφού αφενός αποτελεί το μεγαλύτερο κέντρο πλοιοκτησίας στον κόσμο

Ο Πειραιάς είναι ένα διεθνές ναυτιλιακό κέντρο. Εκτός από τις 970 εταιρείες πλοιοκτησίας και διαχείρισης πλοίων, συνολικά 3.300 συνδεδεμένες με τη ναυτιλία εταιρείες υπάρχουν που διαμορφώνουν το ναυτιλιακό cluster του Πειραιά. Πράκτορες, Εταιρίες ανεφοδιασμού, Επιμελητήρια, Νυογνώμωνες, Επιμελητήρια, Ναυλομεσίτες, Ναυλωτές, Τράπεζες, Λογιστές, Τεχνικές Υπηρεσίες, Προμηθευτές, Ναυπηγεία και πολλές άλλες επιχειρηματικές κατηγορίες συνθέτουν ένα ολοκληρωμένο ναυτιλιακό κέντρο που είναι η ζωτική κινητήρια δύναμη στις παγκόσμιες αλυσίδες εφοδιασμού. Οι προοπτικές συνεργασίας μεταξύ των ελληνικών ναυπηγείων και προμηθευτών ναυτικού εξοπλισμού με τα κινεζικά ναυπηγεία συζητούνται συνεχώς μεταξύ των ενδιαφερομένων, καθώς υπάρχει μεγάλη ζήτηση μεταξύ των κινεζικών ομίλων για εξειδικευμένο προσωπικό με την απαραίτητη υψηλού επιπέδου τεχνογνωσία στον ναυπηγικό και επισκευαστικό τομέα, καθώς και ναυτιλιακό κλάδο γενικότερα. Ο βασικός παράγοντας που συμβάλλει στην ανταγωνιστικότητα του ναυτιλιακού κέντρου Πειραιώς είναι το γεγονός ότι διαθέτει τον υψηλότερο βαθμό εμπειρίας και εξειδίκευσης σε ένα πραγματικά ανταγωνιστικό περιβάλλον. Φαίνεται πως το λεγόμενο ESG (environmental social and corporate governance) θα αποτελεί αν δεν αποτελεί ήδη κριτήριο βασικό για την χρηματοδότηση των ναυτιλιακών εταιρειών για την μετάβαση στην πράσινη ναυτιλία. Ποιες είναι οι τελευταίες εξελίξεις επάνω σε αυτό το κομμάτι; Οι νέοι κανονισμοί της ΕΕ για τη χρηματοδότηση βιώσιμων επενδύσεων, αποτελούν τη νέα πρόκληση που έχουν να αντιμετωπίσουν οι τράπεζες, αλλάζοντας σημαντικά τις στρατηγικές ναυτιλιακού δανεισμού. Τόσο οι τράπεζες όσο και οι ναυτιλιακές εταιρίες δέχονται ισχυρές πιέσεις τόσο από τις κανονιστικές αρχές όσο και από τους επενδυτές τους να εφαρμόσουν επιχειρηματικές πρακτικές που εναρμονίζονται με τις αρχές Περιβάλλοντος, Κοινωνικής Συνοχής και Διακυβέρνησης (ESG). Παρόλο που συχνά οι δείκτες ESG θεωρούνται «μη χρηματοοικονομικοί», οι επιδόσεις των εταιριών σε αυτόν τον τομέα επηρεάζουν την χρηματοπιστωτική ικανότητα των εταιριών. Έτσι η κλιματική αλλαγή προστίθεται στη λίστα των «κινδύνων» τους οποίους πρέπει να συνυπολογίσουν οι Ευρωπαϊκές τράπεζες προκειμένου να προχωρήσουν στη δανειοδότηση των ναυτιλιακών εταιριών. Μια νέα εξέλιξη όσον αφορά τους δείκτες ESG είναι οι ισχυρές ενδείξεις ότι αναδύεται ένα πιο εναρμονισμένο καθεστώς παγκοσμίως. Η τελευταία ρυθμιστική αρχή που ενθαρρύνει

28 / Συνέντευξη NAFS | March 2023

Οι εκδότες του ΝΑΥΣ, Πάνος & Νίκος Δούκας με τον Γιώργο Ξηραδάκη

αυστηρότερα πρότυπα είναι η Επιτροπή Κεφαλαιαγοράς των ΗΠΑ (SEC). Τον Μάρτιο του 2022, η Επιτροπή Κεφαλαιαγοράς των ΗΠΑ πρότεινε έναν κανονισμό που θα απαιτεί από τις εταιρίες που εκδίδουν μετοχές ή ομόλογα να κάνουν λεπτομερείς γνωστοποιήσεις σχετικά με το κλίμα σε τρεις τομείς: υλικές κλιματικές επιπτώσεις, εκπομπές αερίων θερμοκηπίου και στόχους ή σχέδια προς την «πράσινη» μετάβαση. Η κίνηση της Επιτροπής Κεφαλαιαγοράς των ΗΠΑ, η οποία θα μπορούσε να εφαρμοστεί φέτος, ωθεί τα πρότυπα αναφοράς των ΗΠΑ σε ευθυγράμμιση με τα πρότυπα που ορίζονται στην Ευρώπη. Η μετάβαση στην πράσινη ναυτιλία είναι δύσκολη. Όλοι συμφωνούμε πως χρειάζεται ένα νέο καύσιμο αλλά δε γνωρίζουμε ποιο είναι αυτό παρόλα αυτά η απανθρακοποίηση παίζει πρωταρχικό ρόλο στην ατζέντα των ναυτιλιακών εταιρειών και του ΙΜΟ. Πολλοί είναι εκείνοι που αποτιμούν σε αρκετά δισεκατομμύρια δολάρια το λογαριασμό για την πράσινη μετάβαση. Αλήθεια ποιος θα πληρώσει αυτά τα χρήματα και από που θα βρεθούν ώστε να μπορέσουν οι εταιρείες να πιάσουν τους στόχους του 2030 και το 2050; Η προσπάθεια της απανθρακοποίησης της παγκόσμιας ναυτιλιακής βιομηχανίας είναι μια υπόθεση που θα απαιτήσει τεράστια κεφάλαια. Οι Έλληνες πλοιοκτήτες με τη στήριξη των Ευρωπαϊκών κυρίως τραπεζών έχουν ήδη μπει στην προσπάθεια αυτή. Νέες παραγγελίες πλοίων με εναλλακτικά καύσιμα έχουν ήδη χρηματοδοτηθεί ενώ η ανανέωση του Ελληνικού στόλου, ο οποίος είναι από τους νεότερους παγκοσμίως, αποτελεί μια συνεχής διαδικασία. Έπειτα από πολυετείς προσπάθειες όλων των εμπλεκομένων φορέων, το Ευρωπαϊκό Κοινοβούλιο, μόλις πρόσφατα, ενέκρινε τη διατήρηση ειδικής διάταξης σχετικά με τη χρηματοδότηση πλοίων ως εξειδικευμένου δανεισμού. Η εν λόγω απόφαση σύμφωνα με την ECSA αναγνωρίζει την ανάγκη διασφάλισης της ανταγωνιστικότητας της ευρωπαϊκής ναυτιλιακής βιομηχανίας με την εισαγωγή ενός αποτελεσματικού πλαισίου για την προώθηση της χρηματοδότησης των πλοίων στην Ευρώπη. Η Επιτροπή και το Κοινοβούλιο αναγνωρίζουν το επίπεδο κινδύνου που συνδέεται με τη χρηματοδότηση πλοίων και έχουν θέσει στο τραπέζι αποτελεσματικά μέτρα για τις κεφαλαιακές

απαιτήσεις προκειμένου να διασφαλίσουν ότι οι ευρωπαϊκές τράπεζες διαθέτουν τα εργαλεία για να συνεχίσουν να δανείζουν τις ευρωπαϊκές εταιρείες και φυσικά μέσα σε αυτές, τις ελληνόκτητες ναυτιλιακές εταιρίες που αποτελούν τη μεγαλύτερη ευρωπαϊκή ναυτιλιακή δύναμη. Η επόμενη ερώτηση αφορά εδώ στο λιμάνι του Πειραιά και την ακτοπλοΐα. Σύμφωνα με τις μελέτες που έχετε πραγματοποιήσει όλα αυτά τα χρόνια φαίνεται ξεκάθαρα πως πλέον ο στόλος θα πρέπει να αντικατασταθεί. Ποιες είναι οι σκέψεις που συζητώνται αυτή τη στιγμή, πώς θα κινούνται τα νέα πλοία, με τι καύσιμο, που θα χτιστούν τώρα πια που τα τρία ναυπηγεία της Ελλάδος τα μεγάλα είναι σε ισχύ; Αλλά το κυριότερο ποιος θα χρηματοδοτήσει μία τέτοια τόσο σοβαρή για την Ελλάδα μετάβαση; Η ανάγκη ανανέωσης του Ελληνικού ακτοπλοΐκού στόλου είναι μία από τις μεγαλύτερες προκλήσεις που καλείται να αντιμετωπίσει ο κλάδος αφού το 50% των ελληνικών ακτοπλοϊκών πλοίων που είναι σήμερα δρομολογημένα, το 2035 θα είναι ηλικίας άνω των 40 ετών. Δυστυχώς όμως οι επενδύσεις στην Ελλάδα είναι μικρής κλίμακας για τη χρηματοδότηση και την κατασκευή νέων πλοίων με εναλλακτικά καύσιμα προκειμένου να επιτευχθούν οι στόχοι της ΕΕ για πλοία χαμηλών και μηδενικών εκπομπών. Οι περισσότερες από τις ακτοπλοϊκές εταιρίες επισκευάζουν ή και σε κάποιες περιπτώσεις χτίζουν τα πλοία τους στην Ελλάδα γεγονός που χρήζει ιδιαίτερης ευαρέσκειας και στήριξης από το κράτος αλλά και όλους τους δημόσιους φορείς. Η στήριξη αυτή προϋποθέτει την ανάπτυξη νέου εταιρικού προφίλ αυτών των εταιριών, την υλοποίηση των προϋποθέσεων που θέτουν οι χρηματοδότες στα νέα μοντέλα χρηματοδότησης συμπεριλαμβανομένων των ESG. Η συμμόρφωση αυτή είναι ο μόνος τρόπος για να προσεγγίσουν επενδυτικές και εμπορικές τράπεζες προκειμένου να αντλήσουν κεφάλαια. Η δανειακή χρηματοδότηση σε συνδυασμό με τη χρηματοδότηση μέσω ΕΣΠΑ και του προγράμματος ΝΕΑΡΧΟΣ η οποία θα δοθεί με τη μορφή υποστήριξης των επιχειρηματικών πλάνων στις εταιρίες, θα αποτελέσουν ικανές συνθήκες για τον νέο κύκλο ανάπτυξης της αγοράς που απαιτείται την ανανέωση του ακτοπλοϊκού στόλου.

PIONEERING THE SAFETY AND PERFORMANCE OF THE GAS VALUE CHAIN We were there at the start of seaborne gas transportation. And we’ll continue to apply our expertise through the energy transition, supporting the development of the fuels of the future. Learn more at marine-offshore.bureauveritas.com

Shaping a better maritime world.

30 / Υποτροφίες NAFS | March 2023

100 Υποτροφίες από την Ένωση Ελλήνων Εφοπλιστών

Πάνω από 80.000.000€ η προσφορά της Ένωσης Ελλήνων Εφοπλιστών στην ελληνική κοινωνία τα τελευταία μόνο χρόνια! Με ιδιαίτερη επιτυχία πραγματοποιήθηκε την Τρίτη 21 Μαρτίου 2023, η εκδήλωση της επίσημης παρουσίασης του Ετήσιου Προγράμματος Υποτροφιών Μεταπτυχιακών Σπουδών της Ένωσης Ελλήνων Εφοπλιστών, για το ακαδημαϊκό έτος 20232024, στη Ναυτιλιακή Λέσχη Πειραιώς. Η Ένωση Ελλήνων Εφοπλιστών, διαχρονικά, θέτει στο επίκεντρο του κοινωνικού της έργου τον τομέα της Παιδείας και την χορήγηση υποτροφιών, στηρίζοντας έμπρακτα και ουσιαστικά τη νέα γενιά. Στο πλαίσιο αυτό, το πρόγραμμα υποτροφιών της Ένωσης Ελλήνων Εφοπλιστών για το ακαδημαϊκό έτος 20232024, «+ΕΝΩΣΙΣ για την Παιδεία», προσφέρει 100 ΥΠΟΤΡΟΦΙΕΣ, για σπουδές στην Ελλάδα και στο Εξωτερικό, σε μεταπτυχιακά προγράμματα προδιδακτορικού επιπέδου, πλήρους μονοετούς ή διετούς φοίτησης. Η χορήγηση των 100 Υποτροφιών αποτελεί το πιο διευρυμένο πρόγραμμα υποτροφιών στην ιστορία της Ένωσης Ελλήνων Εφοπλιστών και αποτυπώνει έμπρακτα πως η ελληνική ναυτιλία και η ελληνική κοινωνία είναι πάντα μαζί! Αξίζει να σημειωθεί, ότι η Ένωση Ελλήνων Εφοπλιστών, μέσω του συλλογικού της οχήματος κοινωνικής αλληλεγγύης και μόνο τα τελευταία χρόνια έχει προσφέρει πάνω από 80.000.000 ευρώ στους τομείς υγείας, παιδείας, κοινωνικής πρόνοιας, επισιτιστικής βοήθειας, έργων δημοσίου ενδιαφέροντος καθώς και στην αντιμετώπιση κρίσεων. Κατά τον χαιρετισμό του στην εκδήλωση ο κος Γιάννης Πλακιωτάκης, Υπουργός Ναυτιλίας και Νησιωτικής Πολιτικής,

σημείωσε: «Κυρία Πρόεδρε της Ένωσης Ελλήνων Εφοπλιστών θα ήθελα να σας ευχαριστήσω για την τιμητική πρόσκληση σε μία πολύ σημαντική εκδήλωση, παρουσίασης των νέων υποτροφιών. Είναι γεγονός ότι η ελληνική ναυτιλία, πέραν του γεγονότος ότι αποτελεί ένα πολύ σημαντικό εθνικό κεφάλαιο, κατά την άποψή μου αποτελεί και τον μεγαλύτερο στρατηγικό πυλώνα της χώρας, συνεισφέροντας τα μέγιστα στην εθνική μας οικονομία και στην ανάπτυξη της πατρίδας μας. Το 2022 από το ισοζύγιο τρεχουσών συναλλαγών το εισρέον ναυτιλιακό συνάλλαγμα ξεπέρασε τα 23 δις ευρώ. Και επισήμως, λοιπόν, η ναυτιλία είναι ο σημαντικότερος πυλώνας ανάπτυξης της εθνικής μας οικονομίας. Επομένως, είναι σημαντικό, όχι μόνο να τον διατηρήσουμε, αλλά και να τον ενισχύσουμε. Για αυτό και τα προηγούμενα χρόνια, σε συνεργασία με την Ένωση Ελλήνων Εφοπλιστών λάβαμε πολλές και σημαντικές πρωτοβουλίες και, βέβαια, σε συνεργασία και με τα συναρμόδια Υπουργεία αναλάβαμε μέτρα ενίσχυσης της ανταγωνιστικότητας της ελληνικής ναυτιλίας, αλλά και διατήρησης του σταθερού θεσμικού πλαισίου, το οποίο αποτελεί και τον πυλώνα ανάπτυξης της ελληνικής ναυτιλίας. Επομένως, είμαστε υπερήφανοι για την ελληνική πλοιοκτησία, για την ελληνική ναυτιλία. Είμαστε, όμως, υπερήφανοι και για το σπουδαίο έργο, κυρία Πρόεδρε, που προσφέρετε στο κοινωνικό σύνολο. Για πολλές ναυτιλιακές οικογένειες η προσφορά στην πατρίδα, στην ελληνική κοινωνία είναι στάση ζωής. Και αυτό το αποδείξατε περίτρανα, ειδικά την περίοδο της πανδημίας, όπου αθόρυβα, όμως, αποτελεσματικά και πρακτικά η ελληνική

TURN UNCERTAINTY

INTO CONFIDENCE For the maritime industry, this is more than a moment of change. It’s a time for transformation. Never have the decisions it faces been so complex. Nor their consequences ever mattered more. As a trusted voice of the industry, DNV helps decision-makers throughout the maritime world to make purposeful and assured choices. From regulatory compliance, next generation fuels, vessel and operational optimization, to in-depth advice and insight, explore DNV’s solutions.

Learn more: dnv.com/maritime

32 Υποτροφίες NAFS | March 2023

(από αριστερά προς δεξιά) Αντιναύαρχος ΛΣ Γεώργιος Αλεξανδράκης, Αρχηγός ΛΣ - ΕΛ. ΑΚΤ / ΥΝΑΝΠ, κ. Ιωάννης Πλακιωτάκης - Υπουργός Ναυτιλίας & Νησιωτικής Πολιτικής, κ. Μελίνα Τραυλού - Πρόεδρος Ένωσης Ελλήνων Εφοπλιστών, κ. Αντώνιος Θ. Ν. Λαιμός - Αντιπρόεδρος ΕΕΕ, κ. Δημήτριος Φαφαλιός, Γραμματέας ΕΕΕ, κ. Κωνσταντίνος Καρούσης - Αναπληρωτής Ταμίας ΕΕΕ, κ. Κωνσταντίνος Κατσαφάδος Υφυπουργός Ναυτιλίας & Νησιωτικής Πολιτικής.

ναυτιλιακή οικογένεια στήριξε την πατρίδα μας σε μια περίοδο δύσκολη για την ελληνική, αλλά και την παγκόσμια οικονομία.

εφοπλισμό. Η προσφορά στην πατρίδα είναι συνεπής, αθόρυβη, με πίστη και αποτέλεσμα.

Θέλω, λοιπόν, να χαιρετήσω τη σημερινή σας πρωτοβουλία, που στηρίζει το πιο ζωτικό κομμάτι της ελληνικής κοινωνίας – τις νέες και τους νέους μας, που θέλουν να εξελιχθούν, που θέλουν να αναβαθμίσουν το επίπεδο μόρφωσής τους. Θέλω να σας συγχαρώ ιδιαίτερα, διότι επιβραβεύετε την αριστεία. Θέλω να σας συγχαρώ, διότι πρωτοπορείτε, δείχνετε μια πολύ μεγάλη ευαισθησία στα ζητήματα της Παιδείας μας και, βέβαια, είναι γεγονός ότι η πολύ μεγάλη πρόκληση για όλους μας, για το Υπουργείο, για την Ένωση, συνολικά για τη ναυτιλιακή κοινότητα είναι πώς θα προσελκύσουμε Έλληνες νέους στο ναυτικό επάγγελμα και ευρύτερα στη ναυτιλιακή διοίκηση. Πρωταρχικός μας στόχος παραμένει η ενίσχυση και η διατήρηση της ελληνικής ναυτοσύνης. Συγχαρητήρια κυρία Πρόεδρε. Να συγχαρώ και τα μέλη του ΔΣ της ΕΕΕ και να ευχηθώ σε όλους μας το μέλλον της ελληνικής ναυτιλίας να παραμείνει πρωτοπόρο σε παγκόσμιο επίπεδο. Ολοκληρώνω με κάτι που έχω πει και δημοσίως: εάν δεν υπήρχε η ελληνική ναυτιλία, δε θα υπήρχε – χωρίς υπερβολή – παγκόσμιο εμπόριο.»

Επιπλέον, ως κλάδος, Είμαστε, o μόνος, και με συλλογικό όργανο κοινωνικής αλληλεγγύης. Αξίζει να σημειωθεί ότι η ΕΕΕ, μέσω αυτού του οργάνου, έχει προσφέρει, μόνο τα τελευταία χρόνια, πάνω από 80.000.000 εκατομμύρια ευρώ, υλοποιώντας σημαντικά έργα σε ολόκληρη τη χώρα.

Η κα. Μελίνα Τραυλού, Πρόεδρος της Ένωσης Ελλήνων Εφοπλιστών, δήλωσε: «Σας ευχαριστώ που είστε μαζί μας σήμερα, στην επίσημη ανακοίνωση του ετήσιου Προγράμματος Υποτροφιών Μεταπτυχιακών Σπουδών της Ένωσής μας. Η σημερινή ημέρα είναι ημέρα ΣΥΝ-ΕΝΩΣΙΣ, τιμής και υπερηφάνειας. ΣΥΝ-ΕΝΩΣΙΣ, γιατί ελληνική ναυτιλία, Ένωση Ελλήνων Εφοπλιστών, σημαίνει και συνένωση της ναυτιλίας μας με την κοινωνία, θετικό πρόσημο για το κοινό καλό, για το καλό της πατρίδας μας. Η εθνική ευεργεσία είναι ιστορικά ταυτισμένη με τον ελληνικό

Η Παιδεία και το Πρόγραμμα Υποτροφιών, εδώ και τρεις δεκαετίες, βρίσκεται σε απόλυτη συνέπεια με το κοινωνικό αποτύπωμα της Ένωσής μας. Αναγνωρίζουμε την αξία, επιβραβεύουμε την αριστεία, τιμούμε, διαχρονικά, τη νέα γενιά. Για αυτό η σημερινή ημέρα, είναι ημέρα τιμής. Αλλά και ταυτόχρονα ανοιχτής πρόσκλησης συμμετοχής στο πρόγραμμα υποτροφιών μας. Είναι, όμως, και ημέρα υπερηφάνειας. Για τους συναδέλφους, που συνενώνοντας τις δυνάμεις μας, πολλαπλασιάσαμε τον ετήσιο αριθμό υποτροφιών της Ένωσής μας. Η Ένωση Ελλήνων Εφοπλιστών χορηγεί 100 υποτροφίες, για το έτος 2023. Το μεγαλύτερο πρόγραμμα υποτροφιών στην ιστορία της Ένωσής μας. Στηρίζουμε δυναμικά τις νέες και τους νέους της πατρίδας μας, που πιστεύουν στον εαυτό τους, επενδύουν στις δεξιότητές τους, ονειρεύονται, διεκδικούν τα θέλω τους, ακολουθούν το όραμά τους και εμείς είμαστε δίπλα τους. Το δικό μας, ηχηρό μήνυμα που στέλνουμε, από εδώ, από το κέντρο της παγκόσμιας ναυτιλίας, τον Πειραιά, σε ολόκληρο τον κόσμο, είναι ότι οι νέες και οι νέοι μας είναι το πρόσημο ΣΥΝ, είναι το ΣΥΝ στην ναυτιλία μας, το ΣΥΝ στην κοινωνία μας. Είναι το θετικό πρόσημο στο μέλλον μας.» Η εκδήλωση, τιμής ένεκεν, ολοκληρώθηκε με μηνύματα υποτρόφων της Ένωσης Ελλήνων Εφοπλιστών, του προηγούμενου ακαδημαϊκού έτους που αναφέρθηκαν στη σημαντικότητα του προγράμματος υποτροφιών της Ένωσης.

34 / Ένωσις Ελλήνων Εφοπλιστών NAFS | March 2023

Μελίνα Τραυλού: Φάρος σταθερότητας η ναυτιλία

Μετά από ένα χρόνο προεδρίας, η κα. Μελίνα Τραυλού, Πρόεδρος της Ένωσης Ελλήνων Εφοπλιστών επεσήμανε στην Ετήσια Τακτική Γενική Συνέλευση των μελών της ΕΕΕ ότι το 2022 ήταν μια χρονιά πολύ απαιτητική με πολλαπλές διεθνείς κρίσεις. Εν τούτοις η ναυτιλία λειτούργησε ως φάρος σταθερότητας. Η κα. Τραυλού στην ομιλία της ανέφερε τα εξής:

και παραγώγων πετρελαίου, καθώς και το 8% του στόλου μεταφοράς εμπορευματοκιβωτίων.

Αγαπητές και αγαπητοί συνάδελφοι, Κυρίες και κύριοι,

Είμαστε ένας σύγχρονος και νέας ηλικίας στόλος, που συνεχώς ανανεώνεται. Ο ελληνικός εφοπλισμός διαχρονικά τολμά επενδύει και πρωτοπορεί. Η ηγεσία μας εκτός από ποσοτική, είναι πλέον και ποιοτική.

Σας καλωσορίζω στη γενική συνέλευση της Ένωσής μας στο Ίδρυμα Ευγενίδου, τηρώντας την παράδοση τεσσάρων και πλέον δεκαετιών. Πέρασε ένας χρόνος από την ανάληψη της προεδρίας μου και θέλω να σας ευχαριστήσω για την εμπιστοσύνη και την υποστήριξή σας όλο αυτό το διάστημα.Το 2022 ήταν μια χρονιά πολύ απαιτητική. Αντιμετωπίσαμε και εξακολουθούμε να αντιμετωπίζουμε πολλαπλές, διεθνείς κρίσεις. Και σε αυτό το ασταθές παγκόσμιο περιβάλλον, η ναυτιλία λειτούργησε, για ακόμη μία φορά, ως φάρος σταθερότητας. Θεμελιακός εγγυητής της παγκόσμιας ναυτιλίας, παραμένει η ναυτιλία μας με τα 5.500 πλοία, η ηγέτιδα ναυτιλία των Ελλήνων. Θεματοφύλακας της, η Ένωση Ελλήνων Εφοπλιστών. Τα νούμερα μιλούν από μόνα τους. Εκπροσωπούμε το 21% της παγκόσμιας χωρητικότητας και το 60% της ευρωπαϊκής. Πιο συγκεκριμένα, σε παγκόσμιο επίπεδο ελέγχουμε το 25% του στόλου μεταφοράς χύδην φορτίου, το 31% του στόλου δεξαμενοπλοίων, το 23% του στόλου μεταφοράς Υγροποιημένου Φυσικού Αερίου (LNG), το 16% του στόλου μεταφοράς χημικών

Σε ευρωπαϊκό επίπεδο, ελέγχουμε το 80% των πλοίων μεταφοράς χύδην φορτίου, το 80% των πλοίων LNG και το 70% των δεξαμενοπλοίων.

Κυρίες και κύριοι, Η κυριαρχία μας στις θάλασσες είναι αναμφισβήτητη. Όπως αναμφισβήτητη είναι η ιστορική προσαρμοστικότητα μας σε κάθε νέα τάξη πραγμάτων. Που για εμένα, οφείλεται στην ενότητα, στην ατομική και συλλογική δυναμική μας και, βέβαια, στην μακροχρόνια τεχνογνωσία μας. Η υπεροχή μας είναι καθολικά και οικουμενικά αναγνωρισμένη. Στα Ποσειδώνια άκουγα από τις ξένες αντιπροσωπείες ότι εδώ, στην Ελλάδα χτυπά η καρδιά της παγκόσμιας ναυτιλίας. Και για να είμαστε ειλικρινείς και το μυαλό της παγκόσμιας ναυτιλίας. Εμείς, στείλαμε ένα ηχηρό μήνυμα προς κάθε κατεύθυνση. Το μήνυμα ότι ηγούμαστε των εξελίξεων, με πίστη στο όραμα και στην τεχνογνωσία μας. Αυτό πράττουμε καθημερινά. Η ναυτιλία μας είναι το παγκόσμιο σύμβολο εθνικής υπερηφάνειας μας. Είναι ένα εθνικό, υπερκομματικό κεφάλαιο, στρατηγικής σημασίας, με καταγεγραμμένα οφέλη για την οικονομία της πατρίδας μας. Kι εδώ τα νούμερα μιλούν από μόνα τους. 20 δισεκατομμύρια ευρώ είναι τα έσοδα της χώρας μας από

36 / Ένωσις Ελλήνων Εφοπλιστών NAFS | March 2023

το ναυτιλιακό συνάλλαγμα το 2022 και εκατοντάδες χιλιάδες οι θέσεις εργασίας, που προέρχονται από τις επενδύσεις μας, τόσο στην ναυτιλία, όσο και σε άλλους κλάδους της εθνικής οικονομίας. Είναι φυσικό, λοιπόν, η διατήρηση της ανταγωνιστικότητας του κλάδου να περιλαμβάνεται στην εθνική στρατηγική. Απόδειξη αυτού είναι ότι είχαμε την υποστήριξη της Πολιτείας για τη διευθέτηση των εκκρεμοτήτων με την Γενική Διεύθυνση Ανταγωνισμού της Ευρωπαϊκής Επιτροπής, που είχαν προκύψει σχετικά με το θεσμικό μας πλαίσιο. Η όλη διαδικασία ολοκληρώθηκε με την επικαιροποίηση του Νέου Συνυποσχετικού, μέσω της υιοθέτησης Πρόσθετης Πράξης, την οποία υπέγραψα με τον Πρωθυπουργό και τον Υπουργό Οικονομικών. Και, μάλιστα, με εξουσιοδότηση που μου παρείχε η συντριπτική πλειοψηφία του 93% της χωρητικότητας των διαχειριζόμενων από την Ελλάδα πλοίων. Μια ξεκάθαρη, έμπρακτη απόδειξη της συλλογικότητας και της ενότητας της ναυτιλιακής μας οικογένειας, η οποία είχε ως αποτέλεσμα να διατηρηθεί αλώβητο το θεσμικό μας πλαίσιο. Το Συνυποσχετικό δεν ήταν μια εύκολη αποστολή. Απαιτήθηκε σκληρή, καθημερινή, πολυεπίπεδη δουλειά μηνών, ώστε να ενημερώσουμε σφαιρικά τους θεσμούς. Να κατανοήσουν οι αρμόδιοι και οι υπεύθυνοι τα ιδιαίτερα χαρακτηριστικά του θέματος. Αγαπητές και αγαπητοί συνάδελφοι, Εμείς στη ναυτιλία έχουμε μάθει να μετατρέπουμε κρίσεις, αλλαγές, νέα δεδομένα, σε ευκαιρίες. Η εποχή που ζούμε έχει τα πάντα: κρίσεις, τεχνολογική επανάσταση, νέες ταχύτητες ενημέρωσης κι επικοινωνίας, υπερπληροφόρηση. Είναι μονόδρομος να ακούσουμε την εποχή και να την αξιοποιήσουμε προς όφελός μας. Είναι μείζονος σημασίας σε εθνικό, σε ευρωπαϊκό και διεθνές επίπεδο, να αντιλαμβάνονται, πρωτίστως η κοινωνία, αλλά και τα κέντρα λήψης αποφάσεων, τη σημαντικότητα του έργου της ναυτιλίας, αλλά και τα δεδομένα του κλάδου μας ανά εποχή. Έχουμε ζήσει κατ’ επανάληψη την στοχοποίηση μας, όπως συμβαίνει και τώρα με τη γεωπολιτική κρίση. Για να μην βρισκόμαστε μπροστά σε στρεβλώσεις και αδιέξοδα, πρέπει να φωτίζουμε τα πραγματικά δεδομένα. Και αυτό κάνουμε, εργαστήκαμε και εργαζόμαστε συντονισμένα, οικοδομώντας αποτελεσματικούς διαύλους επικοινωνίας. Παρουσιάζουμε συγκεκριμένες θέσεις και ολοκληρωμένα σχέδια δράσης για τον κλάδο μας. Διαφωτίζουμε ολιστικά, όλα τα κοινά, για τη στρατηγική διάσταση των υπηρεσιών που προσφέρουμε, κάτω υπό οποιαδήποτε συνθήκη και αν επικρατεί στον πλανήτη. Θα ήθελα να κρατήσουμε όλοι το μήνυμα ότι, η Ένωση Ελλήνων Εφοπλιστών είναι η δύναμή μας. Ήταν και είναι ένας αξιόπιστος, παγκοσμίου κύρους και βαρύτητας συνομιλητής σε όλα τα fora. Οι θέσεις μας, με την τεκμηρίωσή τους, απολαμβάνουν ιδιαίτερης απήχησης από τις εφοπλιστικές ενώσεις, αλλά και τους θεσμικούς διεθνείς οργανισμούς. Αναφερόμενη στο διεθνές περιβάλλον, θα ήθελα να σταθώ στα περιβαλλοντικά θέματα που συνεχίζουν να κυριαρχούν σε επίπεδο ΙΜΟ και ευρωπαϊκών θεσμών. Παρακολουθούμε τις διεθνείς διαβουλεύσεις για τη μείωση

των εκπομπών αερίων του θερμοκηπίου. Εργαζόμαστε για την επίτευξη συμφωνίας, για την αναθεώρηση της Στρατηγικής του ΙΜΟ και για την επιλογή ρεαλιστικών μεσοπρόθεσμων μέτρων. Παράλληλα, υποστηρίζουμε την πρόταση του Διεθνούς Ναυτικού Επιμελητηρίου (International Chamber of Shipping-ICS) για την υιοθέτηση στον IMO ενός παγκοσμίου οικονομικού μέτρου που θα βασίζεται σε ένα σύστημα συνεισφοράς (levy) ανά τόνο εκπομπών διοξειδίου του άνθρακα. Είναι θετικό το γεγονός ότι στην τελευταία σύνοδο της αρμόδιας Επιτροπής του ΙΜΟ καταγράφηκε σαφής προτίμηση προς αυτή την κατεύθυνση. Τώρα, στο θέμα της εφαρμογής, από την 1η Ιανουάριου, του λειτουργικού δείκτη Έντασης Άνθρακα (Carbon Intensity Indicator – τον γνωστό CII), έχουμε επισημάνει από την αρχή ότι απαιτείται αναθεώρηση. Προειδοποιήσαμε εγκαίρως, μαζί με τους διεθνείς οργανισμούς της ναυτιλίας, ότι η συμμόρφωση με τον δείκτη CII θα παρουσιάσει αδυναμίες. Έχουμε και εδώ, τη θετική έκβαση, ότι η μη συμμόρφωση δεν θα έχει τιμωρητικό χαρακτήρα και, αφού, βρισκόμαστε, έως το 2026, σε μια άτυπη περίοδο απόκτησης εμπειρίας, την αξιοποιούμε ως ευκαιρία. Προχωρήσαμε, ήδη, στη σύσταση ειδικής Ομάδας Εργασίας στο Διοικητικό Συμβούλιο, με στόχο να καταδείξουμε τις αδυναμίες του μέτρου, το οποίο τελικά αδικεί όλα τα πλοία. Συγκεντρώνουμε και θα αξιολογήσουμε τα δεδομένα, έτσι ώστε να διαμορφώσουμε και να προωθήσουμε προτάσεις που να μπορούν να βελτιώσουν τον κανονισμό και να μετριάσουν τις επιπτώσεις του. Τώρα, σε ευρωπαϊκό επίπεδο, το μεγαλύτερο μέρος της δραστηριότητάς μας αφιερώθηκε στις διαπραγματεύσεις για την ένταξη της ναυτιλίας στο EU ETS. Μετά από τις επιστάμενες ενέργειες μας, σε συντονισμό και με την Ένωση Ευρωπαϊκών Εφοπλιστικών Ενώσεων (European Community Shipowners’ Associations -ECSA), καταφέραμε την υιοθέτηση σημαντικών θέσεών μας στην τελική συμφωνία. Και αυτό συνέβη παρά τις αρκετές, αντίθετες τοποθετήσεις άλλων οργανώσεων. Η μεγαλύτερη επιτυχία μας είναι ότι αναγνωρίστηκε ο καταλυτικός ρόλος του commercial operator του πλοίου. Όπως και η ευθύνη αυτού για τη συμμόρφωση με το EU ETS, σύμφωνα με την αρχή «ο ρυπαίνων πληρώνει». Να υπενθυμίσω εδώ, ότι ήταν πρώτη η Ένωσή μας, το 2021, που έφερε αυτή την πρόταση στο τραπέζι. Επίσης, η ναυτιλία είναι ο μόνος κλάδος, από όσους συμμετέχουν στο EU ETS, για τον οποίο προβλέφθηκε δέσμευση πόρων. Διαθέτοντας μέχρι το 2030, πάνω από 1,5 δις ευρώ, στην απανθρακοποίηση του κλάδου. Συνεχίζουμε, όμως, να τονίζουμε προς όλες τις κατευθύνσεις ότι περιφερειακά μέτρα και, μάλιστα, αμιγώς εισπρακτικού χαρακτήρα, δεν είναι κατάλληλα για τη διεθνή ναυτιλία. Και επιμένουμε σε μία διεθνή λύση από τον ΙΜΟ. Μέσα στο 2023, όμως, έχουμε να αντιμετωπίσουμε και άλλες προκλήσεις. Αναφέρομαι στην εφαρμογή του ETS. Στόχος μας είναι, η υιοθέτηση πρακτικών λύσεων με τη λιγότερη δυνατή επιβάρυνση-οικονομικά και διοικητικά- των ναυτιλιακών εταιριών. Επίσης, θα διαμορφώσουμε προτάσεις για τις δράσεις που πρέπει να χρηματοδοτηθούν για την απεξάρτηση του κλάδου μας από τον άνθρακα, μέσω των πόρων που θα δεσμευτούν. Προτεραιότητα δίνουμε στη μείωση της διαφοράς κόστους μεταξύ εναλλακτικών και παραδοσιακών καυσίμων, ώστε να αποφύγουμε τον κίνδυνο στρέβλωσης του ανταγωνισμού. Η ελληνική ναυτιλία είναι προσηλωμένη στο στόχο της πράσινης

38 / Ένωσις Ελλήνων Εφοπλιστών NAFS | March 2023

ναυτιλίας, θέτοντας, όμως, δύο αδιαπραγμάτευτες παραμέτρους: Πρώτον, απαιτείται η συνέργεια όλων των εμπλεκόμενων μερών στην αλυσίδα της ναυτιλιακής δραστηριότητας, όπως οι παραγωγοί ενέργειας, οι κατασκευαστές μηχανών, τα ναυπηγεία. Και δεύτερον, και πάνω από όλα, απαιτείται η εγγύηση της ασφάλειας των ναυτικών και των πλοίων. Το μήνυμά μας είναι σαφές, Safety First. Μια παράμετρο που εμείς τοποθετήσαμε στην παγκόσμια ατζέντα, αφού κανείς δεν ακουμπούσε αυτό το ζωτικό θέμα. Επιπλέον, τη χρονιά που πέρασε, ενισχύθηκε περαιτέρω η συνεργασία μας με τους νηογνώμονες, όπου οι συστηματικές ενέργειές μας οδήγησαν στην αποτροπή υποβάθμισης των προτύπων ναυπήγησης για τα bulk carriers και tankers. Μια ακόμη επιτυχία σε επίπεδο ΙΜΟ, στην οποία συνετέλεσαν οι μεθοδικές προσπάθειες μας, είναι η απόφαση υποχρεωτικής δήλωσης του σημείου ανάφλεξης (flashpoint) για το παραδοτέο καύσιμο με ευθύνη του προμηθευτή. Μία εξέλιξη που θα βελτιώσει σημαντικά την ασφάλεια των ναυτιλιακών καυσίμων. Τέλος, βρισκόμαστε σε ανοιχτό διάλογο με τη RightShip, προβάλλοντας τις αδυναμίες του συστήματος αξιολόγησης που έχει αναπτύξει. Απαίτησή μας είναι μία δικαιότερη απόδοση του Safety Score και επομένως αποφυγή της αδικαιολόγητης υποβάθμισης των πλοίων μας. Κλείνοντας τον κύκλο των κυρίων θεμάτων που μας απασχόλησαν τη χρονιά που πέρασε, θα ήθελα να αναφερθώ σε ένα θέμα υψίστης προτεραιότητας για τη ναυτιλία μας. Την προάσπιση της ναυτοσύνης μας, σε συνδυασμό και με το εθνικό μας νηολόγιο. Η δύναμη της ελληνικής ναυτιλίας είμαστε όλοι εμείς. Είμαστε μία ανθρωποκεντρική ναυτιλία. Το ανταγωνιστικό μας πλεονέκτημα είναι οι άνθρωποί μας, στα πλοία μας και στις εταιρείες μας. Η περαιτέρω ανάπτυξη της ναυτιλίας μας προϋποθέτει επαρκώς εκπαιδευμένο και άρτια καταρτισμένο ανθρώπινο δυναμικό. Είναι, ωστόσο, απογοητευτικό το γεγονός ότι η ελληνική ναυτοσύνη δεν ακολουθεί αντίστοιχους ρυθμούς ανάπτυξης με τα άλματα της ελληνικής ναυτιλίας. Χρειάζονται άμεσες παρεμβάσεις, πριν η κατάσταση γίνει μη αναστρέψιμη. Απαιτείται ο εκσυγχρονισμός και ο μετασχηματισμός της ναυτικής εκπαίδευσης. Χρειάζεται να τεθεί στο κέντρο της προσοχής της Πολιτείας η αξιολόγηση και η ορθή αξιοποίηση των υφιστάμενων Ακαδημιών Εμπορικού Ναυτικού. H ναυτική εκπαίδευση είναι άρρηκτα συνδεδεμένη με τη γενικότερη συμμετοχή των νέων μας στο ναυτικό επάγγελμα. Και σε αυτό το πεδίο, οφείλουμε να ανταποκριθούμε στην εποχή με τα μέσα της εποχής. Να μιλήσουμε στα παιδιά μας στη γλώσσα τους. Να κατανοήσουν το στρατηγικό πλεονέκτημα της ναυτιλίας μας, ως επαγγελματικού κλάδου. Να αντιληφθούν τις προοπτικές και τα ποιοτικά χαρακτηριστικά του ναυτικού επαγγέλματος. Να επιλέγουν συνειδητά και με υπερηφάνεια την καριέρα του ναυτικού, ως ένα υγειές, ασφαλές και με προοπτική εργασιακό περιβάλλον. Ένα περιβάλλον που αναγνωρίζει και επιβραβεύει την αξία. Είναι ευθύνη μας, λοιπόν, να δουλέψουμε όλοι μαζί,

ναυτιλιακή κοινότητα και Πολιτεία, ενωμένοι, προς αυτή την κατεύθυνση. Μόνο με μια φωνή, θα διαφυλάξουμε και θα προάγουμε τη ναυτοσύνη του έθνους μας, ώστε να ανατραπεί η φθίνουσα πορεία που καταγράφει, τουλάχιστον ποσοτικά. Απαιτείται ένα εθνικό σχέδιο δράσης και όχι μεμονωμένες, αποσπασματικές πρωτοβουλίες, που δημιουργούν σύγχυση και όξυνση του θέματος. Στα παραπάνω, έρχεται να συνδεθεί η ανταγωνιστικότητα του ελληνικού νηολογίου. Ως χώρα, έχουμε ανάγκη ένα ισχυρό εθνικό νηολόγιο. Η σημαία, μάς εκπροσωπεί στα διεθνή fora και πρέπει να διατηρήσει και να ενισχύσει τη δυναμική της. Οι προτάσεις της ΕΕΕ είναι γνωστές, τεκμηριωμένες και ρεαλιστικές. Δεν υπάρχει άλλος χρόνος για χάσιμο! Και προς αυτή την κατεύθυνση εργαζόμαστε! Αγαπητές και Αγαπητοί συνάδελφοι, Συνειδητά και συμβολικά, επέλεξα να ολοκληρώσω την ομιλία μου, τονίζοντας την αξία και τη δύναμη της κοινωνικής αλληλεγγύης. Ο ελληνικός εφοπλισμός είναι ιστορικά ταυτισμένος με την εθνική ευεργεσία. Η Ένωση Ελλήνων Εφοπλιστών, και μέσω της ΣΥΝ-ΕΝΩΣΙΣ, έχει προσφέρει, τα τελευταία χρόνια, πάνω από 80.000.000 ευρώ για την υλοποίηση δράσεων στους τομείς της υγείας, της παιδείας, της πρόνοιας, της στήριξης των ευπαθών ομάδων και της αντιμετώπισης κρίσεων. Είναι καθήκον και ευθύνη μας, να συνεχίσουμε να προσφέρουμε, ακόμα πιο δυναμικά, στην πατρίδα. Γεμάτη υπερηφάνεια, σας ενημερώνω ότι σε μερικές ημέρες η Ένωση θα ανακοινώσει επίσημα το μεγαλύτερο πρόγραμμα υποτροφιών στην ιστορία της. Το 2023 χορηγήσαμε 100 υποτροφίες μεταπτυχιακών σπουδών σε νέες και νέους της πατρίδας μας! Με την κίνησή μας αυτή, τοποθετούμε στο επίκεντρο, της κοινωνικής μας προσφοράς την παιδεία, το πιο νευραλγικό κομμάτι της κοινωνίας, τη νέα γενιά. Επιβραβεύουμε την αριστεία, τιμούμε τα θετικά πρότυπα, θωρακίζουμε το μέλλον μας. Θέλω να ευχαριστήσω όλες και όλους τους συναδέλφους, που συμμετέχουν στο πρόγραμμα αυτό. Επίσης, επεξεργαζόμαστε ένα ολοκληρωμένο σχέδιο κομβικής προσφοράς στην υγεία. Που θα προστεθεί στο, ήδη, ισχυρό και αδιάλειπτο, κοινωνικό μας αποτύπωμα στον τομέα αυτό. Σας καλώ και σας προσκαλώ, όλες και όλους, ενωμένοι, να σταθούμε αρωγοί και να συνεχίσουμε το συλλογικό και αποτελεσματικό κοινωνικό μας έργο. Αγαπητοί συνάδελφοι, Η Ένωση μας είναι πιο ισχυρή από ποτέ. Σας ζητώ να συνεχίσετε να ενισχύετε την Ένωσή μας με την εγγραφή των πλοίων σας και να γίνετε αγγελιοφόροι του ρόλου της και στους συναδέλφους που παραμένουν μακριά μας. Η ισχύς εν τη ενώσει!

Ballast Water Management Systems

ONE STOP SOLUTIONS EcoOne® Filterless BWMS EcoOne® Hybrid BWMS EcoOne® Container Unit Engineered for reliability Easy for the crew to operate No TRO’s, electrodes or complex power supplies Very low power and carbon footprint No treatment or neutralization at deballasting Gravity ballasting and deballasting option Small footprint even for vessels with high flow rates up to 16,200 m3/hour Low overall installation cost: easy assembly, minimal piping and cabling CONTACT

Main Office of Ecochlor Greece Panos Smyroglou, VP of Sales & Marketing +30 201 7005836 greece@ecochlor.com

40 Market Report NAFS | March 2023

Η BMS United, η Bunkernet και η SBI δημιουργούν την Baseblue Η BMS United Bunkers, η Bunkernet και η SBI, κορυφαίες εταιρείες προμήθειας καυσίμων πλοίων, ανακοίνωσαν ότι έχουν συνάψει οριστική συμφωνία συγχώνευσης για τη δημιουργία της εταιρείας Baseblue. Αυτή η συγχώνευση των ισοδύναμων μερών θα οδηγήσει σε μια μεγαλύτερη και οικονομικά πιο ισχυρή εταιρεία που μπορεί να προσφέρει ολοκληρωμένες, αξιόπιστες λύσεις ενέργειας για τη θαλάσσια μετακίνηση σε ένα διευρυμένο πελατολόγιο. Σε μια εποχή αναταραχής στη ναυτιλία, η νέα εταιρεία θα μπορεί να προσφέρει ένα ευρύτερο φάσμα υπηρεσιών, συμπεριλαμβανομένων εναλλακτικών καυσίμων, έλεγχο εκπομπών ρύπων και ψηφιακής βελτιστοποίησης. Μια έμπειρη διοικητική ομάδα αποτελούμενη από μέλη των τριών αξιόπιστων εταιρειών που εξυπηρετούν κορυφαία πελατεία για περισσότερα από 30 χρόνια θα διαχειρίζεται τη Baseblue. Ο Lars H. Nielsen της BMS θα αναλάβει τη θέση του Διευθύνοντος Συμβούλου. Ταυτόχρονα, ο Γρηγόρης Γρηγορίου, Διευθύνων Σύμβουλος της Bunkernet, θα διοριστεί Chief Commercial Officer και ο Dave Gregory, Γενικός Διευθυντής της SBI, θα οριστεί Διευθύνων Σύμβουλος της Baseblue North Europe. O Αντώνης Ξηρός θα αναλάβει τη θέση του Chief Operating Officer και ο Νικόλας Αργυρού τη θέση Key Account Director. “Η Baseblue συγκεντρώνει τα κορυφαία χαρακτηριστικά από τις τρεις εταιρείες για την παροχή ευέλικτων και καινοτόμων λύσεων για τους πελάτες μας παγκοσμίως. Δεσμευόμαστε να προσφέρουμε πραγματική απαράμιλλη αξία και αίσθημα ασφάλειας”, αναφέρει ο Lars Nielsen, Διευθύνων Σύμβουλος της Baseblue. Η νέα εταιρεία θα έχει γραφεία στην Ελλάδα, την Αργεντινή, την Κύπρο, το Χονγκ Κονγκ και την Ολλανδία. Η ενοποιημένη εταιρεία θα απασχολεί πάνω από 80 άτομα. Η Baseblue συγκέντρωσε ειδικούς σε συγκεκριμένες αγορές, φέρνοντας την παγκόσμια τεχνογνωσία κάτω από ένα εμπορικό σήμα. Η ενιαία ομάδα έχει ένα ευρύ φάσμα γνώσεων στη θαλάσσια μετακίνηση. Θα προσφέρει ολιστικές και ολοκληρωμένες λύσεις ανεφοδιασμού καυσίμων και λιπαντικών, επιλογές για εναλλακτικά καύσιμα, συμβουλευτικές υπηρεσίες διαχείρισης κινδύνου και τη μοναδική υπηρεσία για την παρακολούθηση εξέλιξης της παράδοσης (post-fixing). Αυτή η συγχώνευση έρχεται σε μια περίοδο αναδιοργάνωσης για τη βιομηχανία της θαλάσσιας ενέργειας. Με την προσθήκη των ειδικών της SBI, η Baseblue βρίσκεται στην κατάλληλη θέση για να καλύψει από την αυξανόμενη ζήτηση για καθαρές, ανανεώσιμες πηγές ενέργειας. Η Baseblue θα βοηθήσει τους πελάτες της να πλοηγηθούν στη μετάβαση σε εναλλακτικά καύσιμα, καθώς ο ναυτιλιακός κλάδος προσπαθεί να μειώσει το αποτύπωμα του. «Με μια εξειδικευμένη ομάδα στα εναλλακτικά καύσιμα, η Baseblue μπορεί να παρέχει ενημερωμένη γνώση και καθοδήγηση σχετικά με τη διαθεσιμότητα και την προμήθεια εναλλακτικών καυσίμων για να βοηθήσει τις επιχειρήσεις να επιτύχουν τους στόχους μείωσης των εκπομπών ρύπων», λέει ο Dave Gregory. Η Baseblue βοηθά στην προμήθεια μελλοντικών καυσίμων, αλλά και έχει τη δυνατότητα να υποδικνύει το κατάλληλο καύριμο για τις ανάγκες κάθε πελάτη. Αυτή η ολοκληρωμένη προσέγγιση βοηθά τις επιχειρήσεις να κάνουν τη μετάβαση σε καθαρότερες, πιο βιώσιμες λύσεις. «Δεσμευόμαστε να καινοτομούμε διαρκώς», λέει ο Γρηγόρης Γρηγορίου. “Η Baseblue θα κατευθύνει τους πελάτες της σε πλήρεις ενεργειακές λύσεις. Στόχος μας είναι να τους καθοδηγούμε με ασφάλεια προς τους επιχειρηματικούς τους στόχους, προσφέροντας απρόσκοπτες λύσεις ενέργειας για τη ναυτιλία, αποτελεσματικά και ανταγωνιστικά.” Η συγχώνευση ισχύει άμεσα. Ωστόσο, θα υπάρξει μεταβατική περίοδος μέχρι το τέλος Μαρτίου. Πέρα από την αλλαγή ονόματος και λογοτύπου, οι πελάτες δεν θα αντιμετωπίσουν καμία αλλαγή στις καθημερινές λειτουργίες.

From project conception to decommissioning, bridge the gap with RINA. Make it sure, make it simple.

rina.org

42 Market Report NAFS | March 2023

Το Propeller Club Πειραιά ανακοινώνει δωρεές & υποτροφίες Σε μια ζεστή ατμόσφαιρα και με εξαιρετική επιτυχία πραγματοποιήθηκε τη Δευτέρα 23 Ιανουαρίου η κοπή πίτας του Propeller Club Πειραιά, στην αίθουσα εκδηλώσεων “Καρυάτιδες” του ξενοδοχείου Grand Hyatt, παρουσία 370 εκλεκτών καλεσμένων. Στην εκδήλωση δήλωσαν το «παρών» εκλεκτά μέλη του Propeller Club Πειραιά, αλλά και σημαντικές προσωπικότητες από τον ευρύτερο χώρο των επιχειρήσεων και της ναυτιλίας. Μεταξύ των παρευρισκόμενων ήταν ο Πρέσβης των Ηνωμένων Πολιτειών και Επίτιμος Πρόεδρος του Propeller Club, Πειραιά, George Tsunis, o Υπουργός Ναυτιλίας Γιάννης Πλακιωτάκης, η Υπουργός Παιδείας Νίκη Κεραμέως, ο Υφυπουργός Ναυτιλίας Κώστας Κατσαφάδος, οι εκπρόσωποι του ελληνικού κοινοβουλίου Κατερίνα Μονογυιού, Γιώργος Κουμουτσάκος και Νόνη Δούνια, ο Αρχηγός του Γ.Ε.Ν., Αντιναύαρχος Ιωάννης Δρυμούσης, ο Αρχηγός Στόλου Π.Ν., Αντιναύαρχος Δημήτριος-Ελευθέριος Κατάρας, ο Αρχηγός Λ.Σ. Γεώργιος Αλεξανδράκης καθώς και ο Πρόεδρος του Ν.Ε.Ε. Γιώργος Πατέρας. Κατά την έναρξη της εκδήλωσης, η Γενική Γραμματέας του Club, Δανάη Μπεζαντάκου, καλωσόρισε τους εκλεκτούς καλεσμένους και εξέφρασε τις ευχές της για τη νέα χρονιά. Εν συνεχεία, ο Πρόεδρος του Propeller Πειραιά, Κωστής Φραγκούλης ευχήθηκε με τη σειρά του για μια καλή χρονιά με ευημερία τόσο για τη Ναυτιλία όσο και για την Ελλάδα. Επιπρόσθετα, μίλησε ελπιδοφόρα και με θέρμη για τη διατήρηση των άριστων σχέσεων μεταξύ Ελλάδας και Ηνωμένων Πολιτειών και δεσμεύτηκε για τη συνέχιση και ανάπτυξη του φιλανθρωπικού έργου του Ρropeller, το οποίο βρίσκεται πάντα στην κορυφή των προτεραιοτήτων του Club, δηλώνοντας συγκεκριμένα: «Απόψε ανακοινώνουμε 17 δωρεές, 22 υποτροφίες και 4 τεχνικά σεμινάρια προς Ιδρύματα που επιτελούν σημαντικό έργο στη χώρα μας και προς τους αριστούχους νέους και νέες. Ένα πρόγραμμα αξίας 40% υψηλότερο από την προηγούμενη χρήση». Χαιρετισμό απηύθυνε επίσης ο Πρέσβης των Ηνωμένων Πολιτειών και Επίτιμος Πρόεδρος του Propeller Club, Πειραιά, George Tsunis, ο οποίος δήλωσε: «Είμαι περήφανος για το γεγονός ότι οι σχέσεις ΗΠΑ-Ελλάδας βρίσκονται στο υψηλότερο επίπεδο όλων των εποχών, χάρη στα κοινά ενδιαφέροντα που απολαμβάνουμε με την ελληνική κυβέρνηση και με οργανισμούς όπως το Propeller Club. Θα ήθελα να ευχαριστήσω τον Κωστή Φραγκούλη και το Διοικητικό Συμβούλιο για τη φανταστική συνεργασία κατά τη διάρκεια του περασμένου έτους και την οποία ανυπομονώ να συνεχίσουμε το 2023. Κρατώντας τις ελπίδες ψηλά για το νέο έτος, είμαι σίγουρος ότι η συνεργασία ΗΠΑΕλλάδας σε ναυτιλιακά θέματα θα είναι απαραίτητη για τις νέες παγκόσμιες προκλήσεις που θα αντιμετωπίσουμε μαζί» Ακολούθησε ο χαιρετισμός του Υπουργού Ναυτιλίας, Γιάννη Πλακιωτάκη, ο οποίος ανέφερε χαρακτηριστικά: «Η Ελλάδα ανήκει και εξαρτάται από τη θάλασσα. Η κοινωνία και μαζί με αυτήν και ο κόσμος της ναυτιλίας αναγνωρίζουν καθημερινά το διαρθρωτικό έργο που επιτελούμε. Γνωρίζουμε τις θετικές του επιδράσεις και είμαστε αποφασισμένοι όχι μόνο να το συνεχίσουμε, αλλά και να το βελτιώνουμε συνεχώς προς όφελος όλων μας». Τέλος, από τον χώρο της Παιδείας, η Υπουργός Νίκη Κεραμέως δήλωσε τα εξής: «Το Υπουργείο Παιδείας επιδιώκει τη στήριξη του τομέα της ναυτιλίας, του θεμελιώδους αυτού πυλώνα της οικονομίας μας, μέσα από σπουδές στην επαγγελματική και πανεπιστημιακή εκπαίδευση που λαμβάνουν υπόψιν τους τις πραγματικές ανάγκες του σημαντικού αυτού κλάδου. Ένα ενδεικτικό παράδειγμα: ιδρύσαμε πολύ πρόσφατα νέα Επαγγελματική Σχολή Κατάρτισης που ανάμεσα σε άλλες ειδικότητες προσφέρει και αυτήν του καραβομαραγκού».

44 Market Report NAFS | March 2023

Latsco Marine Management Enters Condition Based Maintenance Era Latsco Marine Management Inc received the Preventative Maintenance Program for Condition Based Maintenance (PMP-CBM) notation from ABS for a pioneering project that adopts predictive maintenance principles for equipment onboard vessels. Latsco’s LPG carrier Hellas Sparta will constitute a pilot vessel for the gradual transition of the fleet’s maintenance schedules to a new era of condition-based programs. The key element in the project is a Preventative Maintenance Program (PMP) based on a Condition Based Maintenance (CBM) approach. Equipment maintenance under CBM is conducted on a more frequent or real-time based measurement of operational parameters rather than on rigid time intervals in traditional Planned Maintenance programs. ABS reviewed and awarded the PMP-CBM notation for selected critical equipment on the Hellas Sparta including vibration analysis components and high-end infrared thermographic cameras. These systems complement monitoring techniques already onboard the Hellas Sparta including direct current (DC) insulation resistance measurements for polarization index calculations, air circuit breaker (ACB) tripping protection device inspections and health status/internal resistance measurements for selected critical batteries. “We are excited and welcome the LPG Hellas Sparta into this new era of optimum maintenance that increases safety, reliability and efficiency. We look forward to working with ABS along the way in our journey. Eventually, with the big data generated by these pieces of equipment, Latsco will be able to further improve operations with the use of artificial intelligence, especially with main engine and cargo plant systems. We are taking this journey one step at a time,” said Antonios Georgantzis, Latsco Chief Operating Officer. “The PMP-CBM notation offers vessel owners an avenue to potentially reduce unexpected maintenance-related costs and downtime, optimizing operations in the process,” said Patrick Ryan, ABS Senior Vice President, Global Engineering and Technology. “Like Latsco, we are committed to more efficient, safer and sustainable operations, and we are excited to support their entrance into this new chapter.”

GREEK HOSPITALITY

Celestyal Cruises

Best Cruise Line for Service

Ταξιδεύοντας χιλιάδες Ταξιδεύοντας επισκέπτες από χιλιάδες όλο τον επισκέπτες κόσμο στους απόγνωστούς όλο τον κόσμο αλλάστους και κρυμμένους γνωστούς θησαυρούς αλλά και κρυμμένους θησαυρούς We offer cruises with authentic Greek hospitality. Passionate, personal hospitality του Αιγαίου, προσφέροντας του Αιγαίου, την αυθεντική προσφέροντας ελληνική τηνεμπειρία αυθεντική ιστορίας, ελληνική πολιτισμού, εμπειρία ψυχαγωγίας ιστορίας, πολιτισμού, ψυχαγωγίας based on thousands of years of culture. Onboard cuisine and entertainment that και οινογαστρονομίας.και οινογαστρονομίας.

continues the story of each destination as we sail away to our next one.

χιλιάδες επισκέπτες από όλο κόσμο στους γνωστούς αλλά και κρυμμένους Στηρίζουμε έμπρακταΣτηρίζουμε και πολυδιάστατα έμπρακτα τηνΤαξιδεύοντας και εθνική πολυδιάστατα οικονομία και τηντις εθνική τοπικές οικονομία κοινότητες. και τον τις τοπικές κοινότητες. του Αιγαίου, προσφέροντας την αυθεντική ελληνική εμπειρία ιστορίας, πολιτισμού, ψυχαγωγ ΔιατηρούμεWe και αναπτύσσουμε Διατηρούμε την και τεχνογνωσία αναπτύσσουμε της ελληνικής την τεχνογνωσία κρουαζιέρας της ελληνικής μέσω της κρουαζιέρας εκπαίδευσης μέσω της εκπαίδευσης are a true specialist in destination cruising. Our cruise ships travel thousands of και ανθρωπίνου δυναμικούανθρωπίνου και της αξιοποίησης δυναμικούτων καιοινογαστρονομίας. ναυπηγοεπισκευαστικών της αξιοποίησης των ναυπηγοεπισκευαστικών μονάδων της χώρας μας. μονάδων της χώρας μας.

visitors from around the word to the known and hidden treasures of the Greek islands έμπρακτα και πολυδιάστατα την εθνικήμας, οικονομία και τις τοπικές κοινότητες. Είμαστε περήφανοι που Είμαστε δημιουργούμε περήφανοι προστιθέμενη πουΣτηρίζουμε δημιουργούμε γιαπροστιθέμενη την πατρίδα μας, αξία για την πατρίδα andαξία Easter Mediterranean.

Διατηρούμε και αναπτύσσουμε τεχνογνωσία της ελληνικής κρουαζιέρας μέσω της εκπαίδ πάντα σεβόμενοι το φυσικό πάνταπεριβάλλον σεβόμενοι το μεφυσικό γνώμονα περιβάλλον τη βιώσιμη μεανάπτυξη. γνώμονα τητην βιώσιμη ανάπτυξη. ανθρωπίνου δυναμικού και της αξιοποίησης των ναυπηγοεπισκευαστικών μονάδων Our company supports the national economy and the local communities wherever we της χώρα

operate, always respecting the περήφανοι natural environment and sustainable Είμαστε που δημιουργούμε προστιθέμενη αξία development. για την πατρίδα μας, πάντα σεβόμενοι το φυσικό περιβάλλον με γνώμονα τη βιώσιμη ανάπτυξη.

Proud Sponsor Posidonia Sea Tourism Forum 2023 celestyal.com

celestyal.com

Τηλέφωνο επικοινωνίας: Τηλέφωνο 216 400 επικοινωνίας: 9999 216 400 9999

celestyal.com Contact number: (+30) 211 1995176

celestyal.com

Τηλέφωνο επικοινωνίας: 216 400 9999

NAFS | March 2023

zero

International Maritime Organization

IMO GHG working group progresses work on revision of IMO climate strategy An IMO working group has made progress in developing the draft 2023 IMO Strategy on reduction of GHG emissions from ships. The Intersessional Working Group on Reduction of GHG Emissions from Ships (ISWG-GHG 14) met 20-24 March, with more than 750 registered participants from nearly 80 IMO Member States, and from international non-governmental organizations in consultative status with IMO and intergovernmental organizations. The meeting was held in person with remote hybrid participation. The Initial IMO Strategy on Reduction of GHG Emissions from Ships was adopted in 2018. The updated and revised Strategy is expected to be adopted by the Marine Environment Protection Committee (MEPC), which is the decision-making body, at its next 80th session 3-7 July 2023. A further Intersessional Working Group session will be held 26-30 June (ISWG-GHG 15).

Development of the revised GHG Strategy

Following its constructive discussions throughout the week, the Group agreed on a draft revised GHG strategy to be used as a basis for its continued negotiations at the next session on what will become the 2023 IMO Strategy on Reduction of GHG Emissions from Ships. The draft document developed by the Group contains several options for text and numbers, reflecting different proposals submitted on various parts of the draft 2023 IMO GHG Strategy, which will be further considered during the upcoming IMO climate meetings.

Mid-term GHG reduction measures

to deliver the levels of ambition and their potential impacts on States; and • discuss possible technical and economic elements, as well as other commonalities in the proposed measures, which may serve as building blocks for the basket of candidate mid-term measures - to be developed further as a priority under Phase III of the Work pPan. Proponents of candidate measures as well as relevant organizations, including UNCTAD, will be invited to submit and present their views and share data on the technical and economic elements of the proposals for candidate mid-term measures, and their possible combinations. A report would be submitted to the MEPC 80 session, following prior consideration by the ISWG-GHG 15 session.

Initial discussion on revenue collection and disbursement mechanisms potentially generated by a mid-term GHG reduction measure The Group had an initial discussion on revenue collection and disbursement mechanisms potentially generated by a mid-term measure. The Group noted that the consideration of this issue could be part of the further development of the basket of measures, and that further detailed discussions should take place under Phase III of the Work plan (to be initiated during MEPC 80), as appropriate.

The Group considered proposals for developing a basket of candidate mid-term GHG reduction measures, containing both technical and economic elements, in the context of Phase II of the IMO Work Plan for the development of mid-term measures. The Group noted the constructive progress made in this regard.

Phase III of the Work Plan envisages the development of (a) measure(s) to be finalized within (an) agreed target date(s).

The Group welcomed all relevant proposals submitted to this session and previous sessions. It agreed to continue its consideration of those proposals and other relevant documents submitted to previous sessions, with a view to finalizing its considerations under Phase II of the Work plan, by identifying the basket/measure(s) to be further developed in priority under Phase III - which should be initiated by the Committee during MEPC 80.

The Group discussed proposals relating to potential amendments to the IMO ship fuel oil consumption Data Collection System (DCS).

Expert workshop on mid-term measures

The Group requested the Secretariat to organize a dedicated ad-hoc expert workshop on comparative analysis of candidate mid-term measures, ahead of the next intersessional working group meeting (ISWG-GHG 15). Mid-term measures might include technical components, such as a GHG intensity standard, as well as an economic component(s), such as a fuel levy, reward, feebate or flat rate contribution. These are aimed at incentivizing the global availability and uptake of low and zero carbon fuels. The planned two-day workshop is expected to: • carry out an expert review of the technical and economic elements, and their possible combinations, of the proposals for candidate mid-term measures, in particular their feasibility, effectiveness

IMO ship fuel oil consumption Data Collection System (DCS)

The Group noted broad support within the Group for the inclusion of data on transport work and on enhanced level of granularity of reported data in the DCS. In view of its heavy workload, the Group recommended that further consideration of proposed draft amendments to the DCS should be undertaken (with a view to finalization) by the Working Group on Air Pollution and Energy Efficiency, which expected to be established during MEPC 80. The draft amendments relate to MARPOL Annex VI Appendix IX on “Information to be submitted to the IMO Ship Fuel Oil Consumption Database” (relating to regulation 27).

Next steps

• An ad-hoc expert workshop on preliminary comparative analysis of candidate mid-term measures will be arranged (date is to be decided). • The Intersessional Working Group on Reduction of GHG Emissions from Ships (ISWG-GHG 15) is scheduled to meet 26-30 July. • The Marine Environment Protection Committee (MEPC 80) will meet 3-7 July and is expected to adopt the 2023 IMO GHG Strategy.

3D Virtual Tours Taking situational awareness to the next level

Interactive 360 virtual tours, available on any computer, tablet or phone (Android and iOS)

Immersive walkthroughs, making the familiarization and learning experience widely accessible and tailor made

Online/Offline and VR compatible

Enabling virtual remote inspections

360 VR-Tour

Scan me

tototheo.com

NAFS | March 2023

The latest regulations are the amendments to the International Convention for the Prevention of Pollution from Ships (MARPOL) Annex VI which entered into force on 1 November 2022. Developed under the framework of the Initial IMO Strategy on Reduction of GHG Emissions from Ships agreed in 2018, these technical and operational amendments require ships to improve their energy efficiency in the short term and thereby reduce their greenhouse gas emissions. From 1 January 2023 it is mandatory for all ships to calculate their attained Energy Efficiency Existing Ship Index (EEXI) to measure their energy efficiency and to initiate the collection of data for the reporting of their annual operational carbon intensity indicator (CII) and CII rating. As a stimulus to reduce carbon intensity of all ships by 40% by 2030 compared to 2008 baseline, ships are required to calculate two ratings: their attained Energy Efficiency Existing Ship Index (EEXI) to determine their energy efficiency, and their annual operational Carbon Intensity Indicator (CII) and associated CII rating. Carbon intensity links the GHG emissions to the amount of cargo carried over distance travelled.

zero

International Maritime Organization

EEDI

ENERGY EFFICIENCY DESIGN INDEX IMPROVING THE TECHNICAL PERFORMANCE OF NEW BUILD SHIPS

Ships which are designed and constructed today must be

MORE ENERGY EFFICIENT

INCENTIVIZING INNOVATION

than the baseline, thus reducing their carbon intensity

in ship design

There are

DIFFERENT GOALS FOR DIFFERENT TYPES OF SHIPS,

THE LARGEST CONTAINER SHIPS

(>200,000 DWT) built after 1 April 2022 must be 50% more efficient than the baseline

EEXI

ENERGY EFFICIENCY EXISTING SHIPS INDEX IMPROVING THE TECHNICAL PERFORMANCE OF EXISTING SHIPS

The requirements for EEXI certification

ENTERED INTO FORCE

on 1 November 2022

All ships are required to calculate their Attained Energy Efficiency

EXISTING SHIP INDEX (EEXI)

IMPROVE THE CARBON INTENSITY

A ship rated D for three consecutive years, or E, is required to submit a corrective action plan, to show how the required index (C or above) would be achieved.

CARBON INTENSITY INDICATOR (CII RATING)

“The path to decarbonization is a long, but also a common path in which we need to consider and respect each other’s views. We have made a considerable amount of progress since the start of our journey,” Mr. Lim said, “ … your progress will continue to provide the benefit of experience to be able to make ambitious, and evidence-based decisions for phase 3 of the implementation of the operational measure which will be further strengthened and developed taking into account the review of the short-term measure and the latest climate science,” he added.

For example,

recognizing the specificities of different types of ships

Ships will get a rating of their energy efficiency (A, B, C, D, E - where A is the best). Administrations, port authorities and other stakeholders as appropriate, are encouraged to provide incentives to ships rated as A or B also sending out a strong signal to the market and financial sector.

IMO Secretary-General Kitack Lim said the adoption of the new measures would build on IMO’s previously adopted mandatory energy efficiency measures, to lead shipping on the right path towards decarbonisation.

Performance targets are increasingly stringent over time, thus

There are a variety of technical means to

of existing ships and achieve the Required EEXI

The EEXI is a

ONE-TIME CERTIFICATION

for existing ships targeting design parameters

3 5

A review clause requires IMO to

REVIEW THE EFFECTIVENESS

of the implementation of the EEXI requirements, by 1 January 2026 at the latest, and, if necessary, develop and adopt further amendments

A B C D E

IMPROVING THE OPERATIONAL PERFORMANCE OF EXISTING SHIPS Each year, ships of 5,000 gross tonnage and above collect and report fuel consumption data. On the basis of this data,

A CARBON INTENSITY RATING IS ASSIGNED TO THE SHIP, FROM A TO E Poorly rated ships have to implement

A PLAN OF CORRECTIVE ACTIONS,

and the company is regularly audited incentives may be provided to best rated (A/B) ships

5000

A B C D E

There are a variety of operational means to

IMPROVE THE CARBON INTENSITY OF EXISTING SHIPS and achieve the Required CII, e.g.: • Ship speed optimization • Weather routing • Just-in-time arrival • Trim, draft, and ballast optimization

The requirements for CII rating

ENTERED INTO EFFECT on 1 January 2023

2 4

Tracing the true carbon intensity of sustainable marine fuels

Scan the QR code to download the report

Lloyd’s Register and variants of it are trading names of Lloyd’s Register GroupLimited, its subsidiaries and aﬀiliates. Copyright © Lloyd’s Register GroupLimited, 2023. A member of the Lloyd’s Register group.

NAFS | March 2023

zero

INTERCARGO

Dimitrios Fafalios

Chairman at INTERCARGO

Dry Bulk Shipping: Maintaining Sustainable Shipping During Decarbonisation exclusive Is the goal of Zero Emissions really tangible? To achieve the goal of Zero Emissions in Shipping by 2050, it is fundamental that governments, legislative parties and all stakeholders understand that decarbonisation of the shipping sector is a whole system challenge and does not only affect the ship, while the majority of the investments needed are for land-based infrastructure and low carbon fuel production. Furthermore, regulators are faced with the huge task of not only decarbonising a world fleet made up of thousands of vessels but also understanding the two main maritime economic models. Shipping is primarily divided into the liner model and the tramp model. For regulations to be equitable and effective, knowledge of all of shipping’s sectors and models is necessary. The dry bulk carrier fleet mainly follows the tramp model. In addition, the shipping sector will only be in position to deliver the target of net-zero CO2 emissions by 2050 with acceleration in the commercial development of relevant technologies, the availability of fuels and propulsion systems and of the necessary related infrastructure. Shipyards need also to play their significant role and develop ship designs and integrate the technology that can be practically and safely implemented onboard.

Strengths, opportunities, many weaknesses, and threats

Shipping is considered to be one of the most difficult sectors to

Mr. Dimitrios Fafalios, Chairman at INTERCARGO

decarbonize. It is worth highlighting that a dry bulk carrier’s Greenhouse Gas (GHG) emissions are amongst the lowest per tonne-mile of cargo carried and bulk carrier vessels represent one of the most economical and thereby environmentally friendly transport modes on earth. More particularly, taking the year 2008 as a reference, the most significant carbon intensity reduction was achieved by bulk carriers, where the overall EEOI and AER in 2018 was around 38% and 31% lower. The trends in overall EEOI of oil tankers, container ships and general cargo ships decreased by 25-26% in 2018 compared with year 2008. Despite the above achievements the abatement cost curve of CO2 is steep as we move beyond 50% de-carbonization and the dry bulk tramp trade is extremely challenging compared to liner shipping. An important trade characteristic of the bulk segment is that more than 65% of the approximately 13.000 bulk carrier ships are engaged in the tramp trade and are supporting regions and countries with poor infrastructure characterized by ships sailing in irregular trade patterns, rather than along fixed routes, and calling various ports around the world. Therefore, the “Green Corridors” concept although may be beneficial for some type of vessels is not suitable for the majority of bulkers trading. Dry bulk shipping needs “Green Ports” globally and INTERCARGO has invited initiatives promoting Green Ports and the concept of Green Hubs as fundamentally relevant for the tramp sector.

NAFS | March 2023

zero

INTERCARGO

It is difficult to imagine that alternative drop-in fuels will be available in all ports globally in the short and medium term. A multi-fuel “pathway” for the bulkers’ tramp shipping model is much more challenging than other segments. Furthermore, the tramp shipping model does not easily allow for Operational optimization leading to further reductions of the GHG Intensity. On top of the aforementioned challenges, due to irregular trade patterns, we also need to add that the high CAPEX cost of new technologies (i.e. wind assisted propulsion) is much higher proportionately, versus other sectors for the bulker fleet, resulting to Return on Investment (ROI) and business cases that may not be very attractive. Most importantly the human element and the shortage of skilled seafarers will continue to be one of the biggest challenges for many operators. Crew competitiveness for most bulker operators (not owning LNG/tankers etc.) that do not have adequate crew experience with alternative fuels yet, may prove to be one of the most significant threats towards the decarbonization pathway especially as alternative fuels are becoming more complex to handle on board. Based on recent studies as many as 800,000 seafarers will require additional training by the mid-2030s to enable the shipping industry to transition towards alternative low- and zero-carbon fuels and technologies. Supporting the 1.9 million-strong seafarer workforce, to transition to a net zero shipping industry, is hopefully recognized and well encompassed by the ‘mapping a just transition for seafarers’ action plan recently launched at COP 27.

What are the zero emissions solutions and what is the fuel of the future? The majority of bulk carrier owners eagerly await new fuels as long as these fuels are safe, promptly available, and permitting a sustainable business model. In order to assess the maturity and potential adoption of the future fuels, we need to take into consideration various parameters: the technology readiness on bord, OPEX & CAPEX requirements of the fuel, storage and safety requirements further to the crew competence that has been mentioned. The global availability, bunkering infrastructure and safety restrictions for urban areas are of course of significant importance. Moreover, the production methods, taking into account the Life Cycle Emissions of each new fuel both downstream and upstream, as well as infrastructure needs are also to be evaluated. Community readiness is another important driver of change that also needs to be in consideration along with how other sectors will decarbonize. While nuclear Molten Salt Reactors technology for maritime use is gaining ground and evolving, whether society is ready to accept such ships sailing along their coastline or entering ports is to be considered. Finally, we need to consider that shipping will be competing with other industries that are also trying to decarbonize, i.e aviation

that has stated it aspires to achieve net zero carbon by 2050, bringing air transport in line with the Paris agreement to limit global warming to 1.5°. Apparently drop-in biofuels for deep-sea shipping would be in high demand but most probably not available in sufficient quantities and locations globally. Moreover, the GHG reductions of E-fuels which are produced using green hydrogen and CO2, i.e e-hydrogen, e-methane and e-ammonia or liquids like e-methanol or e-diesel, depend entirely on abundant renewable electricity, a prerequisite we question since the supply of renewable electricity is forecasted to remain in high demand in the future.

How governments, legislative parties and institutions can address the situation? Further to the Revised IMO GHG Strategy and the Mid- Long-Term Measures that will be finalized in the next MEPC 80 in July this year, work is progressing with regards to the Safety of Alternative fuels. The IMO Sub-Committee on Carriage of Cargoes and Containers is currently developing guidelines to ensure the Safety of Ships using alternative fuels, and the relevant questions are to be duly considered by IMO’s Maritime Safety Committee. More specifically, Interim Guidelines for the Safety of Ships using Hydrogen as Fuel and Ammonia as Fuel are expected to be finalised in 2023 and 2024 respectively. The Guidelines for ships using Low-flashpoint oil fuels (including biofuels) are also to be finalised in 2024. Discussions transposing the Interim guidelines for the safety of ships using methyl/ethyl alcohol as fuel into mandatory instruments are to be finalized in 2025 and the discussion for the development of mandatory instruments regarding Fuel Cells will start in 2024. Lifecycle GHG intensity of marine fuels development is essential to clarify the new fuel roadmap. There is too much confusion regarding “green credentials” of LNG, Blue Fuels, etc whilst stakeholders (World Bank, EU etc) are still debating if LNG is a suitable transition fuel. Hopefully in IMO there will be significant progress in the development of the draft guidelines on lifecycle GHG intensity of marine fuels (draft LCA guidelines) including the development of methodologies that allow for its calculation. The development of guidance for third-party verification and certification schemes for alternative fuels is also expected. But herein lies a fundamental question. Why should vessels be responsible for Well-to-Wake emissions? What influence do they have on Well-to-Tank emissions?

What is the best strategy towards this goal? In conclusion to build a realistic pathway and address the challenges, all stakeholders in the maritime venture should bear the costs of the decarbonisation transition and play their role. This is not just shipowners and operators, it is charterers, fuel suppliers, ports, cargo shippers and cargo receivers, while governments need to develop land-based infrastructure to support the low carbon fuel production in sufficient quantities.

NEW PPG SIGMAGLIDE 2390 ®

Step into a new era of low-carbon vessel operations Tested and proven to deliver:* Up to 20% power reduction

Max. 1.0% speed loss performance

ppgpmc.com *Actual performance will depend on ship model and operating conditions.

CO2

Up to 35% CO2 savings

Up to 150 days’ static protection

Biocidefree

NAFS | March 2023

zero

International Chamber of Shipping

Stuart Neil Director of Strategy and Communications, International Chamber of Shipping

Navigating the way to net zero

exclusive

Mr. Stuart Neil, Director of Strategy and Communications, International Chamber of Shipping

The path to a zero emissions future is tangible, but only if we reduce the political risk, which in turn will reduce the investment risk and unlock opportunities for all. There is a lack of clarity from governments and the entire value chain, and this has hindered our progress towards achieving (net) zero carbon emissions. But we do not have a choice. We have to decarbonise to meet our ambitious 2050 goals. A recent report from the Tyndall Centre, commissioned by the International Chamber of Shipping (ICS), revealed the extent of this inaction. Worryingly, only 4% of already-announced government projects to produce green hydrogen based fuels which the maritime and other sectors could use have reached a final investment decision. According to the International Energy Agency, these projects could produce 24 million tonnes of low-carbon hydrogen by 2030, but this is just a small fraction of what we need; to be on track to hit climate targets, the world needs 50-150 million tonnes of low-carbon hydrogen by 2030. Clearly much stronger commitments are needed. Governments must prioritise strengthening and expanding their low carbon fuel policies to give hydrogen and other alternative energy producers, the maritime sector, and consumers the confidence they need to invest. Without this action, we will struggle to scale up the production of green fuels to meet the Paris Agreement climate goals and support the global energy transition. Decarbonisation and the creation of (net) zero carbon fuels presents a massive economic opportunity for shipowners, companies and countries, as fuel producers, importers and exporters as

demand begins to grow. These renewable based fuels will support multiple sectors in their transition, and shipping can play a vital role supporting this transition by transporting fuels to where they are needed. With up to 50% of the green fuels of the future set to be moved by sea, it is vital that the shipping industry has a seat at the table where important decisions related to decarbonisation are being made. None of this can happen without shipping and shipping can benefit from active participation in the transition. Developing economies in particular are well placed to benefit economically by becoming fuel supply producers and exporters of (net) zero carbon fuels to meet high demand from Europe, North America and Asia. A significant role can be played here by development finance. It can de-risk the much needed investment required to move to a (net) zero carbon fuel future. Shipping itself will have a multi-fuel future. Hydrogen, ammonia, methanol and more are all options on the table, there is not a onesize fits all solution. Many other industries are in the same position, so shipping will be up against other industries that want access to these new green fuels too. But our industry is unique in that it will be a key enabler in the decarbonisation of land-based sectors. As an industry we must avoid focusing solely on what fuel we are going to use to power our ships, because as an industry we only use 4% of liquid fuels. Instead, we need to focus on how we will transport all fuels, the 4% for shipping and the 96% for all other sectors. It was a significant step forwards when, in collaboration with the International Association of Ports and Harbors and the Clean Energy Ministerial, the ICS announced the formation of the Clean Energy

Centrifugal Pumps  Fresh- and Seawater Cooling  Ballast Water  Fire-Fighting  Scrubber / Exhaust Gas Cleaning  Etc.

ENERGY SAVING SYSTEM

OptiSaveTM Optimizing pump & fan speed to current conditions & saving fuel

desmigreece@desmi.com www.desmi.com

Cargo pumps FULL RANGE OF BWMS

35 m3/h - 2500 m3/h

Deepwell Cargo and Booster Pumps for Gas & Chemical Tankers

BALLAST WATER MANAGEMENT SYSTEM

CompactClean

HIGH-EFFICIENCY & RELIABLE

MARINE SOLUTIONS

NAFS | March 2023

zero

International Chamber of Shipping

Marine Hubs (CEM Hubs) initiative at the Clean Energy Ministerial in Pittsburgh in September 2022. The CEM Hubs is a platform for information and knowledge sharing to take the decarbonisation actions needed to create a supply chain fit for a green-fuel future. The initiative aims to de-risk investment in alternative fuels and technologies, and to accelerate their commercial deployment. This is a partnership with all parts of the industry, governments and private and public sector. The time for working in silos is over, and the growing support for the initiative is a strong indication that industries increasingly recognise we cannot succeed without cross-sector collaboration. At ICS we reaffirmed our commitment to the net zero goal by 2050 when we submitted our proposals for the revision of the International Maritime Organization (IMO) GHG strategy and a ‘fund and reward’ proposal at the beginning of February 2023. The idea behind these proposals is to set a clear target and to provide a mechanism to reward first-movers investing in new, green fuels. The ‘fund and reward’ proposal is intended to be as simple as possible for IMO to establish and with political will, it can be readily adopted via the existing IMO MARPOL Convention by 2024. Given the enormous challenge of transitioning the entire global industry to new fuels and technologies in less than 30 years, this proposal is an opportunity to ensure our commitment to net zero can remain plausible. It is also important to keep front of mind that even with access to new green fuels, a fund and reward system in place and collaboration with other sectors, the 2050 goal will not be tangible without seafarers. Here we face a challenge. Currently 90% of global trade is transported by ships, and 36% of this trade is energy, but a shortage of seafarers is jeopardising this movement of trade. An ICS and BIMCO report estimated that the industry needs an additional 90,000 STCW certified seafarers by 2026. So, shipowners, unions and governments all have a part to play accelerating recruitment efforts. Now is an opportunity to show what a fantastic career

seafaring can be. The world’s nearly two million seafarers are key to powering the shipping industry through a successful transition to net zero. Whilst we need to increase recruitment numbers, we also need to upskill our existing workforce and make sure both current and future seafarers are trained to use and transport new fuels, each posing its own unique set of challenges. The Just Transition Maritime Task Force established by the International Chamber of Shipping, the International Transport Workers’ Federation, the United Nations Global Compact, the International Labour Organization and the International Maritime Organization, has been set up to make sure the seafarer workforce can be prepared for the changes on the horizon. At COP27 in November the Task Force published a forward looking ten-point-action plan outlining what needs to be done to equip seafarers with the skills needed to support shipping’s decarbonisation goals. In 2019, ICS requested a review of the STCW to make sure it remains fit for purpose as the industry evolves. The IMO hopes to complete this review by 2026. Without a well-trained work force, the transformation of shipping will be stifled. In June this year, we will be hosting a summit in Manila dedicated to looking at what the seafarer of the future will need. Shaping the Future of Shipping – The Seafarer 2050 is an opportunity for the shipping industry, government Ministers, technology providers and more to come together and discuss what will be required from the seafarer in 2050; who they will be, where they will come from, the training they will require and the environment in which they will work. Our industry has continuously proven that we are proactive, adaptive and committed to achieving all goals, including those of climate change. We look forward to continued collaboration with the entirety of the value chain to play a leading role in creating a decarbonised future, for the whole world, as well as for our own industry.

NAFS | March 2023

zero

European Community Shipowner’s Association

Philippos Philis President, European Community Shipowner’s Association (ECSA)

The role of Europe on the path to a Zero Emission Shipping by 2050 Mr. Philippos Philis, President, European Community Shipowner’s Association (ECSA)

exclusive As the IMO and the EU work towards a net zero emissions future, shipping is in a transition and is going through a phase of fundamental change. The sector has dealt successfully with one crisis after the other and has become more extroverted, more open, and more influential. Many policy initiatives are in the pipeline, which will change the sector for good. It is a make-or-break moment for the competitiveness of the sector. At the European level, the European Community Shipowners’ Associations (ECSA) has worked to ensure that the voice of shipowners is heard making our sector more impactful. It is essential to understand the dynamics and the new political landscape. Shipping is very high on the political agenda, and we need to highlight the great contribution of shipping to global trade and to the competitiveness of the European economy. Shipping enables Europe to trade with the rest of the world, grow, and create wealth for its people. We should not forget that sustainability means environmental, economic, and social sustainability. Importantly, European shipping is a cornerstone for European security, energy security, food security, and supply chain security for consumer goods. Shipping connects Europe with the rest of the world, and we need to better raise awareness of its contributions with EU policymakers. ECSA has the privilege to represent national associations from 20 EU/EEA countries. It covers all segments of shipping from bulk carriers to ferries, container ships, tankers, cruise ships, and offshore vessels, operating both in short-sea shipping and in deep-sea

transport. We are able to tap into this diversified expertise of our members and come up with workable solutions. At ECSA, European shipowners are united in diversity. ECSA is the focal point of the sector in Brussels and because of this, it successfully brings to the table key stakeholders along the maritime supply and logistics chain from ports, terminals, shippers, shipyards, and manufacturers, as well as NGOs. These efforts to build broad coalitions and communicate transparently with stakeholders are at the center of our recent successes in the policy files. Although European shipowners would have preferred an international solution, ECSA recognises that shipping should contribute its fair share to address the climate crisis at the EU level as well. We welcomed the increased climate ambition of the EU ‘Fit for 55’ package, but we have voiced a number of concerns emerging from the proposals for the inclusion of shipping in the EU Emission Trade System (ETS) and the proposal on FuelEU maritime. Throughout the legislative process, we have engaged proactively with the European Parliament, the Council, and the Commission to address inconsistencies and ensure the final legislative outcomes would be workable for the industry while delivering on the EU’s climate objectives. ECSA’s proposals on the EU ETS were seen as environmentally consistent with the overall climate targets of the EU and were adopted to a great extent by the European legislators. For example, in line with ECSA’s position, the EU ETS will mandate the pass-through of the costs to the commercial operators to encourage the operators to improve the operational efficiency of the vessel, use cleaner fuels, and reduce emissions.

Replace your Diesel & Lube Oil Purifier with CJC® Tested & approved by Engine Makers

You get:

• 97% energy savings • 90% CO₂ savings • Up to 60% less oil consumption • 99% lube oil sludge reduction

To learn more, please contact

REZA

+45 6091 6331

raz@cjc.dk

CJC® Engine Lube Oil Filter with the patented CJC® Flow Drive for 2- & 4-stroke main & auxiliary engines & CJC® Filter Insert LO4D

Local Greek CJC® agent

C.C.JENSEN A/S

+45 6321 2014 www.cjc.dk

NAFS | March 2023

zero

European Community Shipowner’s Association

In order to bridge the funding gap of shipping’s decarbonisation, we need financing solutions. ECSA succeeded in ensuring that part of the EU ETS revenues generated by shipping would be earmarked for the decarbonisation of the shipping sector. Projects to improve the energy efficiency of ships and ports, innovative technologies and infrastructure, as well as the deployment of sustainable alternative fuels and zero-emission propulsion technologies will be eligible. The projects will have to demonstrate European added value to be eligible. This will ensure that zero-emission solutions are developed and deployed. As the Commission starts working on the implementation framework for the EU ETS, ECSA’s priority for the coming months is to continue its active engagement to ensure that the criteria to access the funds are practical and adapted to the needs of the shipping industry. This is essential in particular when it comes to securing access to finance for the high number of SMEs that constitute the backbone of our industry. For shipping to transition towards zero emissions, we need all hands on deck to ensure sufficient quantities of low- and zero-carbon fuels are made available in the market at an affordable price. This is why ECSA has engaged actively in the discussions on the FuelEU Maritime proposal, which introduces energy intensity reduction targets on the shipping industry with a view of stimulating the demand for clean fuels and therefore creating better supply. In this context, ECSA advocated from the start for the principle of shared responsibility with fuel suppliers, so that fuel suppliers produce and make available sufficient quantities of alternative fuels in the market. As the negotiations on this proposal are ongoing, ECSA recently published a statement on FuelEU Maritime, calling the European Parliament and the Council to support the mandatory inclusion of fuel suppliers under the scope of the regulation, to ensure that shipowners are not unduly penalised if the sustainable fuels necessary for compliance are not delivered. Conditional to the mandatory inclusion of fuel suppliers and the availability of fuels, ECSA expressed support in principle for the proposal of the Parliament on a sub-quota for renewable fuels of non-biological origin. In addition, ECSA also voiced support for the introduction of a multiplier for the use of sustainable and scalable fuels for shipping under the FuelEU Maritime Regulation. If the correct framework is created to engage the entire maritime ecosystem from fuel suppliers, shipowners, and operators to infrastructures, we are confident that the European shipping sector can be on the path to zero emissions future.

NAFS | March 2023

zero

Shipping Deputy Ministry, Cyprus

Cyprus, acknowledges that our marine ecosystem is a valuable resource and an integral part of our economy and identity. Thus, we approach issues such as the protection of the environment as critical and of high importance. Global challenges such as climate change can only be mitigated if we all act together, accelerating the Green transformation of all the sectors of the Blue economy. Cyprus is a leading maritime nation, and we feel responsible to accelerate the transition of shipping to a low carbon and climate resilient industry. It is worth mentioning that the Shipping Deputy Ministry has recently organized a hybrid live SWOT analysis of Low and/or Zero emission fuels such as Hydrogen, Ammonia, Bio-fuels and Methanol. The aim of this exercise was to draw conclusions that could provide useful feedback to the global and EU regulators, on the formulation of a maritime fund and more specifically to assign priorities on R&I and different timeframes for each fuel option. The results of the swoting analysis have been made publicly available as of end of February. In respect to the ongoing International efforts to limit the global warming, maritime industry shall contribute to its fair share towards this target. The International Maritime Organization as well as the European Union have adopted their strategies in order to accomplish specified targets on the reduction of greenhouse gas emissions from shipping, as a matter of urgency, which is Zero Green House Gas (GHG) emissions caused by maritime industry by latest 2050. Cyprus as an EU Member State and Party to MARPOL convention, is heavily involved to the formation of new regulations with more ambitious targets. Towards to this ambitious target there are several strengths, opportunities and threats, which should be taken into the consideration by the regulatory entities. The main strength of this initiative is the improvement of the air quality and consequently eliminate the human health and environmental impacts by the GHG emissions. As opportunities are the research and development of the new innovative technologies as well as zero carbon based fuel oils which should be compatible with marine engines and the contribution of the maritime industry to the green transformation, on the other hand threats are still here and cannot be ignored. The increasing of the alternative fuels price as well as the intended installation of any new innovative technologies onboard the vessel in order to achieve the target may increase the transport freight and consequently the prices of material goods worldwide. In regards to the innovative technologies, such systems which could be established Director, Safety and during near future are among other the Solar-Sailing System, Rig-Sail system, Kite-Sail Environmental Protection Directorate, Shipping System, Fuel Optimization system, propeller duct system and depends on which system Deputy Ministry is selected the saving of fuel oil consumption may variety. Additionally, alternatives fuels with low or zero GHG emissions that already used or intended to be consumed onboard are the Ammonia, Hydrogen, Bio-fuels, Methanol, and Batteries. Cyprus has recently signed the Declaration on Zero Emission Shipping by 2050. The target of Zero emission by 2050 is achievable, taking into the consideration that the bio-fuel and/or alternative fuels are already available at the market and many vessels undergone on sea trials by consuming such fuels. At this point of view, during forthcoming years these fuels would be readily available worldwide for the maritime sector and the port infrastructure would accommodate that fuels by adopting new technologies / technique in regards to the bunkering operation. Consequently, all ships could be able to bunker that fuels and comply with agreed targets. Environmental Social Governance (ESG) reporting is the disclosure of data, which covers the activities of the companies relevant to the environmental, social and governance aspects of its business. By the disclosure of this information through designated report, the company’s progress related to these three fields can be examined against benchmarks and targets. To this perspective, the report shall be demonstrated by transparent means and reflects to the latest developments of the international regulations. In view of the above crucial elements, the responsible entities that formulate the new regulations and targets shall have always a realistic approach of this matter. The decisions to be taken jointly taken into the account the considerations by the companies and involved parties, which are affected directly, and the regulations shall established on a flag neutral basis in order to ensure uniform applicability of the measures and the level playing field into the maritime industry.

exclusive

loannis Efstratiou

Green transformation needs collaboration of all the sectors of the Blue economy

The World’s Leading Digital Registry

HEAD OFFICE EUROPE I GREECE I 5 SACHTOURI STR, PIRAEUS - Tel: + 30 210 4293500

REGIONAL OFFICES USA I TEXAS I THE WOODLANDS I 9595 SIX PINES DRIVE - Tel: + 1 832 631 6061 CYPRUS I LIMASSOL I ZENAS KANTHER 2B I - Tel: +357 25 747638 UK I LONDON I NEW BROAD STREET I NEW BROAD STREET HOUSE - Tel: +44 (0) 207 417 1701

Palau InternatIonal ShIP regIStry info@palaureg.com l www.palaureg.com

NAFS | March 2023

zero

Cruise Lines International Association

Maria Deligianni National Director, Eastern Mediterranean, CLIA

The path to a tangible goal of Zero Emissions in Shipping by 2050 - Illusion or reality? exclusive

Mrs. Maria Deligianni, National Director, Eastern Mediterranean, CLIA

The cruise industry has a vision to become the most sustainable form of tourism, reducing emissions at sea and in ports, fully implementing the concept of circularity for waste management and supporting sustainable practices in destinations. CLIA members have committed to Net Zero carbon cruising by 2050 as part of the industry’s focus on sustainability, which remains a top priority for us. This commitment is consistent with the target set by the Paris Agreement and is supported by the industry’s intermediary objective to reduce the rate of carbon by 40% across the global fleet by 2030, compared to 2008, which is consistent with the International Maritime Organization’s (IMO) Initial Strategy for GHG reduction. In order to reach this goal, cruise lines make significant investments in new, technologically updated vessels. In view of the coming European regulations that will accelerate the changes to our industry the next two years, we are in a good place with more than €45 billion investment in new ships and the youngest fleet ever. During the recent CLIA’s 2023 European Summit, in Paris, cruise lines, shipyards and marine equipment manufacturers issued a Joint Declaration calling on the European Commission and European governments to include cruise ship building and the maritime technology sector in the forthcoming Net Zero Industry Act. The Joint Declaration calls for: • faster access to funding for sustainable shipbuilding and maritime equipment manufacturing to support Europe’s world-leading position in this sector. • expansion of support and incentives for retrofit programs and deployment of renewable energy for maritime.

• a dedicated maritime program as part of the EU Pact for Skills so that digital, green, and technical skills stay in Europe. • maritime to be placed at the heart of the EU digital strategy to enable knowledge-share of the sector’s advanced digitalization practices. At the same time, cruise lines are also reducing the environmental impact of their hotel activities, by applying best in class water treatment systems, including full segregation and recycling of waste. Our latest (2022) Global Cruise Industry Environmental Technologies and Practices Report shows the cruise industry’s credentials as an innovator and early adopter of environmental technologies, which is also confirmed on the way travelers see our industry: according to CLIA data of 2022, the percentage of travelers who say the cruise industry is a leader in responsible travel reached 51%, a 9% increase over the past year, and this is a very important message for the industry.

Leading the decarbonization race

Innovation and engineering are at the heart of the industry’s vision for net zero carbon cruising. The cruise industry continues to lead the way by investing billions to incorporate new technologies and accelerate development of sustainable marine fuels —in particular, engines capable of using sustainable marine fuels. These are the fundamental building blocks for the decarbonization of global shipping, and we are acting now for the future. Every new ship brings new technologies and greater efficiencies that make them more sustainable. A major advance has been the growth in new ships powered by liquefied natural gas (LNG). More

teamtec.no

Ballast Water Management System Senza BWMS • NO FILTER • NO MINIMUM PRESSURE REQUIRED • 100% FLOW RATE IN ALL PORTS • LESS THAN 6KW POWER CONSUMPTION • USCG & IMO APPROVED

NAFS | March 2023

zero

Cruise Lines International Association photo Pixabay

than 60% of new-build capacity in our industry will rely on LNG fuel for primary propulsion. The use of LNG results in 95% to 100% fewer particulate matter (PM) emissions; virtually zero sulphur emissions, and an 85% reduction in nitrogen emissions. As a transitional fuel, LNG provides real benefits now, but also allows LNG-ready ships to adapt to a future generation of sustainable marine fuels.

The cruise industry shares with European governments a vision of a sustainable blue economy. The industry is stepping up and can deliver on our promises, but clear support is needed to ensure that the right infrastructure is developed and is accessible, and that the right incentives can guarantee the development and delivery of sustainable maritime solutions.

At the same time, more than 79% of the global capacity utilizes Exhaust Gas Cleaning Systems (EGCS) to meet or exceed air emissions requirements, representing an increase in capacity of 7% compared to 2021. Additionally, 88% of capacity of non-LNG new builds will have EGCS installed, in line with already high historical level of investments. Cruise lines are also investing in pilot projects aimed at developing sustainable marine fuels like biofuels and synthetic fuels. There is also a lot of research and development into fuels like biofuels, methanol, ammonia and hydrogen. In addition to all these, there is a growing investment to equip ships to plug in to shoreside electricity (SSE) where available. In fact, around 40% of the global cruise fleet by capacity has already been fitted to operate on shore-side electricity, which represents an increase of 20% year on year, and the numbers are expected to continue to rise, as 209 CLIA member ships (75% of the global cruise ship fleet by capacity) will be capable of connecting to shoreside electricity in the next five years, allowing engines to switch off at berth for significant emissions reduction. The benefits of SSE are very important: reducing ship emissions by at least 10% –depending on the ship operations– and significantly reducing local atmospheric emissions at ports, among others. Still, even when fitted with the necessary equipment ships can only plug into ports that have put in place the necessary infrastructure to provide the electricity to the ships. Currently, there are only 29 ports worldwide that have one or more cruise berths able to provide SSE. This represents less than 2% of the world’s ports. In Europe, we only have 11 cruise berths equipped in Europe, all situated in the North of Europe. This is a very low number when you consider that we operate in more than 300 ports in Europe, so there is a long way to go.

Considering the current profile of the cruise fleet and based on the current technology availability forecast, the decarbonization of the cruise sector will rely primarily in the short term (2035-2040) on drop-in advanced biofuels, methanol and bio methane. In the longer term (2040-2050), research in new propulsion solutions includes the use of hydrogen-derived fuels or synthetic fuels or gas.

Challenges

The cruise industry is turbo-charging maritime innovation, but we now need clear support from governments and policy-makers to ensure that our efforts will find fertile soil. The European Union has adopted an ambitious plan to reduce emissions from the maritime sector with the Fit for 55 package.

Hydrogen fuel, as such, and as a primary propulsion energy will have limited applicability for cruise vessels, considering its low energy density and its lethal characteristic. Similarly, ammonia raises significant safety concerns and is unlikely to be adopted for passenger transport. In this context, to reach the objectives set by the FuelEU Maritime proposal by 2025, 2030, 2035 and 2040, the cruise industry, and more widely the maritime industry, will heavily rely on the availability of drop-in advanced biofuels and biogas, until renewable fuels of non-biological origin become available at scale. CLIA is concerned by the lack of incentives and mechanisms included in the different proposals of the Fit for 55 package to secure supply of these sustainable fuels to the maritime sector. The constraints availability for these alternative fuels is expected to be further exacerbated as other transport sectors benefit from better regulatory conditions, giving them privileged access to the biomass. From all the above, it is clear that the cruise industry has already taken firm and robust measures towards achieving its decarbonization goals and, collectively, is committed to deliver. The cruise industry is powering European maritime industry innovation and is critical to help the EU to deliver the necessary step change towards decarbonization. It is essential that we now need a clear framework to encourage the investment and innovation that will be required for the industry to achieve the 2030 EU Fit for 55 objectives and ultimately our 2050 ambitions. The goal of zero emissions in shipping by 2050 is not an illusion, but needs collective effort and political will in order to become reality on time.

Επιδιορθώσεις Βαφής Σιλικόνης στο Πέραμα

Προετοιμασία επιφάνειας με ULTRA HIGH PRESSURE WATER JET 2500 BAR Η Coral Piraeus ship repairs PC είναι εταιρεία με μεγάλη εμπειρία από το 1990 στην προετοιμασία επιφανειών με μεθόδους σύγχρονης τεχνολογίας Αμμοβολής-Υδροβολής υψηλής πίεσης και Υδροβολή υπέρ υψηλής πίεσης (U.H.P.W.J.), με ρομποτικά συστήματα και εφαρμογή σύγχρονων μεθόδων χρωματισμού. Επίσης παρέχει υπηρεσίες καθαρισμού GAS FREE κ.α. Η εταιρεία είναι εφοδιασμένη με όλες τις πιστοποιήσεις ISO. (ISO 9001:2015, ISO 14001:2015, ISO 45001:2018)

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. (ISO 9001:2015, ISO 14001:2015, ISO 45001:2018)

CORAL PIRAEUS SHIP REPAIRS PC ΔΙΕΥΘΥΝΣΗ: ΣΚΟΥΖΕ 14- ΠΕΙΡΑΙΑΣ 18536 - ΤΗΛ: 2104520060-1 - info@coral-piraeus.gr

VASSILIS KANAKAKIS President and Managing Director SHIPTECK P.C Δίκτυο καινοτομίας για την ναυτιλία και την ναυπηγοεπισκευή

NAFS | March 2023

zero

American Bureau of Shipping (ABS)

Shipping will need to leverage a diverse range of technologies and disciplines to meet the challenge of sustainable shipping, writes Dionysios Antonopoulos, Director, Business Development, ABS. Although a ‘net-zero’ shipping strategy will be challenging to be achieved, can be said, that there are pathways that could lead to that goal. The problems associated with a net-zero fleet are complex and require concerted collaboration across industry sectors. Various external factors such as diverse emission levels, economic impacts, public perception and politics will influence the outcome. Improving the energy and operational efficiency of vessels alone will not result in the necessary emission cuts in the future, so using ‘net-zero’ fuels or other methods such as carbon capture will be essential. The energy transition that needs to occur as we strive to reach the decarbonization targets will be based on multiple concepts that draw together new approaches and innovative technologies creating new value chains and corridors.

exclusive

Dionysios Antonopoulos Director, Business Development, ABS

Carbon, Chains and Corridors – a vision for decarbonisation

The Hydrogen Chain

Carbon capture is vital part of the transition to net zero. It provides solutions for current energy assets, as well a pathway for rapidly scaling up low-emission hydrogen production. However, a limiting factor might still prove to be the capacity of infrastructure used for carbon capture utilization and storage (CCUS) in mid- and long-term. Hydrogen, captured carbon and biomass are the most promising elements for making sustainable fuels; they are the key ingredients for creating a set of zero-carbon fuels. Hydrogen should not be seen just as a molecule of the periodic table or only as a single marine fuel. It is a medium which could be converted into different forms as an energy carrier. Renewable energy via electrolysis can be converted into Hydrogen, an energy carrier which could be stored and transported by sea in different forms. A medium which can be the building block for green and e-fuels minimizing the use of fossil fuels. To achieve a net-zero target, more innovation will be required. Among other fuels, hydrogen is aiding in closing the gap in industries such as heavy-duty transportation, steel manufacturing, fertilizer and methanol production that would be difficult to eliminate otherwise. It will require many players’ involvement in the form of consortia and organizations teaming up to meet the needs along the value chain; development of new facilities or upgrading and retrofitting the existing ones will be crucial to address the emerging transition and physical risks along the way.

The Carbon Chain

In contrast with the hydrogen value chain, which is an energy conversion system, the carbon value chain is an abatement mechanism. This system creates a separate value chain that intersects with the hydrogen value chain to produce blue (rather than green) fuels as renewable producers scale up to meet the future demand. Currently, the carbon chain is a niche sector but the need for scale-up may transform carbon into a valuable commodity. In essence the marine and offshore sectors are becoming fundamental enablers of the energy transition as indispensable links of the two value chains. Electro-fuels have the potential to offer carbon-neutral propulsion and provide carbon-reduction solutions in the medium-to long-term. In addition to fossil and biomass sources, electro-fuels can be produced by carbon-dioxide recovery (CDR), a technique that converts CO2 to syngas, which in turn can be used to produce bio-LNG or bio-methanol. CDR has the potential to remove CO2 from the atmosphere and use it to produce electro-fuels, minimizing the energy used for fuel production and enhancing their potential to reduce global warming. Carbon-neutral fuels such as biofuels also have a great potential to support the transition to alternative fuels. ‘Drop-in fuels’ such as biodiesels can be used in increas

SHIP REPAIR & SERVICES Your Shipyards Between Two Seas www.cernaval.com

▼ALGECIRAS PORT

LOCATION: 36º 10´N – 005º 22´W

1 4 3

LIFTING CAPACITY: 35.000

WORKSHOP 15.000 sqm

FLOATING DOCK 230x39 m

LAY BY BERTH: 510x50 m

GRAVING DOCK: 400x50 m

Recinto Portuario de Campamento. 11314, SAN ROQUE (CÁDIZ-SPAIN) Tel.: +34 956 699 314 | Web: www.cernaval.com | Email: comercial@cernaval.com

LAY BY BERTH: 240x40 m

NAFS | March 2023

zero

American Bureau of Shipping (ABS) photo Pixabay

ingly higher percentage blends to lower the emissions from marine vessels with little change to their current operations.

they are proven to be technically feasible, end-of-pipe solutions can be rapidly deployed to support decarbonization.

Carbon Capture & Storage

Green Corridors

While onboard carbon capture and storage (CCS) may not yet be mandated by national or international policy, shipowners and charterers may see market or regulatory forces drive the adoption of onboard carbon capture solutions and the development of mechanisms to facilitate the trade of captured carbon. Current research projects indicate that onboard carbon capture might contribute to the decarbonization efforts of the shipping industry. So far, the IMO has focused on improving vessel efficiencies and the use of alternative fuels; however, carbon reduction may require onboard carbon capture as one of several tools to decarbonize shipping. CCS may require significant additional capital and operating expenditure, especially where regulations and technologies are still developing, and the economic feasibility is still not fully understood. Onboard carbon capture is only one part of a multi-step process for atmospheric carbon reduction involving land-based and offshore carbon capture technology, temporary storage, offloading and discharging infrastructure, transportation by pipeline or vessel and utilization or geological sequestration. For onboard carbon capture to be considered viable, an economic feasibility case must be built. As an end-of-pipe solution to reduce vessel emissions, CCS is still in its infancy; current land-based CCS equipment cannot be used on ships because its power consumption and space requirements present significant challenges. While solidification has been proposed to minimize the impact of wave movement, integrating a CCS system on board would involve additional capital and operational costs from retrofitting and there would need to be a clear value chain established for captured carbon for it to be economically viable. Nonetheless, the carbon value chain presents a huge opportunity for the oil and gas, maritime and shipping industries, as well as for engine and turbine manufacturers. Manufacturers that design onboard CCS devices will need to find ways to make their products cost competitive and resolve the CO2 storage, power consumption and space issues on vessels. Once

Green Corridors are rightly seen as a critical component of the maritime industry’s decarbonization efforts and early initiatives have been welcomed for demonstrating their potential to make progress. The next phase will be to develop the green corridor concept so it can be applied more widely. Interest is emerging quickly from port, shipper and shipping interests but for the concept to scale up, there is a need to demonstrate how green corridors will work and how their impact can be measured. A major factor in determining the suitability of green corridors includes their links to green energy hubs; centres where sustainable and renewable fuels will be produced which can be used by green corridor stakeholders. While their outcome – an intended net reduction in carbon emissions on the trade between ports – is easy to define, there are many moving parts to consider. ABS has already published an insights document providing an introduction to green corridors and what level of trade and local resources are required to support them. To support more detailed analysis, ABS has now produced a simulation and visualization tool that can be used to model green corridors and help stakeholders understand the requirements and their implications. The simulation and visualization tool will enable the participants to assess the elements critical to a successful project by forecasting and modelling the necessary components and in assessment of its likely evolution. Among the elements to be considered are the investment required at the respective port facilities, fuel sourcing and supply, bunkering infrastructure and shipping activity, both currently and under a decarbonization trajectory scenario. ABS believes that with support from class, industry stakeholders can understand and prepare for the complexity of the challenges ahead. Being able to make informed decisions provides the ability to move forward effectively as they evaluate their options for a transition to low-carbon operations and subsequently a zero-carbon future for shipping. ABS will be there for the journey.

NAFS | March 2023

zero

Bureau Veritas

John Kokarakis Technical Director of SEEBA Zone at Bureau Veritas

The path to a tangible goal of Zero Emissions in Shipping by 2050 - Illusion or reality? exclusive

Mr. John Kokarakis, Technical Director of SEEBA Zone at Bureau Veritas

Concerted action by all industry stakeholders is needed to overcome the barriers of knowledge gaps and lack of access to financial resources, leaping forward with decarbonization. Pillars are energy efficiency, low-carbon fuels, feedstocks, energy sources, and overboard carbon capture and storage. A global behavioral revolution is needed and possibly more dramatic legislation reforms. The changing regulatory landscape currently affecting shipping is decarbonization, aiming at introducing zero-carbon ship propulsion systems, and digital technology in ships, companies, and logistics following a complex journey. Digitalization will provide means to measure energy efficiency. To reach the goals of decarbonization, shipping will have to start transitioning to new and alternative fuels. Most likely, there will not be one single ‘fuel of the future’. For short-sea shipping, like ferries, electrification is a possibility and hybrid and electric ferries already exist in Norway, Denmark, and Sweden. There’s effectively been exponential growth in the deployment of electric ferries over shorter distances, but it’s not an option for deep-sea vessels, due to the size of batteries that would be required. What are the options for powering deep-sea vessels? The simplest solution that’s been identified so far is a form of liquid fuel to replace heavy fuel oil. Biomass-derived fuels, like biofuel or biogas, are explored. Hydrogen and synthetic non-carbon fuels, like ammonia, for example, are derived from renewable energy or fossil fuels combined with OCCS (onboard carbon capture & storage). Synthetic fossil fuels, like e-methanol, can be carbon-neutral based on the production process. Biomass-derived fuels are being tested as drop-in fuels on certain routes because they can burn on existing combustion engines. But they’re most likely only a transition solution. The production of biomass competes with food production.

And, as other industries transition away from fossil fuels, the competition is going to be high – and it’s not one that shipping is necessarily going to win. So, hydrogen and other synthetic non-carbon fuels seem like the highest potential long-term solution. Financial institutions are helping to steer the industry towards a zero-carbon future. New fuels such as ammonia are promising, but they may reach $1,300-1,500 per ton, compared to $300-500 per ton for fossil fuels. IMO has been criticized for inaction. As a reaction to the inaction, other regulatory initiatives have emerged. Notable examples are the inclusion of shipping in the EU’s emission trading scheme, the Poseidon Principles for responsible ship finance, and the Clydebank Declaration for green shipping corridors to promote the uptake of alternative fuels. Leading actors are developing new vessels using fuels produced without carbon emissions. Shipping is inherently a global industry – and thus its decarbonization must be addressed globally. If the IMO doesn’t reach an agreement on global rules now, we are facing an inadequate patchwork of different rules in different regions. The shipping sector needs political support to reach net zero emissions. Policymakers will need to provide supportive regulatory environments to ensure that zero-emissions shipping can become competitive. The necessary decarbonization catalyst is legislation by international regulators and national governments that makes zero-carbon shipping and fuel production commercially viable. As global trade flows increase, serving a more prosperous world, emissions from shipping could grow between 50% and 250% by 2050 if no action is taken. If shipping were a country, it would be the world’s sixth-biggest greenhouse gas emitter. Halving shipping emissions by 2050 requires $1.4 trillion in investment. The invest

Stock of new & reconditioned parts in Greece & our network More than a 1000 sqm of premises in Piraeus greater area New balancing machines from 0,1 klg to 1500 klg Worldwide turbocharger service stations network In house TIG, thermal spray & laser cladding, LR approved ISO 45001:2018 & ISO 9001:2015 certiﬁcations by LR Specialised turbochargers engineers trained by the makers Turbo General operates since 1975 Turbocharger technical seminars (theory & practice)

NAFS | March 2023

zero

Bureau Veritas

photo Pixabay

ments are ship-related like engines, on-board storage, energy-efficiency technologies and land-based in the production of low-carbon fuels, and storage and bunkering infrastructure. The lion’s share is required in the land-based infrastructure and production facilities. The scale of shipping decarbonization will catalyze energy transition in all sectors of the world ecosystem, thus opening Pandora’s box into a trillion-dollar market opportunity. The responsibility to decarbonize the shipping ecosystem includes cargo owners and financiers. Decarbonization of shipping can be reached with a large-scale collaboration. Investors and insurers will have to become comfortable with new technologies. Shipping, a hard-to-abate sector, mandates close collaboration with the energy value chains, infrastructure, and finance sectors, with backing from government and international organizations. The transition will only be possible if shipping draws and develops the expertise of the broader maritime workforce. New opportunities will be created across the value chain, in the production of zero-emission fuels for example. Reskilling, upskilling, and skills transfer must be incorporated into the transition as shipping moves to new fuel sources. Shipping companies must enable greater diversity and inclusion and develop new skills to achieve a just transition. This includes the implementation of ambitious ESG frameworks, such as the 10 Principles of the UN. As a first step, it is imperative to have commercially viable zero-emission vessels operating in deep-sea trade by 2030. A UMAS study for the Getting to Zero Coalition reports that a target of 5% of zero-emission fuels by 2030 means the sector is in line with the goals of the Paris Agreement. This is the tipping point limit at which zero-emission fuels become cost-competitive and their adoption accelerates. Vessels delivered around 2030 will be in operation in 2050 given their lifespan of at least 20 years. This is viable if zero-emission energy sources are competitive with traditional fuels. Environmental performance becomes a major criterion for trade deals and negotiations. Charterers may select the vessels taking into account their environmental performance. By managing both the cargo and the ballast leg, using technology and big data, planning smarter ETA, and predicting port congestion, charterers can reduce the carbon footprint dramatically. This is translated to increased profitability since they will need fewer carbon credits. Artificial Intelligence (AI) harnesses accurate emissions calculations and predictions. AI allows shipping to rely on real-life data instead

of historical averages with detailed accounting per voyage by operational activity. A zero-emission fleet is viable if zero-emission energy sources are competitive with fossil fuels which are available, reliable, and cheap. This competitiveness gap cannot be solved on its own. New policies are needed, incentivizing shipping stakeholders to invest in new fuels and technologies. IMO must bridge the competitiveness gap between carbon-based fuels and zero-carbon energy sources with the introduction of market-based measures. The revenue from a market-based measure must support the deployment of zero-emission vessels and fuels, de-risking the pioneers and enabling investments. The transition to zero-emission shipping can go hand in hand with sustainable economic growth. Zero-emission ships require huge investments. By increasing efficiency in the sector, emission reductions can be achieved at a lower cost. The maritime shipping industry must make some big changes if it is to meet its target. We also need to balance the environment with the social and economic aspects of sustainability. The industry consensus is that a global fuel levy will be necessary to incorporate the social cost of carbon into fuel costs. The task of decarbonizing global shipping also brings along opportunities that businesses, customers, and decision-makers must seize. Shipping’s share of emissions grows quite significantly over time. Can shipping achieve zero emissions by 2050? Is that an ambitious target? What needs to happen to achieve the goal of carbon-neutral shipping? No matter what the fuels of the future will be, it will be useful to reduce the total amount of fuel needed to power global trade. More fuel-efficient transport modes, supply-chain optimization, and operational efficiency should be prioritized for their emissions-reducing potential. The 2020s must be the decade of action if we are to solve the shipping industry’s share of the global climate challenge before we reach a critical tipping point. We need the whole system to move together for shipping decarbonization to be possible. And what’s exciting about it is shipping can be a showcase for other sectors. If shipping, a hard to abate sector, can make this transition towards carbon-neutrality, it can be possible for others. It’s just a question of working together to make it a reality. And remember the motto from Shell: Think big, start small, and scale fast.

NAFS | March 2023

zero

Det Norske Veritas(DNV)

George Teriakidis Area Manager, DNV Maritime

The path to a tangible goal of Zero Emissions in Shipping by 2050 - Illusion or reality? exclusive

Mr. George Teriakidis, Area Manager, DNV Maritime

The maritime industry has committed to reducing its GHG emissions and aims to achieve a zero-emission target by 2050. However, the question remains whether this goal is an illusion or a reality. A lot of factors need to come together to enable the energy transition. These include regulations to ensure safety, landside fuel production, transport and bunkering, and a massive rollout of zero-carbon energy. Also, continually evaluating safety risks will be necessary to ensure a safe transition of all possible options. The recent Maritime Forecast to 2050 report launched by DNV in September considers the comprehensive production, distribution and bunkering infrastructures required to shift the maritime industry to carbon-neutral fuels. It also presents an updated outlook on regulations, drivers, future technologies, and costs for decarbonizing shipping. It models two different decarbonization pathways: ‘Current IMO ambitions to 2050’ and ‘Full Decarbonization by 2050’. DNV’s modelling points to a diverse future energy mix comprising both fossil and carbon-neutral fuels, with fossil fuels, gradually phased out by 2050. The report’s new and extended fuel-mix scenario library for shipping can be applied to DNV’s updated Carbon-Risk-Framework to help shipowners find the most efficient and cost-effective fuel strategies while focusing on fuel flexibility and energy efficiency remains key to easing the transition and minimizing the risk of investing in stranded assets. In terms of fuel choice, uncertainties around future price and availability means that a clear winner among the many options

– ammonia, methanol, diesel or methane, produced from sustainable biomass, renewable electricity or fossil fuels with carbon capture and storage – cannot be identified yet or in the near future, especially for the ocean-going / tramp shipping sector. The report outlines under what conditions each option will proliferate. DNV’s enhanced GHG Pathway Model estimates the investment costs of implementing new fuel supply chains and fuel technologies and energy efficiency measures onboard the world fleet. For energy transition and decarbonisation, the maritime industry can be assisted by accelerating digitalisation. By using digital tools, the industry can achieve energy savings of up to 15 per cent by 2050, in certain cases. Better integration and communication between ships, shore offices, and ports will improve planning, scheduling, and logistics operations, thus increasing fleet utilisation for liner fleets among others. Illusion or reality? Is there a verdict? The path to a tangible goal of zero emissions in shipping by 2050 is challenging, but it is not an illusion. Shipowners must take small steps, to ensure an incremental reduction of CO2 emissions from their vessels, over a period of years. This path is totally different from how shipping has operated in decades past. The shipping industry can achieve a sustainable future and contribute to global efforts to mitigate climate change by working together. In other words, collaboration among stakeholders is necessary for this new era. The question is not whether this goal is an illusion or reality but how quickly the industry can come together and transition to a sustainable future.

NAFS | March 2023

zero

Det Norske Veritas(DNV)

We are firm believers of the fact that collaboration is the fuel of the future. DNV is very proud to be a founding member of the Maritime Technologies Forum, as we firmly believe that Class can play an important role as trailblazers for regulators, gathering expertise, partnering with industry, and developing guidelines. The industry is making progress towards achieving this goal, and several pathways exist to achieve it. However, significant investments in new technologies and infrastructure and the support of governments and regulators are equally necessary. On the other hand, no industry can decarbonize in isolation, so global industries need to make the right choices together, and sustainable energy should be directed to where it has the biggest impact on reducing GHG emissions. The ultimate hurdle is fuel availability and to overcome it, supply chains must be built through cross-industry alliances and not just depend on ship owners’ choices. At DNV, we are working every day to help bring the maritime industry and the many partners, stakeholders, industries, and the public together – because only by building together, we can achieve these shared goals.

Come Onboard Shipping & Ports

Audit, Tax & Legal, Consulting, Deal Advisory

kpmg.com/gr/shippingandports General Electronic Commercial Registry 001352601000 © 2023 KPMG Certified Auditors S.A., a Greek Societe Anonyme and a member firm of the KPMG global organization of independent member firms affiliated with KPMG International Limited, a private English company limited by guarantee. All rights reserved.

NAFS | March 2023

zero

Lloyd’s Register

Natassa Kouvertari Project Manager at the Lloyd’s Register Maritime Decarbonisation Hub

Technology will play a key role in well-to-wake assurance of zero-carbon fuels exclusive

Mrs. Natassa Kouvertari, Project Manager at the Lloyd’s Register Maritime Decarbonisation Hub

Ship owners and operators will seek validation that the future fuels they use to propel their ships are produced, transported and handled sustainably. Technology and regulation will be required in this trajectory to make this a reality As maritime stakeholders evaluate zero-carbon fuel options, the verification of carbon intensity as well as the full lifecycle impact of these fuels will present a significant challenge. Ammonia and hydrogen, two of the most promising long-term alternative fuel candidates for shipping’s energy transition, are often produced using fossil fuels. This poses a dilemma for fuel purchasers, in clearly distinguishing between a fuel produced using non-renewable methods and one that is mixed with fuel molecules that have been produced using green sources. Technology could lift the barrier of tracing the true carbon intensity to prevent mislabelling and illicit blending. Without assurance, the industry will be left in idle to cope with uncertainty. Cheaper more carbon intense versions of hydrogen and ammonia will be rife and with the operational cost of fuel still being a key driver for business decisions in shipping, corners will be cut.

Grey, blue and green fuels

Hydrogen and ammonia have a different carbon footprint based on the energy source used at production. They are thus categorised as

grey, blue or green to highlight their carbon intensity and production method. Grey fuels are produced using fossil fuels and are moderate to high in terms of carbon footprint, this can include grey hydrogen, which is created from natural gas or methane by using steam methane reformation and grey ammonia, produced from hydrocarbon feedstocks. Blue fuels are also produced using fossil fuels, however carbon emissions stemming from the production process are captured and safely stored using CCUS (Carbon Capture Usage and Storage) technology, making these fuels low carbon. Green fuels are produced using renewable sources and are therefore zero carbon options; an indicative example here being hydrogen which is created by using clean electricity from surplus renewable energy sources, such as solar or wind power. This type of green hydrogen can be directly used in the production of green ammonia. Currently less than 0.1% of the production facilities globally are dedicated to water electrolysis, which is the source of hydrogen for both green production processes. However, as the demand for green fuels increases, the number of facilities is expected to increase as well and with this growth the amount of high purity product coming from green processes will equally increase.

Future fuel assurance and technology’s role

In a recent report that was jointly published by the Lloyd’s

NAvITEC A l way s t h e r e

For all your afloat ship repairs, 24/7: • Steel repair • Pipe fitting • Winches & cranes • Engine mechanics • Pumps & valves • Refrigeration • Electricals • Hydraulics • Cargo securing • ...

Emdenweg 17 2030 Antwerp Belgium +32 3 542 31 31 info@navitec.be www.navitec.be

“Navitec is the roadside assistance in Belgian ports and beyond, with a lightning fast response 24/7, all year round.”

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

NAFS | March 2023

zero

Lloyd’s Register

photo Pixabay

Register’s Maritime Decarbonisation Hub and Safetytech Accelerator ‘Tracing the true carbon intensity of sustainable marine fuels’ the role of innovative technologies in end-to-end assurance of the green fuel supply chain is presented. The report features collaboration of two technology vendors, TYMLEZ and Authentix, who each apply a different, yet complementary approach to confirming the green credentials of a fuel. TYMLEZ’s guarantee of origin (GO) scheme utilises Blockchain technology for green hydrogen and green ammonia tracking systems. As part of the solution, each unit of hydrogen or ammonia is certified through a live facility data platform that can capture emissions data during the production process, such as water, fuel usage and grid electricity consumption. The platform is enabled by individual technologies and information validation and can follow any methodology, including the procedures of the International Partnership for Hydrogen and Fuel Cells in The Economy (IPHE) to calculate greenhouse gas emissions. Moving from the production side to the transportation and bunkering, Authentix, proposed the use of synthetic markers, which are injected into the fuel to detect blending and mislabelling, as well as the origin of the fuel, to assure that it matches the digital signature even after blending. Authentix has developed a system for liquefied petroleum gas (LPG), which is stored and transported in a way similar to ammonia. The company’s system involves injecting a chemical marker in the LPG as it is pumped into tanks, agitating the tank filling to provide

homogeneous mixing. The LPG can be sampled and tested with an analyser containing a specially designed high-pressure fuel cell, to identify and quantify the amount of marked LPG.

Regulation to lead the way

Whilst novel technologies provide an insight into how they can provide the end-to-end assurance of the green fuel supply chain, industry regulation will be key to ensuring operators are incentivised to burn green fuels. Schemes which reduce port fees for low-carbon users are an example of how the industry could lead this without waiting for mandatory regulation, however, the introduction of regulations and standards for the fuel supply chain to mandate the use of green or blue fuel would avoid the potential scenario of cost discrepancy. Although some consumers are willing to pay a premium for green fuel in support of their environmental and corporate commitments, with fuel costs representing as much as 60% of the total ship operating expenses (opex), a disparity in price with grey fuels being significantly cheaper may drive its consumption over the blue and green energy sources. Mandating guidelines for a smooth transition from grey to blue and then to green fuels, would safeguard the opex for companies, whilst ensuring that shipping continues on its path towards a renewable future, one in which owners and operators are assured of fuels’ green credentials from well to wake, allowing the industry to commit to a true energy transition together.

The LIBERIAN REGISTRY Proudly Serving Greek Shipowners Since 1948

ALL FLAGS ARE NOT ALIKE

NAFS | March 2023

zero

RINA

Spyridon Zolotas Marine South EMEA Region Senior Director, RINA

The path to a tangible goal of Zero Emissions in Shipping by 2050 - Illusion or reality?” exclusive

Mr. Spyridon Zolotas, Marine South EMEA Region Senior Director, RINA

Meeting the targets set within IMO 2030 and 2050 is a challenge, that’s a fact. But it is a challenge that can be won by the industry, which is already making visible and effective efforts to be on the right path. However, shipowners are uncertain of which choice to make, they must plan their investments today, based on technologies that are very innovative and sometimes even pioneering. As the decarbonization program advances, they might need to make choices outside the norm, but if we are to meet these goals, we need to be more and more proactive. The challenge needs to be addressed on all fronts: new fuels, new technology, and new ways of operating. We need to develop now if we are going to meet targets in the future, but, as we progress, we need to ensure solutions are both practical and sustainable. Some solutions are not yet ready for deployment: for example, there is not a ready supply or supporting infrastructure to move to green hydrogen or ammonia bunkering today. This is where dual fuel solutions and biofuels present an excellent opportunity for transition and to stay on track with the IMO 2030 and 2050 targets. LNG also presents an interim option with lower emissions than fuel oil and opens a pathway to possible future synthetic or biofuels. When it comes to new fuels and technology, it is more difficult to predict the outcome for the future. Hydrogen and fuel cells will certainly play a part as a global energy vector and RINA is already certifying hydrogen powered trains. Ammonia, methanol and carbon capture

and utilisation (CCU) also all have potential to bring the industry towards net zero. However, winning fuels and technology for the future will depend heavily on the approach of other market sectors. CCU technology has an important role to play while we transition to new fuels. Captured CO2 has the potential to be used in industrial processes, to create synthetic fuels or blue hydrogen, or to be pumped and stored in old underground oil wells. In the light of the above, RINA has been working with the industry on a new dual fuel LNG/hydrogen engine propulsion arrangement, which was given a first approval in principle for an MR tanker designed by FKAB, for a VLCC designed by SWS and, at the end of last year, has signed a joint development project with Maran Dry Management Inc. for an LNG and hydrogen powered 210,000DWT bulk carrier. The propulsion arrangement is based on combining the ship’s fuel (LNG) with steam to produce hydrogen and CO2, which is captured from the LNG molecules before the combustion in the engine takes place, rather than from exhaust gas emissions. LNG alone produces lower emissions than fuel oil. By combining it with the ability to use increasing percentages of hydrogen over time, owners have a propulsion solution they can use today using proven technology without the need for onshore hydrogen infrastructure. Furthermore, this design involves overall lower mass flows, therefore a reduced space required, and the scalable installation allows to progressively keep up with the pace of the emissions reduction

TECHNICAL ACHIEVEMENT

• 2020 •

PSYCTOTHERM : LEADING INNOVATION AIR COOLED SPLIT A/C UNIT Using a marine specialized Air Cooled Split A/C Unit, you will have increased performance, efficiency and larger lifetime of the unit with loss maintenance and faults in comparison units. - also available with atex outdoor unit

PACKAGED AIR CONDITION UNIT // marine type

An A/C Packaged Type Unit with water (sea or fresh water) as coolant. An ideal solution for areas of the vessel with special cooling needs like Engine Control Room, Workshops or Kitchen.

www.psyctotherm.gr

NAFS | March 2023

zero

RINA

photo Pixabay

requirements up to 2050. The vessel, therefore, can be built today as an ordinary dual fuel ship, and the extra equipment installed once regulations incentivize the investment. Selecting this dual fuel LNG/hydrogen option presents many benefits to shipowners today and into the future. It means they can invest in new vessels with confidence that they will meet IMO 2050 in the future without reliance on investment in new onshore infrastructure, requiring only existing LNG bunkering facilities. Engines are directly powered with hydrogen and LNG, with increasing percentages of hydrogen used over time to maintain the ship’s CII rating. It will also aim to reduce the resistance of the ship to increase overall operational efficiency. Other practical areas that will reduce emissions today include speed reduction (slow steaming), although we still need to understand the impact of this on supply and demand, and, of course, digitalization. As ships become increasingly digitalized, we understand more and more about fleet performance, the impact of measures taken to reduce emissions, ‘best practices’ to optimize efficiency, and support for investment decisions. Indeed, going forward, reliable data will be required for efficiency ratings. Slow steaming can be combined with other actions such as reducing friction, through improved hull hydrodynamics and technologies that will be widely available in the future such as bubble systems, or wind assistance. Additionally, advancing digital fleet monitoring and management solutions offer a current solution to increase the efficiency of ship operations. Digitalisation will also be an important tool for monitoring fuel consumption and efficiency levels, ensuring data reliability for efficiency ratings, and providing vital intelligence for investment decisions; optimizing routes and bunkering stops will also naturally reduce emissions. One of the biggest challenges in decarbonizing shipping is knowing

which technologies and new fuels will be the ‘winners’ for the future. No one has a crystal ball, and owners looking to invest in new builds today need to choose solutions that are practical and economically viable. Institutional stakeholders should try to guide owners with a common approach, make pathways clearer, and give proper incentives. Regulations will develop, along with market implements, such as emissions trading. Using the Carbon Intensity Index (CII), ships will be ranked and rated according to efficiency. Fleet ratings will influence market competitiveness, as big organisations committed to faster routes to net zero select more efficient shipping options. Insurers and bankers will also favour greater efficiency, and the ESG link to finance will mean bonds and lines of credit will offer greater awards to vessels with lower emissions. Other industries will help us with ideas and confidence in the direction to take, which is why RINA’s business units across marine, infrastructure, industry, energy and certification are working closely together to recognise transferrable technology and ideas. We are also looking at new technology safety and risk assessments even before the development of prescriptive rules.

Conclusions

We do not know what fuels or technologies will become winning options for the future. Hydrogen will almost certainly play a part as an energy vector and may even open new opportunities for shipowners with the need to transport hydrogen or ammonia. Fuel cells, which run on methanol or hydrogen, will also likely be a part of future ship designs. Additionally, and beyond shipping, carbon capture technology will be needed if we are going to meet climate change targets as a whole. The industry cannot stand still and solutions through transitioning and immediately viable fuels/technologies need to be pursued.

NAFS | March 2023

zero

The Marshall Islands Registry

Thanos Theocharis Senior Manager, Regulatory Affairs, IRI/The Marshall Islands Registry

The path to a tangible goal of Zero Emissions in Shipping by 2050 - Illusion or reality?” exclusive

Mr.Thanos Theocharis, Senior Manager, Regulatory Affairs, IRI/The Marshall Islands Registry

When the International Maritime Organization (IMO) rolled out the Initial Greenhouse Gas (GHG) Strategy, the 2050 goals in the Levels of Ambition seemed a long way off. Today, 2050 is rapidly approaching and we are at an incredible time right now as the industry assesses and takes its next steps toward achieving zero GHG emissions. Discussions about decarbonization have moved past theoretical as owners and operators are availing themselves of energy saving, efficiency, and even alternative fuel solutions. Data is being analyzed, evaluated, and reviewed at a rapid pace as the industry continues to push forward. But can we achieve zero GHG emissions by 2050?

guidelines, setting the first standards for evaluating climate impact on lifecycles of different fuel types.

How the industry will define zero GHG emissions is under discussion right now at the IMO as part of developing a revised GHG Strategy. Proposals are on the table for debate and discussion as IMO considers what mid- and long-term targets and goals should look like as we steer toward 2050. But there is much still to be discussed and determined such as the acceptability of carbon offsetting or balancing, a carbon levy, fuel standards, the scalability and accessibility of certain alternative fuels, and the right balance between ambitious targets and feasibility.

The Republic of the Marshall Islands (RMI) permanent delegation to IMO offers RMI owners a voice in developing the global framework of tomorrow and involves owners and operators in the discussions before regulations are put into place, ensuring industry involvement and perspective during the development and assessment of the regulatory framework.

Developing A Global Framework

In July 2023, IMO’s Marine Environment Protection Committee (MEPC) 80 is expected to issue a revised GHG Strategy specifying medium- and long-term measures. Levels of Ambition will likely be strengthened, giving the industry more stringent waypoints. MEPC will also likely offer general positions on Fuel Oil Life Cycle Analysis

These medium- and long-term measures will build upon the Initial GHG Strategy, offering guidance and a direction for the industry to follow, but we should not expect to see prescriptive standards and a one-size fits all approach. IMO’s goal-based approach to zero GHG emissions offers flexibility for Member States, owners, and operators to assess and determine the solution or solutions that will work best for each fleet.

IMO’s global framework is critical to the success of our industry, but the goal of zero GHG emissions, however it will be defined, extends beyond the purview of IMO and even the shipping industry. Zero GHG emissions will require the support, collaboration, and commitment of more industries than just shipping. Alternative fuels may require infrastructure improvements such as the development of carbon capture and storage facilities, roads, rail lines, etc., to assist the industry in fulfilling its obligations to implement new standards.

Mechanical excellence for green power solutions!

Complete technical solutions for the marine industry Trading of marine & industrial equipment Claims handling & technical consulting Workshop facilities & advisory Τechnical management of various vessels types ΙSO 9001:2015 certiﬁcations by LR

RECOND OIL KNOWLEDGE HUB

NAFS | March 2023

zero

The Marshall Islands Registry

Making Zero GHG Emissions A Reality

While the global framework is being addressed at IMO, industry pioneers have already begun to implement new technologies and efficiency measures. Newbuild vessels, with efficiency focused design, are under construction in shipyards around the world. Innovative leaders are not waiting for a framework to take action. The RMI Registry is a diverse fleet with progressive shipowners. Quality and environmental stewardship go hand-in-hand, for RMI owners recognize that efficiency in design and operation, as well as a focus on safety and environmental stewardship optimize a vessel’s ability to trade around the world. Recognizing the shift over the last decade, International Registries, Inc. and its affiliates (IRI), which provide administrative and technical support to the RMI Registry, has strengthened the depth of technical expertise available through its 28 worldwide offices and created specialized teams to handle new and emerging technologies. Four key developments confirm that the RMI as a flag State is technically prepared to assist its owners and operators as they make decisions toward zero GHG emissions. First, the hiring of key technical experts around the world. Second, the Registry’s connections and collaborations through Joint Development Projects, Approvals in Principle and more. Third, IRI has built and expanded a specialized Gas Team, with unparalleled technical expertise in energy and gas. From that Gas Team came the fourth development, a separate highly experienced team, the Renewables Team, which focuses specifically on alternative propulsion systems. Combined, IRI’s technical teams offer global coverage and expertise to support the reality of zero GHG emissions.

Although efficiency and optimization can help to alleviate pressure on new fuel demands, new technologies and solutions will be required to comply with 2050 targets. IRI’s Gas and Renewables Teams currently works alongside industry and other partners to assess and review data on the safety, viability, security, feasibility and sustainability of new fuels and energy solutions. This technical expertise supports the high-quality business, economic, and governance commitments of RMI flagged vessels, by providing the technical support they need to fulfill their obligation to implement standards. IRI takes an active and supportive role in partnering with RMI owners and operators to ensure that they are adequately informed to make decarbonization decisions.

Illusion or Reality?

MEPC 80 in July 2023 will set the direction and course for 2050, but this is a complex problem with no easy, one size fits all solution, so the industry must remain prepared for flexible solutions that may be individualized by company or even vessel. Momentum is building toward action across the industry, with hesitation likely to be replaced by action in the near future. There will be no best strategy to take, rather each owner and operator must assess their own fleet to determine the best course forward. Solutions will be individualized, with no silver bullet at hand. However, the industry has no chance to achieve these targets if it acts alone. Success will require the support of flag States, Classification Societies, stakeholders, owners, and operators. Those that are focused on the future will be in the best position to make zero GHG emissions a reality by 2050.

SHAFT POWER MEASUREMENT AND POWER LIMITATION (SHAPOLI)

Features: Web based visualization and reporting - Data collection

System complies with the speciﬁcations of the IACS EEXI implementation guideline Rec. No.172 which is based on Resolution MEPC.335(76) – 2021 GUIDELINES ON THE SHAFT/ENGINE POWER LIMITATION SYSTEM.

- Trend curves - KPI analysis - Plausibility check - Monitoring and reporting - Fuel transparency and optimization - Customizable monitoring systems

System for measuring engine / ship performance and fuel / propulsion efficiency as well as monitoring SHaPoLi - RPM, torque and power signals - Reliable data - SHaPoLi / EEXI - Key component for fuel performance system FPS to optimize fuel / propulsion efficiency

- PLC-based system with web-based visualization via Ethernet

- Data storage on SD card

NAFS | March 2023

zero

Accelleron

Simone Bernasconi Head of Global Product Line Upgrades, Accelleron

How turbocharging technology can play an important role in reducing the CO2 footprint of existing installations exclusive

Mr. Simone Bernasconi, Head of Global Product Line Upgrade, Accelleron

Accelleron’s Simone Bernasconi, Head of Global Product Line Upgrades, looks at ways turbocharging solutions can support the decarbonization journey. Simone highlights how easy-to-implement turbocharging technology can play an important role in reducing the CO2 footprint of existing installations, and how wide market adoption is key to achieving significant impact. Simone further describes how combining greater efficiency with a sound business case will be vital to maintaining a competitive edge in a low-carbon world. Maximizing the fuel efficiency of merchant vessels has always been a key goal of the shipping industry. Fuel costs are the major operating expense in marine transport and have recently seen all-time high levels. The need for decarbonization is gaining momentum at an incredible pace, with stringent targets from the IMO further enhancing the need to improve transport efficiency.

Decarbonization approaches for the maritime industry

Despite the lowest specific CO2 emission for transported goods per weight and distance, and achieving solid specific emission reductions in the last decades, the maritime industry doesn’t have a clean image. The global perception is rather negative, with maritime transportation often seen as dirty and even non-compliant. The expectation on our industry is high, and we – as the maritime industry – are expected to make the difference in the future. Decarbonization needs to be implemented throughout the whole value chain to deliver a holistic approach, considering overall CO2 emissions and environmental impact. Drawing the system boundary on the vessel and focusing only on downstream emissions stemming from its chimney (tank-to-wake) is not sufficient. The origin of fuel and grey energy involved (well to-wake) need to be considered to avoid distortion and in the worst case, a global increase of CO2 emissions despite clean shipping on paper. Such life-cycle considerations, although highly complex, are paramount to a sound decarbonization

journey. Decarbonization targets are ambitious and consequently, to achieve a perceptible global impact, solutions for decarbonization and efficiency improvements must be widely adopted. Flagship projects are required for showcasing new technology, but their direct global impact is marginal. It is pivotal to success that today’s technology demonstrations become tomorrow’s widely adopted standards. This may be achieved by considering global availability as well as affordability from the very early conception phase of proposed technology improvements.

Long term solutions (net-zero transportation)

Net-zero maritime transportation is already possible. Fully electrified short-range ferries and even medium-range ferries are possible, provided the electricity itself has a net-zero carbon footprint. In fact, the first installations of short-range ferries have been already in operation for a few years. The technology is not suited to long-range transportation, however. A container ship sailing from Asia to Europe with a one-month travel time would need as many as 100,000 tons of batteries on board, consuming 60% of the freight capacity. A net zero carbon footprint can also be achieved through the use of sustainable fuel including Biofuels or fuels generated from renewable energy sources such as solar, wind and hydro. From a vessel and engine technological perspective, a full transition to net-zero emission vessels is possible in less than 10 years. A major engine OEM has already committed to the availability of ammonia engines from 2025, for example, and pilot initiatives from companies such as Maersk and AIDA with sustainable fuel are multiplying. Yet global transition will nonetheless take several decades to be implemented. The biggest challenge to overcome is the global availability and distribution of net-zero carbon fuels. This is going to take decades to implement and is not directly in the hands of the shipping industry itself. There will also be fierce competition for sustainable

NAFS | March 2023

zero

Accelleron

“Future fuels, such as methanol, ammonium or hydrogen will enable a global net-zero CO2 balance when available, but we’re not there yet”

Simone Bernasconi, Head of Global Product Line Upgrades, Accelleron

energy between industries at local and global level, onshore and offshore, including electricity, heating, private transportation, aviation, construction and more.

Short and medium term solutions

Presently, we are at the beginning of the carbon transition journey. While the target and ambition are known, the exact means of implementation are widely unknown, and there will be many paths towards the common target. It is certain that during the decades of carbon transition a vast diversity of technologies will emerge which cater to incremental CO2 footprint improvements. There won’t be a one-sizefits-all solution and it’s most likely a single solution will not do the job. A sound combination of multiple incremental improvements is key to making the existing fleet fit for the decarbonization journey. Although the IC engine remains a key solution in the short and medium term, internal combustion is at the heart of emissions related to the maritime industry, with CO2 released during the oxidation of current hydrocarbon fuels when converting chemical to mechanical energy. Future fuels, such as methanol, ammonium or hydrogen will enable a global net-zero CO2 balance when available, but we’re not there yet.

How turbocharging can help

The turbocharging system is a key component of the marine engine. Through its direct interaction with the engine, a modern turbocharger with higher efficiency has a leverage on emissions, directly lowering specific fuel consumption and hence CO2 emissions, through improved overall system efficiency, and also enabling new engine tuning and concepts for even higher reduction potential. Maritime assets have a lifetime spanning several decades, from 15 to 30 or more years depending on the vessel type. Over its lifetime, marine equipment requires servicing to ensure acceptable reliability, operational safety, and energy efficiency. There are two main service approaches when it comes to servicing marine equipment, although thanks to Accelleron, it’s also possible to get the benefits of both. Often, when components need to be repaired or replaced, the conventional service approach is to install new like-for-like equipment, featuring the same older design and technology that was available when the vessel was delivered. Although easier and cheaper to implement, this traditional service concept is no longer sufficient. Upgrades provide an alternative approach. Older equipment is removed from the vessel and replaced by newer components with a more recent design. Benefits include the latest technology developments in efficiency, ease of service and spare part availability, but changing equipment to newer versions often requires in-depth ad-

aptations, increasing the technical complexity, project management effort and downtime. To achieve wide adoption of upgrades globally, financial sustainability needs to be further improved, and component upgrades promise the necessary simplicity with benefits. The turbocharger component upgrade is based on a simple concept:

• The latest know-how in design and materials from the newest turbocharger generation is modified to fit into older turbocharger equipment. • Only the performance relevant components are replaced by new upgrades, while the turbocharger casings and all interfaces to the engine remain untouched. The component upgrade approach requires a dedicated development, qualification and verification effort by equipment OEMs, but provides a great alternative to the standard servicing, helping owners and operators to improve the CO2 footprint and competitiveness of their vessels, without interfering with the already-scheduled maintenance scheme.

In conclusion

Internal combustion engines remain at the core of emissions generation for the shipping industry, and measures to reduce their environmental impact can’t be removed from the global sustainability equation. As such, they must be carefully evaluated. Turbocharger upgrades can be integrated into the regular maintenance scheme of a turbocharger, promising to reduce direct CO2 emissions onboard the vessel through lower fuel consumption, along with indirect CO2 emissions by increasing the lifetime of key components.

NAFS | March 2023

zero

OCEANKING

Carola Yannouli General Manager, Oceanking SA

The path to a tangible goal of Zero Emissions in Shipping by 2050 - Illusion or reality?” exclusive

Mrs. Carola Yannouli, General Manager, Oceanking SA

Shipping is among the hardest industries to abate CO2 emissions. The goal of zero carbon emissions in shipping presents challenges particular to this industry, in terms not only of technology, but also of logistics and supply chain. Vessels are transporting goods worldwide, therefore besides developing a fuel technology suitable for marine operations, a worldwide infrastructure for the bunkering of ships must also be developed in ports. The transition to a decarbonized shipping is not likely to happen overnight, it is a path where intermediate steps are necessary to reach net zero. This is why to end up with viable solutions for shipping, collaboration between all stakeholders (ports, charterers, shipowners, technology providers etc) is necessary. There are several initiatives in the market, where charterers, shipowners, vendors, logistics organizations and financiers have formed alliances in order to find suitable, cost-efficient solutions for reducing carbon emissions in shipping. However, until there is clarity in the upcoming regulations and the cost of non-compliance, as well as financing options, especially for early movers, stakeholders are reluctant to take any final decisions and proceed with any relevant investment. Some steps in this direction have already been taken by adopting market-based measures, such as the EU ETS and putting a tax on carbon. These steps aim to provide the opportunity to finance some the relevant decarbonization projects and incentivize early adopters.

Up to today, HFO has been the most efficient marine fuel, not only from a vessel’s operation perspective, but also from the refineries’ perspective. Marine engines have been developed to burn HFO, which is the world’s dirtiest and most polluting ship fuel, is a tar-like residual waste from the oil refining process that no other industry could use. To substitute HFO, using only one fuel for shipping, will prove very difficult and most probably, the future will include use of different type of fuels depending on ship type and vessel trade. Looking at the different fuel technologies, LNG is already a mature alternative marine fuel, with zero accident record, availability, and a developed bunkering infrastructure. It is considered as the optimum transitional marine fuel and can allow compliance for an extended period of time, eventually combined with methane slip abatement technologies, drop-in low carbon fuels and/or carbon capture. Ammonia is more a chemical product, than a marine fuel. Of course, it is a perfect hydrogen carrier, but it presents serious toxicity, corrosivity and low energy density, as well as it requires huge sustainable electric energy to be produced as green marine fuel. Hydrogen is a truly green fuel, but again it presents serious challenges for its containment and maintenance at extremely low temperatures to be in liquid form, has the lowest energy density among other alternative marine fuels and it requires huge amount of green electrical energy to be produced. Methanol is gaining momentum in dual fuel marine applications,

Lupi, your marine partner With over 100 years’ experience, Lupi S.r.l. offers high-quality spares and services.

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

Tel. +39 010.2543612 email: info@lupisrl.com Website: www.lupisrl.com

NAFS | March 2023

presenting lower capex requirements than all other alternative duels but with low energy density and some toxicity challenges. Bio-fuels present interest for specific ship types and routes. Furthermore, bio-fuels stability, contamination, compatibility, corrosivity and green electric energy required for their production should be carefully evaluated. A general consideration is that all mentioned alternative marine fuels, except LNG, require a considerable amount of green electrical energy to be produced, which by the way should be procured in competition with other industrial sectors.

zero

OCEANKING

“Shipping is under extreme pressure to decarbonize its operations by 2050, while maintaining the bottom line, which is not an easy task. The path towards zero emissions in shipping will be a long process, where participation between all stakeholders is necessary to reach cost-effective solutions suitable for shipping”.

In other words, the availability of zero carbon fuels is uncertain not only due to the high resources/ energy requirements to produce them, but also because shipping will have to compete with other industries in the future to obtain these fuels. In addition, the cost of any new fuels is expected to be significant. Therefore, in parallel with the use of low/ zero carbon fuels, use of other technologies to reduce fuel consumption on one hand, and to capture carbon onboard on the other hand, will be key for shipping in the path towards zero emissions. Technologies aiming to reduce fuel consumption, that are in a mature development stage, with several onboard applications, are as follows: • energy saving devices • air lubrication • wind assisted propulsion

The afore mentioned technologies may reach a fuel reduction between 10-20% under certain conditions. The suitability and payback time of each technology depends on several factors, such as ship type, ship age and the vessel’s route. Moreover, optimization of vessel and fleet operations via digitalization will contribute significantly in the path towards a zero-carbon shipping. Based on high-frequency data and through operational machine learning models, the crew and people in the office can have customised solutions for the operation of each vessel, considering route, port and traffic congestion, market prices, weather forecasts and sea state and other operational and commercial factors, so that fuel consumption and exhaust emissions are minimized. Electric and hybrid solutions are more suitable in applications with variable operating profile and flexible power demand, such as ferries, workboats, offshore support vessels and tugs. A hybrid vessel with energy storage systems (ESS) can optimize the energy consumption by running the engines at optimal load, reducing

potentially the number and the size of the engines and generators, storing excess energy for later use. This results also to reduced OPEX, due to reduced engine maintenance requirements. Batteries are used for zero carbon port operations, peak shaving, load levelling for smoother engine operation, as well as rapid load response. To achieve zero carbon operation when vessels are in port, alternative marine power (AMP) is a proven technology. There is an increasing number of ports in Europe, but also worldwide that are limiting carbon emissions while in port. Both above technologies require changes in port infrastructure, so that ports worldwide can provide vessels with the necessary electricity.

On the other hand, onboard carbon capture technology (CCS) is very promising and will be a viable solution for the existing fleet, but also for newbuildings in the path towards decarbonization. Carbon capture systems are under development, but there are several partnerships for developing further and applying the technology onboard vessels. The method of capturing CO2 through chemical solvents, usually ammonia or amines, is chosen by most manufacturers in the marine sector since it minimizes the intervention onboard compared to other carbon capturing methods. The advantages are that it can be used in combination with SOx scrubbers and there are no special operational requirements from the crew. Handling of the waste product is a challenge. In systems using ammonia, the waste is in solid (powder) form (CaCO3) and can be disposed at sea. In systems using amines, waste is in liquid form and can be stored, transported, and used in other industries. Another challenge is the supply of the necessary chemicals to be used in the CCS, especially for vessels that don’t have fixed routes. There is however a very important factor that we need to take into account for the successful adoption of any decarbonization solution and that is people, both onboard but also in the office. Reaching zero carbon emissions in shipping will require a change of culture and mentality, therefore training and upgrade of people skills will be very important. To conclude, shipping is under extreme pressure to decarbonize its operations by 2050, while maintaining the bottom line, which is not an easy task. The path towards zero emissions in shipping will be a long process, where participation between all stakeholders is necessary to reach cost-effective solutions suitable for shipping. Nevertheless, it is also an opportunity for Greek shipping to play a leading role, by embracing this change, and be in the upfront of this trend that will transform the industry, coming out of this path more efficient and competitive.

100

NAFS | March 2023

zero

ZERO NORTH

Pelle Sommansson Chief Product & AI Officer, Zero North

The path to a tangible goal of Zero Emissions in Shipping by 2050 - Illusion or reality?” exclusive

Mr. Pelle Sommansson, Chief Product & AI Officer, Zero North

The International Maritime Organization (IMO) will deliver its revised greenhouse gas (GHG) strategy in July this year, with initial indications being that the organisation is moving towards setting a goal for net zero emissions in the shipping sector by 2050. With many countries speaking in favour of a net zero target at an IMO working group late last year, it is clear there is appetite for the IMO to strengthen its levels of ambition on how shipping curbs its environmental impact However, reaching net zero emissions by 2050 will be the most ambitious task ever undertaken by the global shipping sector, and will require concrete, decisive action by stakeholders across the industry to start reducing emissions immediately on the road to net zero. Without any action, the maritime industry will be responsible for 11% of global emissions by 2050. It is not just the looming possibility of net zero by 2050 targets that are pushing the industry to take action to decarbonise. With regulatory pressure mounting – including the IMO’s initial greenhouse reduction strategy from 2018, the EEXI and CII regulation which were implemented in January, and the EU’s ETS coming in 2024 – there is an urgency for shipping to make a sizeable impact on emissions in the immediate term. Future fuels and building more efficient vessels will definitely have a key role to play in driving the green transition in the years to come. Waiting for tomorrow is not possible if shipping is to meet even its

2030 goal of reducing emissions by 40%, let alone reach net zero by 2050. While a goal of net zero emissions in shipping by 2050 isn’t an illusion, making decarbonisation a reality will require the right skills and ways of thinking for today’s environment, as well as solutions that enable organisations to secure their future success and remain profitable while navigating the green transition. Some of these solutions are based on assets that the industry already has and aren’t far-flung concepts that are yet to be developed; foremost amongst these is data.

Data holds the key

Data holds the key to enhanced decision-making and smarter, more sustainable actions which can reduce emissions and have a positive commercial impact. When harnessed properly, data insights can ensure strategic goals can be transparently and measurably met, despite stakeholders today having to contend with a growing number of multi-faceted strategic aims, rapidly evolving consequences and often conflicting priorities. This is because data is impartial and can be deployed as a commercial differentiator, driver of change, and a constant ‘anchor’ for sensible business practices. Data – along with the vital platforms required to interpret that data – doesn’t get ‘wrong-footed’ by volatility in the global economy.

102

NAFS | March 2023

zero

ZERO NORTH

It reflects what is currently really happening in the world, or to a vessel, not a ‘best guess’ based on human intuition. Because of this, data doesn’t make snap decisions based on currently available weather information, and nor does it react to geopolitical changes on impulse. Data will be critical to creating a pathway to net zero, by identifying key areas of the business where the potential for change already lies within operational processes. No company or operation is perfect, and there is always room for improvement; understanding where these opportunities are can drive efficiencies and reduce fuel consumption, cost and emissions. Helping companies eliminate this ‘inefficiency headroom’ to create more profitable operations in the near term means more sustainable outcomes that benefit both profit and planet.

Creating a shared reality

On the road to net zero, ways of working will continue to transform around us, especially as new solutions are created, such as digital technologies, fuels and hardware innovations, that can drive meaningful emissions reductions. The industry needs data-driven solutions to help manage that transition and the volatility that comes along with it, ensuring companies can maintain stability and continue to make well-informed, sustainable decisions for their fleet. The good news is that industry leaders in the global trade ecosystem do not need to navigate the road to net zero alone. The maturity of today’s technology and availability of data can help elevate collaboration and connect industry stakeholders, aligning them around commercial and environmental goals. Data and data-driven solutions provide a connecting point for previously siloed parties, consolidating processes across the maritime value chain into one source of intelligence. With visibility and access to the same data points, ship owners, operators and charterers can work together to optimise operations, significantly reduce emissions and drive meaningful emissions reductions to make net zero a reality. A single source of data truth can connect ship to shore, owners, operators, charterers, bunker providers and the wider maritime value chain, as they all will have visibility and alignment on vessel activities and goals. This is especially important as intra- and inter- organisational collaboration will be critical to create greener, more efficient, and profitable operations, as well as ensure that the industry meets the IMO’s emission reductions target.

Laying the right foundations

However, to create this arena for true collaboration, industry data needs to be of high-quality, validated, and standardised. Shipping is

still largely a siloed industry, with a lack of common data standards and practices. Currently, there is no standard way to way to exchange or interpret data, much of which is disparate and unstructured, making it difficult to separate the signal from the noise. To maximise data usage and ensure software platforms can glean meaningful insights that will drive emissions reductions, common data standards need to be urgently adopted to allow the seamless flow of data and information between departments and ensure the right actions are being taken. As the industry continues in its digital transformation, solutions that can overcome these silos and consolidate processes across the maritime value chain into one source of intelligence will be critical to driving the green transition. The sharing of information between different stakeholders will become commonplace, enabling enhanced industry collaboration on the road to net zero as data is processed in a structured, scalable and actionable way to facilitate the best possible decision making. Willing participation and collaboration from across the industry will be a key component in driving a rapid pace of change that will see new digital technologies open up a pathway to enhanced decision-making, with stakeholders able to act based on the full context of their organisation that will create a thriving and sustainable future for the maritime industry.

Reaching decarbonisation goals

Decarbonisation is undoubtedly one of the biggest challenges facing shipping and a key priority for stakeholders across the industry. While reaching net zero by 2050 may feel like an insurmountable challenge, if we are to make strides towards this target, action cannot be delayed. While waiting for future fuels to become viable alternatives, companies across the shipping ecosystem can take advantage of the connected platforms that already exist, and in the immediate term. This will enable them to drive immediate operational efficiencies that contribute to reducing emissions while also enabling commercial sustainability. Following a series of volatile events that have affected shipping market conditions, it can be tempting to abandon long-term strategic aims like decarbonisation. However, as regulatory pressure amps up, this is no longer an option. Data and digital technologies can bring sustainability decision-making into the same room as profitability decision-making, generating tangible environmental impact in the near-term and creating the potential for efficiencies to be reinvested into the process of decarbonisation. This paves the way to making net zero by 2050 a reality, while also ensuring business continuity for the companies that power the global trade ecosystem.

PLATE HEAT EXCHANGERS gasketed ¾

Compact design solution

High efficiency

Flexible and Expandable

Cost effective

Close Approach Temperature

Easy maintenance

Small footprint

Superior clip-on gasket design

14 Alon str., 18540 Piraeus, Greece T: +30 2104227410 | F: +30 2104227303 | E: info@farad.gr www.farad.gr

104 / Market News NAFS | March 2023

Wilhelmsen Ship Management and Affinity Shipping team up to launch full EU emissions reporting and trading services Global ship manager pools expertise with independent ship broker to offer a unique package of services to assist ship owners and operators navigate and comply with regulations as shipping gears up for emissions trading debut. Wilhelmsen Ship Management (WSM) and Affinity Shipping have signed a Memorandum of Understanding (MOU) to jointly establish an independent company that will provide comprehensive compliance services related to the EU ETS (European Union Emission Trading System). The company’s offering will be the first of its kind, offering a complete outsourcing service for shipping ETS management. The service integrates technical ship management and carbon allowance procurement to support shipowners, managers, and operators in the new era of emissions compliance. Following the agreement in December among EU negotiators to include maritime shipping in the EU ETS, ship owners and operators will need to acquire emission permits for 40% of their applicable emissions in 2024, increasing to 70% in 2025, and 100% in 2026 and every year thereafter. WSM brings technical management expertise to the table, including verification of emissions reports and compliance with the existing EU Monitoring, Reporting and Verification (MRV) framework, while Affinity brings experience in the sale and purchase of carbon prod-

ucts, EU Allowances (EUA) registry management, analysis of ETS exposure, and regulated advice on emissions markets. “We are delighted to be collaborating with Affinity on this important initiative, which will bring added value to customers and ensure full transparency in the whole value chain. The partnership aims to provide a seamless transition into EU ETS compliance, as well as prioritizing our clients’ interest by managing emission allowance in the most efficient way possible,” said Carl Schou, CEO and President of WSM. Richard Fulford-Smith, Managing Partner at Affinity Shipping, added: “We look forward to working with WSM to launch the company that will provide a turnkey solution for ship owners’ and operators’ needs in the way of emissions reporting and trading support. It’s a powerful pooling of expertise that furthers our aim to assist clients in managing their financial exposure to the approaching energy transition.” WSM is the ship management arm of the Wilhelmsen group and one of the industry’s largest third-party ship managers with the most extensive global maritime network. Affinity Shipping has had a carbon desk since 2018 and provides client-specific regulated advice and agency broker services for carbon emissions management. The new joint venture company will be based in Oslo, Norway.

Semiramis Paliou at the 2023 International Maritime Hall Of Fame Honorees May 17th at The Lighthouse, Pier 61 at Chelsea Piers in New York City. MAPONY/NJ Executive Director Stephen Lyman announces the 29th International Maritime Hall of Fame will induct the following shipping and intermodal leaders for their leadership and commitment to advancing the maritime industry throughout their careers: • Griff Lynch, Executive Director, Georgia Ports Authority • Brian Buckley McAllister, President, McAllister Towing • Jeremy Nixon, Chief Executive Officer, Ocean Network Express Pte. Ltd • Semiramis Paliou, Director and Chief Executive Officer, Diana Shipping Inc. & Chairperson, Hellenic Marine Environment Protection Association (“HELMEPA”) • Bill Shea, Chief Executive Officer, DCLI

The Maritime Association of the Port of New York and New Jersey (MAPONY/NJ) announces the 29th International Maritime Hall of Fame honorees. The awards will be presented at one of the industry’s most widely attended dinner gala events, which will be held on

“The maritime industry has met the demand of unprecedented boom and has adapted skillfully to meet the ever-changing evolution of commerce, safety, security and sustainability,” said Mr. Lyman. “This honor is reserved for those who have made a lasting difference in our industry and helped advance all aspects of the global transportation industry. This year’s five leaders have earned their place in the industry and in the International Maritime Hall of Fame 2023.”

106 / Market News NAFS | March 2023

ONE brings together decarbonization and digitization in 4th successful biofuel trial

Ocean Network Express (ONE) is pleased to announce the successful completion of the biofuel trial onboard MOL ENDOWMENT.

Drop-in biofuel pilot project

Conducted as part of the Global Centre for Maritime Decarbonisation’s (GCMD) pilot project to establish a quality, quantity and GHG abatement assurance framework for drop-in biofuels, the M/V MOL ENDOWMENT was refuelled with 992 metric tons of marine biofuel product at the Port of Singapore, on December 21st, 2022. The vessel, deployed on ONE’s Japan Straits Malaysia (JSM) service, fully utilized the biofuel in 20 days. Biofuel consumption started on January 7th, 2023, after the vessel left the port of Kobe in Japan, passing Keelung, Hong Kong and then sailed to Southeast Asia. The biofuel was fully consumed on January 26th, 2023, on its return voyage to Japan from Port Klang. The biofuel used was B24, a blend of Used Cooking Oil Methyl Ester (UCOME), and Very Low Sulphur Fuel Oil (VLSFO). UCOME is produced from Used Cooking Oil (UCO), which is derived from residue or feedstocks labelled as 100% waste and has been certified for its sustainability in accordance with internationally recognized ISCC standards. The biofuel blend was supplied by Chevron, and it is considered a sustainable fuel that is similar to petroleum-derived marine fuels in terms of its operational application. Tracing these biofuels along the supply chain from production to use is a key aspect of GCMD’s pilot to articulate a robust GHG abatement assurance framework. As such, the biofuel and its blends were dosed with a physical tracer and subjected to multiple samplings across its supply chain for laboratory analysis. The resultant data will be used by GCMD as inputs in developing the assurance framework. The trial required no modifications to the marine engines or fuel infrastructure. It also demonstrated that marine biofuel products can be considered ‘Drop-in fuels’ for reducing carbon emissions

from ships. The use and testing of the biofuel were performed in partnership with shipowner Mitsui O.S.K. Lines, Ltd., and the biofuel was supplied in accordance with the standard on specifications of marine biofuel (WA2:2022) established by the Maritime and Port Authority of Singapore.

Digitization of Bunkering Documents

The trial also marked a step forward in digitization as the biofuel transaction was made digitally through the Singapore Trade Data Exchange (SGTraDex). SGTraDex is a digital utility that facilitates the sharing of data between supply chain ecosystem partners through a common data highway to enable secure exchange of information. During the biofuel trial, the exchange of documents between ONE and Chevron were made through SGTraDex. These documents include the Certificate of Quality, Bunkering Sales Confirmation, Bunker Delivery Note, Bunkering Sales Invoice (Delivery). Additionally, supporting documents, such as Mass Flow Meter (MFM) receipts, MFM seals checklist, meter recording form and International Sustainability and Carbon (ISCC) Certification, were also done digitally. This digitization of bunkering documents helped to reduce the paper-based processes and made the transaction both more efficient and secure. “The maritime industry has many interconnected players, and collaboration is key in moving our decarbonization ambition forward. It is encouraging to see the various partners at different points of the supply chain come together in this biofuel trial for the common goal of a better, more sustainable future. At ONE, digitization and decarbonization are some of our top business priorities. This 4th biofuel trial marks a step forward in our goal to achieve net-zero by 2050.” said Jeremy Nixon, CEO of Ocean Network Express.

Excellence at the highest level

Dry-dock & Ship Repairs | Marine Spares Supply | Riding Squads | BWMS | DeSOx Scrubber Technology

Exclusive Agents of Korea Global Service (KGS) Official Agents of MS-SOx GlOBAL ECHO – The only Scrubber system that can be installed in 14 days AFLOAT – No need for DD

24 Vallianou Str. | 17455 Alimos | Athens, Greece Tel: +30 210 8986203 | Fax: +30 210 8986206 | Email: technical@psbpapadakis.gr www.psbpapadakis.gr

108 / Market News NAFS | March 2023

Celestyal Announces Acquisition Of New Ship Celestyal, the award-winning, number one choice for travelers to the Greek Islands and the Eastern Mediterranean, is delighted to confirm the acquisition of a new vessel. Originally built as the Ryndam for Holland America Line and more recently operating for P&O Australia, the 1,260-guest Celestyal Journey will undergo an extensive, €20 million, refurbishment and technical maintenance overhaul before entering service. “While the global events of the past few years have placed our growth plans on pause, the positive industry outlook along with strong bookings for the coming season, provides Celestyal with the opportunity to recommence the process of renewing our fleet with new vessels,” said Chris Theophilides, CEO. “In addition to her expansive open decks, numerous bar & dining options as well as spacious public areas and staterooms, the Celestyal Journey provides our guests with a significant increase in premium and balcony staterooms, which continue to be in high demand on all of our voyages. We look forward to welcoming her to the Celestyal fleet!’’ The Celestyal Journey will undergo its capital expenditure program in the wider Piraeus ship repair zone area. Details regarding the onboard experience and itineraries will be forthcoming.

Tototheo Maritime incorporates Starlink into its service portfolio Leading global communication service provider, Tototheo Maritime ™, has added Starlink’s new low latency high speed connectivity to its portfolio of services. The agreement between Tototheo and Starlink was finalized in December 2022 and the well-known maritime technology solutions integrator, will commence deployment of the Starlink Kits within January 2023. The addition of the Starlink LEO service to its portfolio, makes Tototheo one of the few maritime technology providers, offering a full range of competitive and reliable connectivity options as well as multiple integrated solutions to maritime, offshore and enterprise (land) clients. Tototheo customers will have the maximum flexibility of selecting the configuration that best suits their needs by integrating the Starlink Service (LEO) with Inmarsat GX (Ka-Band & L-Band), TM Flex (Ku-Band), Iridium (L-Band), LTE (3G/4G) and terrestrial connectivity solutions. SpaceX, has launched a huge constellation of low earth orbit (LEO) satellites to provide high-speed, low-latency connectivity with speeds of up to 350Mbps.

“This marks a new era for maritime connectivity”, said Tototheo co-CEO, Despina Panayiotou Theodosiou. “With a fast-expanding coverage area, the speeds Starlink offers will enable a leap forward in the integration of more effective and sustainable technologies in maritime”, she added. “We have always looked ahead and believed that the future of maritime technology lies in synergies and integrated solutions. We look to the addition of Starlink to our range of services as a further step towards enhancing the reliability and flexibility of choice when it comes to onboard connectivity”, said Ms. Panayiotou Theodosiou. Socrates Theodosiou, co-CEO of Tototheo Maritime added that “Tototheo, is uniquely positioned to help its customers meet their efficiency, regulatory and operational needs. Tototheo allows the integration and optimization of a hybrid solution and data handling offered by utilizing the SD-WAN and SD-LAN solutions, combined with TM SOC (Security Operation Center) keeping customers’ infrastructure and operations secure 24/7.” This is a game changer and a complete solution for all customers who value reliability, speed, low latency, and security of their data links onboard their vessels or shore infrastructures.

THE RETURN TO GROWTH Introducingnewdestinations and port alternatives

The Posidonia Sea Tourism Forum moves to Thessaloniki, Greece’s nd 2 largest port

25 -26 April 2023 Makedonia Palace Hotel Thessaloniki, Greece

Diamond Sponsor

Bronze Sponsors

Silver Sponsor

Official Airline

www.PosidoniaSeaTourism.com

110 / Market News NAFS | March 2023

Cruise Industry Leaders Converge at Posidonia Sea Tourism Forum

The 7th Posidonia Sea Tourism Forum will bring together top executives and industry leaders from the international cruise sector to discuss the challenges and potential of the industry and highlight the importance of the Southeast Mediterranean region and the need for new destinations to keep pace with the industry’s rapid growth and emerging trends. To be held on 25-26 April in Thessaloniki’s Makedonia Palace Hotel, the biennial event comes at a time when the cruise industry is looking to fully recover from the pandemic and chart a path towards a sustainable future. The high-ranking participation of CLIA at the event is testament to the importance of the region and the need for new destinations and markets to emerge. The forum is set to feature a high-profile line-up of speakers and the keynote speech will be delivered by Pierfrancesco Vago, CLIA Global Chair and Executive Chairman of MSC Cruises. Wybcke Meier, CEO of TUI Cruises, who has also confirmed her presence at the event, emphasized the importance of sustainable cruising and integrated planning. “Cruising is a sustainable mode of travel, and together with the ports and destinations, we will continue to develop while taking everyone’s interests into account - through integrated planning and better management of guest flows.” The speakers will focus on a number of key issues including destination delivery, the development and upgrade of port and tourism infrastructure to encourage and enable growth, the need to properly assess the economic benefit and environmental impact for a given destination and the capacity for shore-side electric power-connectivity, amongst others. They will also discuss the challenges of berth

reservation and assignment, particularly in marquee ports with limited berthing ability. With a line-up of top industry executives, the Posidonia Sea Tourism Forum is poised to generate significant interest and provide valuable insights for all participants. Confirmed speakers include: Manolis Alevropoulos, Vice President, Celebrity Cruises, Spiros Almpertis, VP Port Operations, Itinerary Planning and Fuel Management, Crystal Cruises, Figen Ayan, President of MedCruise, Michele Bosco, Manager Shore Excursions Mediterranean, North Africa & Black Sea, Holland America Group, Linden Coppell, Vice President Sustainability & ESG of MSC Cruises, Aziz Gungor, East Med Ports Regional Director, Global Ports Holding PLC & General Manager, Kusadasi Cruise Port, George Koumpenas, President of Hellenic Cruise Ship Owners & Associated Members’ Union, Ukko Metsola, Vice President, Government Relations, EMEA, Royal Caribbean Group, Marie-Caroline Laurent, Director General of CLIA Europe, Athanasios Liagkos, Executive Chairman of the BoD & Managing Director, ThPA SA, Minas Papadakis, Chief Executive Officer, Heraklion Port Authority, Theodora Riga, Chief Commercial Officer & Strategic Communications Director, ThPA SA, Mark Robinson, Senior Vice President Cruise Operations, Scenic Luxury Cruises and Tours, Chris Theophilides, CEO, Celestyal Cruises, Constantine Venetopoulos, Director of Communications & PR, Variety Cruises and and Yu Zenggang, Chairman, Piraeus Port Authority SA. The event promises to be an opportunity for the cruise industry to come together and find solutions for the challenges facing the sector.

Market News 111

NAFS | March 2023

Cooperation between Shanghai Lujiazui Financial City Council and Greek Financiers The agreement is between Shanghai Lujiazui Financial City Council and the Association of Banking and Financial Executives of Hellenic Shipping On Friday 10/2/2023 the Cooperation Agreement between Shanghai Lujiazui Financial City Council and the Association of Banking and Financial Executives of Hellenic Shipping was signed online. This Cooperation Agreement is the result of the efforts of both parties to further strengthen the relations between the two shipping centers, Lujiazui and Piraeus. The Agreement addresses issues of common interest that can have a positive impact on the financial system of international shipping. Its purpose is to create a network of cooperation in shipping-related events and forums. Consideration is also being given to the creation of a mechanism to stimulate communication between shipping companies and financial institutions from both shipping centres. The agreement also provides for the establishment of a Union Delegation Office in Lujiazui with the assistance of the Lujiazui Council, which will prioritise Union members’ cooperation with Chinese shipyards for shipbuilding and financial institutions in Lujiazui for financing. The agreement was signed on behalf of the Chairman of the Lujiazui Financial City Council by Mr. Huang Hongyuan-Vice President of Bank of Communications, and Mr. George Xiradakis-President of the Association of Banking and Financial Executives of Hellenic Shipping. Mr. Huang Hong-Yuan in his speech, assured the participants that Shanghai and Lujiazui in particular will help create economic and trade links as well as improve the resilience of the global industrial and supply chain. He stressed that looking ahead, we should empower each other and unlock untapped potential. Issues such as promoting BRI, digital and green transition and encouraging economic cooperation are key areas that will enhance connectivity and cooperation between the two countries. A Sino-Greek economic “Silk Road” will support the development of the maritime industry on both sides. He also stressed that China’s economic resilience and large markets have historically been part of the success of global industrial and supply chains. With the exhortation “Let’s write our own success story on this, starting from today, from Shanghai and from Lujiazui”, Huang Hong-Yuan concluded his speech. Mr. George Xiradakis, after thanking all parties involved for the completion of this Agreement, expressed his gratitude to the Commercial Attaché of the Chinese Embassy in Greece Ms. Li, C.C.S, the partners from the Shanghai Lujiazui Financial City Council as well as the executives of the Chinese banks that participated in today’s event. Looking back 20 years in the past, in 2003, Mr. Xiradakis stressed that the establishment in Greece of the “Association of Banking & Finance Executives of Greek Shipping” was a truly provocative move for that time. “The members were and still are financial executives working in shipping banks, financial institutions, shipping companies and stock exchanges. It is the only association made up entirely of members of the shipping finance industry, irrespective of their specialism. The aim of the Association is to activate its members and promote the shipping finance profession, which can be a springboard for young people who want to enter the industry. At the same time, its scope of action extends to its ongoing contribution to the maritime cluster to jointly address the risks and constant changes in the shipping industry. In my opinion, such objectives in a multidimensional industry such as the shipping industry can be achieved by extroversion and broadening the scope of their activities. This is in fact what we are achieving with the signing of this Cooperation Agreement which goes far beyond a Memorandum of Understanding as it will be immediately applicable” said Mr. Xiradakis. Concluding his speech, he expressed the hope that this Agreement will be the beginning of a new era in the financial system of international shipping.

112 / Market News NAFS | March 2023

13th Annual Capital Link Greek Shipping Forum “Stay Calm and Sail On” The “13th Annual Capital Link Greek Shipping Forum” was held with great success and significant attendance at the Divani Caravel Hotel in Athens on Thursday, February 9th, 2023, in cooperation with the New York Stock Exchange and Nasdaq. The Lead Sponsor was Bank of Communications Financial Leasing. With attendance exceeding 800 people, the 13th Annual Capital Link Greek Shipping Forum entitled “Stay Calm and Sail On” featured the heads of international shipping institutions as well as the leaders of important economic organizations in Greek and international shipping, and for this reason the forum was rightly labeled as an unofficial Summit of Global Shipping. The significant topics and pressing issues discussed at the forum include the current lack of seafarers, decarbonization, and digitalization, among others. Capital Link’s 13th Annual Greek Shipping Forum discussed the industry’s main trends and challenges, as well as the opportunities that lie ahead and strategies to compete in an increasingly complex and demanding world. The forum’s distinguished speakers discussed and debated the most pressing issues in shipping, such as geopolitics, energy security, increasing regulation, deglobalization, a slowing world economy, higher interest rates, and the easing covid restrictions in China. The institutional leadership of global shipping, specifically the

Secretary General of the IMO, the heads of four global industry associations: BIMCO, INTERCARGO, INTERTANKO & The International Chamber of Shipping, high level representatives from the European Union, the President of the European Community Shipowners’ Associations, as well as the President of the Union of Greek Shipowners, the Greek Ministers of Shipping and Energy, and representatives from the US Department of the Treasury all attended the forum. These prominent figures include Mr. Kitack Lim, Secretary General - International Maritime Organization (IMO), H.E. Ioannis Plakiotakis, Minister of Insular Policy & Shipping - Hellenic Republic, H.E. Konstantinos Skrekas, Minister of Environment & Energy - Hellenic Republic, Dr. Harry Conway, Chairman - Marine Environment Protection Committee (MEPC) – IMO, Dr. Martin Stopford, Mrs. Sabrina Chao, President & Chairperson of the Board – BIMCO; Wah Kwong Maritime Holdings Limited, Mr. Emanuele Grimaldi, Chairman – INTERNATIONAL CHAMBER OF SHIPPING; President & MD - Grimaldi Euromed SpA; Managing Director – Grimaldi Group, Mr. Paolo d’Amico, Chairman – INTERTANKO; Chairman & CEO - d’Amico International Shipping SA, Mr. Dimitris Fafalios, Chairman – INTERCARGO; President/Director - Fafalios Shipping S.A., Mrs. Melina Travlos, President of the Union of Greek Shipowners (UGS); Chair of the Board of Neptune Lines, and Mr. Philippos Philis, President - European Community Shipowners Association (ECSA); Chairman & CEO – Lemissoler Navigation Co Ltd.

Market News 113

NAFS | March 2023

Closed roundtables of Navigator “The Shipping Decision Makers Forum” concluded

The conclusions will be presented at the 22nd NAVIGATOR 2023 - THE SHIPPING DECISION MAKERS FORUM, on Thursday 9 November 2023 at the Lighthouse of the Stavros Niarchos Foundation Cultural Centre. In the framework of the 22nd NAVIGATOR 2023 - THE SHIPPING DECISION MAKERS FORUM, NAVIGATOR SHIPPING CONSULTANTS successfully concluded the closed roundtable discussions on Tuesday 21 March 2023, at the Athens Grand Hyatt on #BeTheChange. Specifically, 200 distinguished executives from across the shipping industry took part in the closed roundtable discussions where they met and discussed key issues that concern and affect both the industry and our society. Danae Bezantakou, CEO of Navigator Shipping Consultants, welcomed the participants stressing that “Dialogue and the exchange of views and practices has always been the driving force that has contributed to the transfer of knowledge and our maritime tradition, which keeps Greek shipping at the top. For our part, we will make our utmost contribution to the continuation and promotion of the dialogue, as we have been doing for 22 consecutive years.” The event was opened by the Secretary General of the Aegean

and Island Policy Manolis Koutoulakis and the Vice President of the Hellenic Chamber of Shipping, George Alexandratos. Honorary guests of the event were the Embassies of the USA, France and Norway. In their speeches Yuri Arthur, Commercial Counselor of the Embassy of the United States of America in Athens, François de Ricolfis, Head of the Economic Dpt. of the Embassy of France and Christian Grotnes Halvorsen, Deputy Head of Mission of the Embassy of Norway, referred to the maritime agenda of their countries and to the relations with Greece and Greek Shipping. Cyrille Bret, Representative of the Maritime Committee of the Hellenic-French Chamber of Commerce and Industry & General Manager in Greece of Naval Group, George Vangis, Territory Manager of AMAZON WEB SERVICE and Kal Petrov, Director New Market Development of DRONAMICS. Afterwards, discussions were held between the executives of shipowning companies and Shipping Services Executives regarding the following topics: 1) DECARBONISATION, 2)MARITIME LOGISTICS, SUPPLY, PURCHASING & FORWARDING, 3)SMART SHIPPING, 4)INTERSECTION OF HUMAN PERFORMANCE, TECHNOLOGY & TRAINING, 5)HUMAN ELEMENT, 6)ESG, and finally 7)KNOW YOUR CLIENT.

114 / Market News NAFS | March 2023

YES to SEApping Forum 2023 τον Απρίλιο στην Θεσσαλονίκη Το YES Forum διοργανώνει το «YES to SEApping Forum 2023», το οποίο θα πραγματοποιηθεί την Τετάρτη 26 Απριλίου 2023 στο πλαίσιο του Posidonia SEA Tourism 2023 στη Θεσσαλονίκη, στο MAKEDONIA PALACE. Το «YES to SEApping Forum 2023» στοχεύει στην ενημέρωση των νέων για την εξελισσόμενη Γαλάζια Οικονομία καλύπτοντας τόσο το φάσμα της Ναυτιλίας όσο και του θαλάσσιου Τουρισμού, δύο κλάδους με καθοριστική σημασία για την οικονομία και ανάπτυξη της Χώρας μας. AGENDA: 13.00 – 14.00: Περιήγηση των νέων σε περίπτερα της Έκθεσης και συζήτηση με τους εκπροσώπους τους 14.00-16.00: Συμμετοχή στο πάνελ «The public image of the super yacht industry and the reality behind the industry» 16.00-18.00: ΥΕS to SEApping Forum 2023 Συντονίστρια του πάνελ θα είναι η Δανάη Μπεζαντάκου, CEO της Navigator Shipping Consultants και concept-founder του YES Forum ενώ οι ομιλητές που θα συμμετέχουν είναι οι κάτωθι: ΕΝΟΤΗΤΑ ΝΑΥΤΙΛΙΑΣ • Γεώργιος Πατέρας, Deputy Chairman – Contships Management, Πρόεδρος – Ναυτικό Επιμελητήριο Ελλάδος • Έλπη Πετράκη, Chartering / Operations /Business Development Manager at ENEA MANAGEMENT INC, Πρόεδρος – WISTA International • Κωστής Φραγκούλης, Founder & CEO – FRANMAN, Πρόεδρος – International Propeller Club Port of Piraeus • Κωστής Αχλαδίτης, Managing Director – Golden Cargo, Β’

Αντιπρόεδρος – ΕΒΕΠ • Παναγιώτης Μάλλιος, Managing Director – SEABRIGHT, Αντιπρόεδρος – HEMEXPO • Θεοδώρα Ρήγα, Chief Commercial Officer & Director of Strategic Communications - ΟΛΘ

ΕΝΟΤΗΤΑ ΘΑΛΑΣΣΙΟΥ ΤΟΥΡΙΣΜΟΥ • Χριστίνα Μπεζαντάκου, CEO – KEFI S.A., Γενική Έφορος - HATTA • Τζίνα Πολέμη, Business Development Director Bwa Yachting, Μελος Δ.Σ Εμπορικου και Βιομηχανικου Επιμελητηριου Πειραια (ΕΒΕΠ), Αντιπρόεδρος Ελληνικής Ένωσης Επαγγελματιών Θαλασσιού Τουρισμού (HCPY) & Προέδρος Ένωσης Αντιπροσώπων Ιδιωτικών Σκαφών Αναψυχής (ΕΑΙΣΑ) • Μαρία Δεληγιάννη, National Director -Eastern Mediterranean, General Manager – CLIA • Νικόλαος Μαυρίκος, Πρόεδρος και Διευθύνων Σύμβουλος “ MAVRIKOS IMPORTS SA”, President of the Panhellenic Ship Suppliers and Exporters Association • Λύσανδρος Τσιλίδης, Πρόεδρος της Ομοσπονδίας Ελληνικών Συνδέσμων Τουριστικών και Ταξιδιωτικών Γραφείων (HATTA) Στο πάνελ συζήτησης που θα λάβει χώρα στο «ΥΕS to SEApping Forum 2023» έχουν προσκληθει εκπρόσωποι ναυτιλιακών οργανισμών και φορέων ώστε οι νέοι συμμετέχοντες της Βορείου Ελλάδας να αποκτήσουν μια σφαιρική εικόνα για το εύρος του κλάδου και των ευκαιριών που παρέχει η ναυτιλία σε όλο της το φάσμα. Εγγραφές: www.yes-forum.com

RINA and ABB Sign MoU to Cooperate in Shipping Decarbonization RINA, the international classification society, has today announced the signing of a Memorandum of Understanding (MoU) with ABB. The MoU focuses on establishing a collaborative relationship with the aim to develop new concepts to reduce emissions in shipping for various vessel types. The collaboration will include the development of commercially viable solutions, including fuel cell systems with carbon capture, to move the shipping industry forward with decarbonization. It further focuses on promoting the use of hydrogen, and the introduction of modern approaches to ship propulsion. Giosuè Vezzuto, Executive Vice President Marine at RINA, says, “We are delighted about the MoU with ABB. It demonstrates the high level of commitment between our companies. There are many challenges to overcome, and collaboration is crucial if we are to succeed in addressing them to protect the environment.” “We are happy to strengthen our collaboration with RINA to drive decarbonization in shipping. ABB is known for its long-standing commitment and expertise in developing electric, automated and digital technologies to make the maritime industry more sustain-

able. Bringing new, commercially viable solutions to the market is a long process that requires close collaboration between class societies and technology providers. I look forward to seeing the benefits these new solutions deliver to the industry and the environment,” says Rune Braastad, Business Line Manager, Marine Systems, ABB Marine & Ports. As the classification society and third-party certification provider, RINA’s role within the agreement will be to work on providing Approval in Principle of design concepts that match the technologies available from ABB and the applicable rules and regulations, along with project and type approvals. Further areas include Hazard Identification and Operability (HAZID/HAZOP) analyses, review of feasibility studies, cyber security certification, and support with ERP and digital solutions. As the technology provider, ABB will focus on the development of suitable solutions based on latest technologies, providing information on possible ways to increase fuel efficiency in existing systems, and presenting and discussing solutions with owners, designers, and shipyards.

Your link to the future of shipping.

www.oceanking.gr

YO U R PA R T N E R AT S E A

TUGGING

the marine industry since 1978 MEGATUGS was established in 1978 and is widely recognised as one of the leading professional towage and salvage companies in the marine industry dedicated to provide safety and support at sea. MEGATUGS scope of services includes harbour & ocean towage, salvage, wreck removal, oil spill response, commercial diving, offshore support and lifting

concept maniax

services.

HEAD OFFICE 2, Iroon Polytechniou str., 18863 Neo Ikonio, Greece Tel. +30 210 45 22 131, Fax. +30 210 4180176 BRANCH OFFICE 42, 26th Octovriou str., 54627 Thessaloniki, Greece Tel. +30 2310 256380/1, Fax. +30 2310 256382

e-mail: info@megatugs.gr | megatugs.com