NAFS December 2021 by NAFS magazine

ΝΑΥΣ

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

ΚΩΔ. Γ.Γ 2229

Bimonthly Review for the Shipping Industry / December 2021 - January 2022 | issue 144

Decarbonization can be achieved while protecting shipowner’s competitiveness

Amver Awards Τα βραβεία

Lloyd’s List Greek Shipping Awards Οι νικητές

Key environmental issues in Shipping Special Report

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

The innovative solution 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 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. 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

INTERVIEW

144

Ioannis Bravos, Partner, Head of

DECEMBER 2021

CONTENTS

Shipping, KPMG in Greece

KPMG is ready for the new era of the Shipping Industry ARTICLE

Panagiotis Doukas Publications

Mike Konstantinidis, CEO, METIS Cyberspace Technology

Following the data-driven path to maritime decarbonisation

N. Δούκας | Η Αθήνα κορυφαίο ναυτιλιακό κέντρο για το 2022

K. Δούκας | Ἡ ἀνατομία τῆς νέας κρίσης

Key environmental issues in Shipping

MARKET NEWS

COVER STORY

INTERVIEW

Gregory Papadakis, Managing

Director of Papadakis Shipyards Brokers (PSB & CO. S.A.)

AWARDS

Everything is a matter of PERSONALITY, HARD WORK and ADAPTABILITY

AMVER AWARDS

Η ενεργός συμμετοχή της ναυτιλίας των Ελλήνων στη διάσωση ανθρώπινων ζωών AWARDS

LLOYD’S LIST GREEK SHIPPING AWARDS 2021

Decarbonization can be achieved while protecting shipowner’s competitiveness

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

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

— Turbo Insights Enabling performance insights on your newbuilding two-stroke turbocharger

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All new A100-L and A200-L turbochargers are now data-enabled from newbuilding stage with no need for additional hardware. Operational data received from the vessel are continuously analyzed and the results are presented as simple visual indicators. Get the clarity and transparency you need on your turbocharger performance from running hour zero.

06 / Ανεμολόγιο NAFS | December 2021

Έρευνα Menon Economics και DNV

Η Αθήνα κορυφαίο ναυτιλιακό κέντρο για το 2022

Νίκος Δούκας

Δημοσιογράφος, Μέλος ΕΣΗΕΑ, Τιμητική Διάκριση Δημοσιογραφίας Ιδρύματος Μπότση

Το θαλάσσιο εμπόριο αντιπροσωπεύει σχεδόν το 90% του παγκόσμιου εμπορίου, παρά το γεγονός ότι έχει υποστεί σημαντικές πληγές τα τελευταία χρόνια. Η τρέχουσα κατάσταση του παγκόσμιου θαλάσσιου εμπορίου αποτελεί κομμάτι ενός πολύπλευρου προβλήματος. Πριν από τον COVID-19, οι τεταμένες εμπορικές σχέσεις μεταξύ πολλών εθνών (π.χ. μεταξύ των παγκόσμιων οικονομικών υπερδυνάμεων Κίνας και ΗΠΑ και σε σχέση με την επικύρωση της συμφωνίας αποχώρησης από το Ηνωμένο Βασίλειο με την Ε.Ε) υπήρχαν ήδη διαταραχές στο θαλάσσιο εμπόριο και τις αλυσίδες εφοδιασμού. Με την εμφάνιση του COVID-19 ως πανδημίας τον Μάρτιο του 2020, το διεθνές εμπόριο κατέρρευσε με lockdown, ταξιδιωτικούς περιορισμούς, ραγδαία αυξανόμενη ανεργία και προσωρινές κρίσεις πετρελαίου και χρηματιστηρίων. Οι διακοπές της εφοδιαστικής αλυσίδας, η συρρίκνωση της ζήτησης και η παγκόσμια οικονομική αβεβαιότητα οδήγησαν σε πτώση του θαλάσσιου εμπορίου σε διαφορετικούς ναυτιλιακούς τομείς σε όλες τις περιοχές. Εφόσον η ναυτιλία συνεχίζει να επωμίζεται την ευθύνη της παροχής απρόσκοπτων αποστολών τροφίμων, ενεργειακών εμπορευμάτων και ιατρικών προμηθειών σε όλες τις ηπείρους, οι ναυτιλιακές εταιρείες, αναγκαστικά, πρέπει να είναι ευέλικτες και προσαρμόσιμες σε αυτή τη ρευστή κατάσταση και να επικεντρώνονται στην οικοδόμηση αποτελεσματικών στρατηγικών και σχεδίων αντίδρασης. Για να υποστηρίξει τη ναυτιλιακή βιομηχανία στην επίτευξη αυτού του στόχου, ο ΙΜΟ και όχι μόνο, ένωσαν τις προσπάθειες για τον καθορισμό δράσεων και πρακτικών σε κρίσιμα ζητήματα όπως η ασφάλεια στο πλοίο, οι συμβάσεις ναυτικών και οι επαναπατρισμοί και η προμήθεια των απαραίτητων προμηθειών και ανταλλακτικών πλοίων. Η αστικοποίηση είναι μια από τις ισχυρότερες παγκόσμιες μεγα-τάσεις αυτού του αιώνα, με σαφή μετατόπιση της σημασίας από τα έθνη στις πόλεις (Moretti, 2012· Quartz, 2015). Σήμερα, σχεδόν το 55% του παγκόσμιου πληθυσμού – 4,2 δισεκατομμύρια κάτοικοι – ζει σε πόλεις και αυτή η τάση αναμένεται να συνεχιστεί έτσι ώστε έως το 2050, σχεδόν 7 στους 10 ανθρώπους στον κόσμο θα ζουν σε πόλεις. Πάνω από το 80% του παγκόσμιου ΑΕΠ παράγεται στις πόλεις (Παγκόσμια Τράπεζα, 2020). Οι προβλέψεις πληθυσμού δείχνουν ότι σχεδόν όλη η ανάπτυξη τα επόμενα 30 χρόνια θα έρθει σε αστικές περιοχές. Έτσι, οι εταιρείες εστιάζουν όλο και περισσότερο στις περιοχές των πόλεων όταν αναπτύσσουν τις στρατηγικές τους για το πού να μετεγκατασταθούν ή να επεκτείνουν τις

δραστηριότητές τους. Κατά την αξιολόγηση της σημασίας των ναυτιλιακών κέντρων του κόσμου, η Αθήνα, η Σιγκαπούρη και το Τόκιο καταλαμβάνουν τις τρεις πρώτες θέσεις στη συνολική κατάταξη των κορυφαίων ναυτιλιακών κέντρων, με τη Σαγκάη και το Αμβούργο να ακολουθούν, για να συμπληρώσουν τις 5 πρώτες θέσεις. Η κατάταξη (σε σύγκριση με το 2019) είναι σύμφωνη με το πρόσφατο αυξανόμενο κλίμα και η μετατόπιση που παρατηρείται στον τομέα της ναυτιλίας, με όλο και περισσότερες ναυτιλιακές επιχειρησιακές δραστηριότητες να μετακινούνται σε ασιατικά ναυτιλιακά κέντρα, με αποτέλεσμα τα παραδοσιακά ευρωπαϊκά ναυτιλιακά κέντρα να κατακτούν πλέον τα χαμηλότερα τμήματα της κατάταξη στο top 10. Η εξαίρεση είναι η Αθήνα, της οποίας οι πλοιοκτήτες και οι διευθυντές έχουν επιδείξει μεγάλη αποστροφή στον κίνδυνο, που πηγάζει από πολιτικές και οικονομικές αβεβαιότητες που σχετίζονται με τον COVID-19, και τώρα βρίσκεται σταθερά στην 1η θέση, εκδιώκοντας την αγαπημένη για χρόνια των ειδικών του κλάδου, τη Σιγκαπούρη. Σε παγκόσμιο επίπεδο, έχει σημειωθεί σημαντική άνοδος στην αξία του παγκόσμιου στόλου τα τελευταία χρόνια, από 873 δισ. USD το 2016, σε 951 δισ. USD το 2019, σε περίπου 1,2 δις USD τον Σεπτέμβριο του 2021. Σε επίπεδο πόλης, οι 10 κορυφαίες πόλεις όσον αφορά την αξία του ιδιόκτητου στόλου ελέγχουν περισσότερα από 570 δισ. USD, που πλησιάζει το 50 τοις εκατό της αξίας του παγκόσμιου στόλου, καταδεικνύοντας τη σημασία αυτών των πόλεων στον παγκόσμιο κόσμο της ναυτιλίας. Και πάλι, η Αθήνα γνώρισε αντιφατική εξέλιξη καθώς τα επίπεδα ιδιοκτησίας στόλου και διαχείρισης πλοίων, όσον αφορά τη χωρητικότητα, έχουν αυξηθεί κατά περίπου 20% από το 2019. Τα δυνατά σημεία της πόλης βρίσκονται σε μια μεγάλη και ισχυρή κοινότητα πλοιοκτητών, με τους Έλληνες πλοιοκτήτες να έχουν παίξει καθοριστικό ρόλο στη βιομηχανία για δεκαετίες και αναμένεται να παραμείνει αυτή η επιρροή στο μέλλον. Το ναυτιλιακό της cluster εξυπηρετεί επίσης αυτήν την κοινότητα, προσφέροντας κορυφαίες υπηρεσίες ναυτιλίας που καλύπτουν ναυτιλιακές δραστηριότητες και τεχνική διαχείριση και διαχείριση πληρωμάτων, ενώ απασχολεί ειδικευμένο ταλαντούχο προσωπικό. Η Αθήνα βρίσκεται λοιπόν ξανά στην κορυφή του πυλώνα της Ναυτιλίας, ακολουθούμενη από τη Σιγκαπούρη, το Τόκιο και τη Σαγκάη και το Αμβούργο. Αυτή η πρωτιά καταδεικνύει την σοβαρή δουλειά που έχει γίνει από την Ελληνική ναυτιλιακή κοινότητα. Ευχόμαστε όλοι πάντα τέτοιες πρωτιές για τη ναυτιλία μας.

08 / Ίσαλος NAFS | December 2021

γραμμή

Ἡ ἀνατομία τῆς νέας κρίσης Κώστας Δούκας

Δημοσιογράφος, Μέλος ΕΣΗΕΑ, Βραβείο Δημοσιογραφίας Ιδρύματος Μπότση

Ἡ ἀνθρωπότητα μπῆκε μέσα σέ μία νέα οἰκονομική κρίση καί ὂχι μόνο, χωρίς νά ὑπάρχει ἐπί τοῦ παρόντος ἀκτίδα ἐλπίδας γιά τήν σύντομη ὑποχώρησή της. Ἀπεναντίας, ἐκφράζονται φόβοι γιά τήν μεγάλη διάρκειά της. Ἡ κρίση ἐντοπίζεται στό ἐνεργειακό, στό ὁποῖο ἐμπλέκεται μοιραῖα καί ἡ ναυτιλία, ἡ ὁποία γιά πρώτη φορά στήν ἱστορία της δέν γνωρίζει τί ἐπιφυλάσσει γι᾽ αὐτή τό μέλλον ὡς πρός τό τί εἲδους καύσιμο θά χρησιμοποιεῖ γιά τήν προστασία τοῦ περιβάλλοντος. Ἐπί τοῦ παρόντος τά πλοῖα κοντέϊνερς καί τά πλοῖα ξηροῦ φορτίου «σωθήκανε», καθώς εἰσπράττουν ἐξαιρετικά ὑψηλούς ναύλους. Ἀντιθέτως, οἱ πλοιοκτῆτες τῶν τάνκερς δέν γνωρίζουν τί τούς ἐπιφυλάσσει τό μελλον, καθώς στόχος ὃλων τῶν κυβερνήσεων μέ πρωτοστατοῦσα τήν Ἀμερική, εἶναι ἡ κατάργηση τοῦ πετρελαίου ὡς κινητήριας δύναμης. Σέ τί θά μποροῦσαν νά χρησιμεύσουν στό μέλλον ἂν δέν ἐπιτρέπεται ἡ χρήση τοῦ μαύρου χρυσοῦ, μέ τόν ὁποῖο ἒζησε τόσο καλά τούς τελευταίους δύο αἰῶνες; Εἶναι γνωστό ὃτι οἱ ἐπενδύσεις πού γίνονται σέ παραγγελίες νέων πλοίων, δέν ἀποφασίζονται μέ προοπτική λειτουργίας ὃποιου τύπου πλοίου γιά 5, 10 ἢ 15 χρόνια. Δέν εἶναι δυνατόν νά παραγγείλει ἓνας ἐφοπλιστής νέα πλοῖα, πού μέσα σέ λίγα χρόνια θά ἒχουν ξεπερασθεῖ ἀπό μηχανές μέ νέους τύπους καυσίμου. Καί ἀκριβῶς ἡ ἂγνοια τοῦ καυσίμου πού θά καῖνε τά πλοῖα, κάνει διστακτικούς τούς ἐφοπλιστές γιά νέες παραγγελίες, οἱ ὁποῖοι στρέφονται σέ πλοῖα second hand μέχρι νά δοῦν τί θά γίνει. Τό προπάνιο, δηλαδή τό φυσικό ἀέριο πού εἶναι παράγωγο τοῦ πετρελαίου, θεωρεῖται ἐξ ἲσου ρυπογόνο. Οἱ προσπάθειες τῶν εἰδικῶν στρέφονται πρός τό ὑδρογόνο (ἠλεκτρόλυση), ἀλλά οἱ ἒρευνες δέν εἶναι καί τόσο ἐνθαρρυντικές, καθώς φαίνεται ὃτι θά χρειασθοῦν μηχανές κατασκευασμένες ἀπό πολύ βαρειά μέταλλα.

ΤΑ ΑΙΤΙΑ ΤΗΣ ΝΕΑΣ ΚΡΙΣΗΣ

Καθώς δέν εἶναι γνωστό τί εἲδους καύσιμα θά χρησιμοποιεῖ ἡ ναυτιλία, ἀλλά καί ὃλες οἱ μηχανές τοῦ κόσμου, συμπεριλμβανομένων καί τῶν ἠλεκτρικῶν αὐτοκινήτων, ἀναζητοῦνται τά αἲτια τῆς νέας ἐνεργειακῆς κρίσης, ἡ ὁποία συμπαρασύρει πρός τά ἂνω ὃλες τίς τιμές καταναλωτικῶν εἰδῶν καί ὑπηρεσιῶν. Τήν ἀποκλειστική εὐθύνη τῆς νέας ἐνεργειακῆς κρίσης, φέρουν οἱ πολιτικές κυβερνήσεις, οἱ ὁποῖες βιάσθηκαν νά λύσουν τό πρόβλημα τῆς λεγομένης κλιματικῆς ἀλλαγῆς μέ τόν περιορισμό ἐκπομπῆς ἀερίων τοῦ θερμοκηπίου, μέ αἰολικά πάρκα καί ἂλλες ἀνανεώσιμες πηγές ἐνέργειας, χωρίς νά ἒχουν βεβαιωθεῖ προηγουμένως ἂν οἱ προτεινόμενες λύσεις θά μποροῦσαν ἀπρόσκοπτα νά ἀντικαταστήσουν τήν κατάργηση τοῦ πετρελαίου. Διότι τελικά ἀποδεικνύεται ὃτι τά αἰολικά πάρκα ἒχουν πολύ ὑψηλότερο κόστος ἀπό τό πετρέλαιο (σχεδόν διπλάσιο), ἂν ληφθεῖ ὑπόψη ὃτι οἰ ἀνεμογεννήτριες πρέπει νά ἀντικατασταθοῦν ὓστερα ἀπό κάποια χρόνια διότι θά εἶναι ἐξαιρετικά ρυπογόνες γιά τό ἒδαφος, πέρα ἀπό τό κόστος τοῦ περιβάλλοντος. Οἱ πολιτικοί ὃμως εἶναι πρόσκαιροι καί θέλουν τά προβλήματα νά λυθοῦν στήν δική τους θητεία, κι αὐτό ἒχει σάν συνέπεια ὃτι ὁ κόσμος θά ὑποφέρει γιά πολλά ἲσως χρόνια ἀπό τήν ἀκρίβεια, καθώς τό ἐνεργειακό ἐπηρεάζει ὃλες ἀνεξαιρέτων τίς δραστηριότητες τῆς ἀνθρωπότητας. Ἀκόμη καί τά πολυδιαφημιζόμενα ἠλεκτροκίνητα αὐτοκίνητα ἀποτελοῦν ἐμβαλωματική λύση, διότι ναί μέν θά ὑπάρξει μείωση τοῦ κόστους παραγωγῆς τοῦ καυσίμου, δηλαδή τοῦ ἠλεκτρισμοῦ, σέ σχέση μέ τό πετρέλαιο (κατά 20%), καθώς ἡ ἠλεκτρική ἐνέργεια θά παράγεται

ἀπό μεγάλες μονάδες ἐκτός πόλεων, ἀλλά ὁ ἀνεφοδιασμός καί ἡ ἐπαναφόρτηση τῶν μπαταριῶν γιά μεγάλες ἀποστάσεις θά εἶναι ἐξαιρετικά χρονοβόρος, ὁπότε ὁ χρήστης θά περιορισθεῖ νά φορτίζει στήν οἰκία του τό αὐτοκίνητό του γιά τά ἡμερήσια χιλιόμετρα τῆς πόλεως. Πέραν τούτου δέν ἒχει ληφθεῖ ὑπόψη τό κόστος ἀνακύκλωσης μπαταριῶν, ἐνῶ καί ἡ ὁδηγική συμπεριφορά τῶν ἠλεκτρικῶν αὐτοκινήτων ἀλλάζει αἰσθητά (π.χ. ἀπότομο φρενάρισμα), πράγμα πού ἐγκυμονεῖ κινδύνους ἀτυχημάτων. Ἀπο τήν ἂλλη πλευρά ἡ χρήση βιοκαυσίμων ἀπέτυχε, διότι μέ τά φυτά πού χρησιμοποιοῦνται γιά τήν παραγωγή τους, ἐρημοποιοῦνται οἱ καλλιεργήσιμες ἐκτάσεις. Τό γενικό συμπέρασμα μέχρι στιγμῆς εἶναι ὃτι ἡ αἰολική καί ἡ ἡλιακή ἐνέργεια ἀντικαθιστοῦν μέρος μόνο τῆς ἐνέργειας τοῦ πετρελαίου. Ἐξ ἂλλου ἡ πυρηνική ἠλεκτροπαραγωγή καταργεῖται ἀπό ὃλα τά προηγμένα κράτη (Γερμανία, Γαλλία κ.ἂ) λόγω τῶν σοβαρῶν κινδύνων πού ἐγκυμονοῦν γιά τήν ἀνθρωπότητα σέ περίπτωση ἀτυχήματος. Μόνο κράτη, ὃπως ἡ Τουρκία, ἐπιμένουν στούς πυρηνικούς σταθμούς. Ἐν ἀναμονῆ λοιπόν τοῦ νέου καυσίμου, πού θά εἶναι μᾶλλον τό ὑδρογόνο πού θά ἀποσπᾶται ἀπό τό νερό, ἡ ἀκρίβεια καταναλωτικῶν προϊόντων ἐπηρεάζεται καί ἀπό τό γεγονός ὃτι ὁ κόσμος ἂρχισε νά καταναλώνει καί νά κινεῖται. Ἡ αὐξημένη ζήτηση προκάλεσε καθυστερήσεις στά λιμάνια λόγω covid, μέ ἀποτέλεσμα τήν ἂνοδο τῶν τιμῶν στά προϊόντα.

ΠΛΗΓΜΑ Η ΑΚΥΡΩΣΗ ΤΟΥ EastMed

Μέσα σέ ὃλα τά δεινά, προέκυψε καί ἡ ἂρνηση τῶν ΗΠΑ νά συμμετάσχουν στήν ἐπένδυση τοῦ ἀγωγοῦ EastMed. Ὁ πρόεδρος Μπάϊντεν ἒκρινε ὃτι τά ἀποκαλυφθέντα ἀποθέματα εἶναι πολύ μικρά γιά νά γίνει μία τέτοια τεράστια ἐπένδυση, ἐνῶ καί ὁ ἲδιος ὑπολογίζει καί στήν προώθηση τῶν ἀμερικανικῶν ἀποθεμάτων. Καί ἐνῶ πρίν ἀπό δύο ἀκριβῶς χρόνια ὑπογραφόταν πανηγυρικά στήν Ἀθήνα ἡ διακυβερνητική συμφωνία γιά τήν κατασκευή τοῦ EastMed μεταξύ Ἑλλάδος, Κύπρου καί Ἰσραήλ, μέ ὁλοκλήρωση τοῦ ἒργου μέχρι τό 2025, τώρα ἂλλαξαν ξαφνικά τά πάντα. Ὁ Νετανιάχου δέν εἶναι πιά πρωθυπουργός στό Ἰσραήλ, ἡ Τουρκία δέν θέλει μέ τίποτα τήν κατασκευή τοῦ ἀγωγοῦ, ἡ Ἰταλία ἐπίσης ἀρνεῖται εὐσχήμως καί ἡ Αἲγυπτος ἐξυπηρετεῖται μέ τήν μεταφορά τοῦ φυσικοῦ ἀερίου της σέ ὑγροποιημένη μορφή μέ πλοῖα, καθώς ἡ χώρα διαθέτει καί τίς ἀνάλογες ὑποδομές γιά τήν ὑγροποίησή του, ὁπότε θά ἐπωφεληθοῦν τά πλοῖα LNG. Ἡ ἀγορά ἀδιαφορεῖ γιά τόν ἀγωγό. Ἀλλά καί ὁ ἀγωγός τῆς Βαλτικῆς πού προμηθεύει ἀπ᾽εὐθείας ρωσικό ἀέριο στήν Γερμανία καί ἀπό ἐκεῖ σέ πολλές ἂλλες χῶρες πού θά ἀγόραζαν ἀπό τήν Γερμανία, ἐνῶ εἶναι ἓτοιμος, δέν λειτουργεῖ για πολιτικούς λόγους. Κάτω ἀπό αὐτές τίς δυσμενεῖς συνθῆκες, πού σύμφωνα μέ πληροφορίες θά κρατήσουν πολλούς μῆνες, ἂν ὂχι καί χρόνια, ὁ καταναλωτής θά πληρώνει σέ διπλάσια σχεδόν τιμή τό ἠλεκτρικό ρεῦμα, καθώς πέραν τῆς κατανάλωσης θά πληρώνει καί τίς «ἀνανεώσιμες πηγές ἐνέργειας», δηλαδή τήν βιασύνη τῶν πολιτικῶν νά καταργήσουν τήν χρήση λιγνίτη καί πετρελαίου πρίν ἀκόμη βρεθεῖ τό «καύσιμο τοῦ μέλλοντος». Ἂν μάλιστα ἀγριέψουν τά πράγματα στήν Οὐκρανία, ἀπό τό ἒδαφος τῆς ὁποίας περνοῦν ὃλοι οἱ ἀγωγοί, τότε ἡ τιμή ἐνέργειας θά ἐκτοξευθοῦν σέ δυσθεώρητα ὓψη. Ἐλπίζεται ὃμως ὃτι τελικά θά ἐπικρατήσουν οἱ διαπραγματεύσεις. Πάντως ὁ μεγάλος κερδισμένος ἀπό τήν ματαίωση τοῦ EastMed εἶναι ὁ πρόεδρος Πούτιν.

ROSS MARINE

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10 / Interview NAFS | December 2021

Ioannis Bravos Partner, Head of Shipping, KPMG in Greece

KPMG is ready for the new era of the Shipping Industry

COP26. What does really mean for the maritime industry?

COP26 , IMO Strategy on Reduction of GHG emissions from ships, the Clydebank Declaration for green shipping corridors, a “cleaner” shipping, the zero-emission vessels of the future, the challenges for the Shipping Industry, the new technological improvements, the role of education and training are some key aspects for a sustainable future for our industry. Here follows the interview with Mr. Ioannis Bravos, Partner, Head of Shipping, KPMG in Greece...

Shipping was high on the agenda at COP26. In the wake of the conference, the Marine Environment Protection Committee of IMO (MEPC) at its 77th meeting on November had agreed to initiate the revision of the Initial IMO Strategy on Reduction of GHG emissions from ships, recognizing the need to strengthen the ambition during the revision process. In this respect, we expect to see even more ambitious and challenging targets, after 2023, when the revised strategy is expected to be adopted, as there are voices, even within the industry, that call for the IMO to set a target for zero emission shipping by 2050. Of significant importance I believe is the coal phase-out commitment that has been made by 23 countries, including five of the world’s top 20 coal power generating countries. In case it will materialize, it is expected to significantly affect the players at the respective shipping trade. The Clydebank Declaration for green shipping corridors that has been signed by 14 countries and the Dhaka-Glasgow Declaration that has been signed by 50 countries during the conference are also expected to deliver impact to the industry. What are the challenges the sector has to face in order to comply with the new environmental standards? The targets set by the IMO are ambitious and are expected to become even more ambitious. To move to a “cleaner” shipping, we not only need new “clean” maritime fuels and new technologically advanced lower or zero-emission vessels, but also global availability of land infrastructure to provide those fuels and trained crew personnel to

12 / Interview NAFS | December 2021

operate modern vessels. Currently, it’s not yet clear which will be the “compliant” fuel for the future. Accordingly, all other aspects (vessel’s technology, land infrastructure, crew training) are also unknown. Stating the obvious, this is the greatest challenge for the sector. According to the Global Maritime Forum the scale of cumulative investment needed between 2030 and 2050 to achieve the current IMO target is approximately USD 1-1.4 trillion out of which 13% is related to ships. If the IMO sets more ambitious targets, as expected, the amount of investment needed might be even higher. Thus, it seems that there will be increased capital needs and the access to cover those needs will be a challenge especially for the smaller shipping organizations. In this new era for shipping technology plays a very important role. However there are some serious threats regarding cyber security. In your opinion what must be done in order to avoid such treats in the future? The world moves toward digitalization and so does shipping. Cyber-attacks in the maritime sector are becoming more sophisticated, jeopardizing not just the delivery of goods, but the well-being of the seafarers. In the past, most of the shipping companies believed that cyber security was not a challenge meriting their attention. However, these attacks are a clear sign that cyber risks must be properly identified and mitigated to ensure business and operational resiliency. The guidelines and rules issued by regulators (e.g. IMO’s Resolution MSC.428(98) which aims to address cyber risks in the shipping industry) create a compliance risk as well. Mitigating cyber threats is an effort that spans well beyond the implementation of traditional technology solutions; rather, it starts by recognizing the need to invest the time and resources necessary to analyze information and privacy risks, assess the current cyber maturity status, understand strengths and areas of improvement and then to design a robust cyber framework tailored to each individual business need. All these actions will enable organizations in setting up a much-needed “cyber hygiene”, but also to understand how cyber can enable their business and ascertain that even in case of an

incident, the organization is able to go by its everyday operations. A trustworthy service provider is key to align the business and cyber strategies and guide maritime organizations in managing risks and plan for a sustainable business future. The role of education and training for the future in shipping is very important. Things are changing dramatically almost every day. How must the training be transformed in order to make people ready for their future career in the industry? As shipping moves towards digitalization, there is a great need to be able to onboard seafarers whose skills meet the advanced technical requirements of modern vessels. It seems that there is a need for increased simulation training with even more sophisticated simulators that could be tailored to the specific equipment models used by each company. Physical presence decreased considerably during the pandemic. How fast did the shipping industry adopted to change and meet the demands as many services were forced to be done remotely due to the pandemic? My experience tells me that shipping companies have adopted well to the new distance working reality and we didn’t see any significant disruption in their operation. To note though that remote working has been broadened the surface for cyber-attacks and made mitigation of cyber risks even more important for shipping organizations. KPMG enjoys a reputable and rapidly expanding presence in the maritime industry and is deeply committed to one of Greece’s most important sectors. What are your future plans in order to protect and increase KPMG’s maritime portfolio? We want to continue support the industry and expand the range of services we offer to our existing and future clients to help them reach their objectives and overcome the challenges they face. We put quality, as well as client’s needs at the center of our focus and we will continue investing to deepen our expertise in the sector.

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14 / Article NAFS | December 2021

Following the data-driven path to maritime decarbonisation Mike Konstantinidis, CEO, METIS Cyberspace Technology

Shipping is facing a race against time to reduce its carbon footprint in line with International Maritime Organization targets. Evidence from METIS Cyberspace Technology shows that a data-driven approach will be key to shipowners’ efforts to cut emissions and achieve compliance. With the International Maritime Organization’s carbon intensity indicator (CII) regulation due to come into force in 2023, shipowners are under mounting pressure to address their vessels’ environmental performance. The CII is based on the annual efficiency ratio (AER), IMO’s measure of vessel efficiency in terms of yearly carbon dioxide emissions per tonne-mile. The CII provides ship operators with the factor by which they must reduce CO2 emissions annually to ensure continuous improvement and comply with regulations. Applying to cruise, cargo and RoPax vessels of 5,000 GT and above, the CII regulation will see ships rated from A to E based on their AER performance. Vessels graded A or B will be offered incentives – and while C is enough to achieve compliance, D and E ratings will require corrective action. If this is not motivation enough for owners to improve their ships’ fuel efficiency, the Poseidon Principles lending framework also uses the AER as its carbon intensity metric. Designed to encourage the decarbonisation of shipping in line with IMO objectives, the Poseidon Principles help financial institutions to factor in environmental considerations when lending to shipowners. Twenty banks, together representing more than a third of global ship financing, have so far signed up to the initiative. Owners whose vessels are financed under the Principles and keep pace with the AER stand to benefit from more favourable terms and conditions. According to the findings of a recent report – The Sustainability Imperative by international law firm Watson Farley & Williams – a ‘lack of compliance with environmental regulations/policies’ would deter a majority of financiers from continuing to fund the maritime industry. Moreover, when asked for which aspects of environmental

standards they require additional compliance, 86% of respondents answered ‘emissions targets/monitoring’. “Environmental compliance is a priority for capital providers, who generally place great importance on the ESG performance of their portfolios,” says Mike Konstantinidis, CEO, METIS Cyberspace Technology. “The Poseidon Principles give lenders a framework for monitoring the carbon intensity of their maritime investments, which in turn encourages sustainable shipping practices from the borrower. This inspired us to develop the Predictive AER Emissions INDEX, allowing owners of vessels financed under the Principles to reap the rewards of compliance and maximise asset value.” In a first for the industry, the METIS Predictive AER Emissions INDEX enables shipowners to calculate an asset’s standard deviation from the AER and gauge the impact of investments or operational enhancements on environmental performance and overall costs including debt servicing. In this way, users can identify the most appropriate and cost-effective means of reducing their fleet’s carbon footprint, which may be further investment, a change in operating profile or simply disposal. “Equipped with this level of insight, shipowners can be assured of meeting their AER targets, keep emissions to a minimum in accordance with IMO regulations and avoid over-investing in assets due disposal,” explains Konstantinidis. “As an example, a pilot study saw one owner conclude to that, to cut emissions, some of its vessels would require action now or at a later date, others might never need investment, and two should be disposed of immediately.” While METIS designed the INDEX with the Poseidon Principles in mind, the tool can support owners with any AER-related initiatives, Konstantinidis continues. “Shipowners falling short of the AER can use the INDEX to determine how various deficiencies affect overall ship performance, and those outperforming the target could use it to reduce borrowing costs or access other incentives,” he says. “With the CII regulation coming into force in the near future, these capabili-

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16 / Article NAFS | December 2021

ties will prove invaluable.” Yet the METIS Predictive AER Emissions INDEX is only one facet of an extensive portfolio of solutions geared towards compliance and sustainability. The company’s end-to-end, cloud-based artificial intelligence platform, METIS Space, analyses data from numerous shipboard and external sources to deliver insight on vessel performance across a range of specialised solutions, among which several directly target emissions reduction. For instance, the CO2 Monitoring functionality provides accurate calculations of GHG emissions – not only carbon dioxide but also sulphur oxides and nitrogen oxides – and reveals how these emissions correlate with engine power and vessel speed. “Through a combination of emissions monitoring, voyage analysis and route-cost optimisation, shipowners can make quantifiable improvements to operational efficiency and environmental performance,” states Andreas Symeonidis, Marketing Manager, METIS. “Insights obtained through METIS Space have already allowed one owner to cut fuel consumption by 27.5%, with another reducing voyage time by a day and a half while using less fuel.” Meanwhile, the METIS Electrical Power Profile Overview, a recent addition to METIS’s growing suite of analytics tools, offers a data-based evaluation of the benefits of installing electrical power sources to cover energy needs during port operations. Drawing on an advanced proprietary algorithm, the application makes its calculations using data acquired automatically by vessel sensors. The new functionality builds

on METIS’s Fuel Oil Consumption Profile Overview, which harvests the vast amount of data available to METIS analytics to quantify all factors affecting a vessel’s fuel consumption based on three months’ performance monitoring and machine-learning models. Users of METIS Space can further enhance vessel performance and reduce emissions through hull- and propeller-fouling analysis, Symeonidis continues. “To calculate the impact of hull and propeller fouling on fuel consumption, we employ a machine-learning model that is continuously retrained using the parameters of shaft power, fuel-oil calorific values, ambient temperature and seawater temperature,” he says. “The model can predict fuel consumption with an accuracy of over 97%.” The METIS cloud platform offers additional functionality by way of optional service modules for monitoring exhaust-gas cleaning and ballast-water treatment. By helping shipowners to optimise these processes, these modules can minimise the release of harmful sulphur oxides from scrubbers as well as damage to marine life caused by the discharge of improperly treated ballast water. Today, METIS Space is enabling efficient and environmentally friendly operations on board over 270 vessels – and as its uptake continues apace and the underlying machine-learning algorithm gathers more and more data, its ability to support emissions reduction will only improve. With decarbonisation the most pressing issue currently facing the maritime industry, the METIS cloud platform is demonstrating its considerable value to shipowners worldwide.

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18 / Interview NAFS | December 2021

Gregory Papadakis Managing Director of Papadakis Shipyards Brokers (PSB & CO. S.A.)

Everything is a matter of PERSONALITY, HARD WORK and ADAPTABILITY PSB & CO S.A. is widely known for its aptitude on building reliability and strong personal relationships with its wide range of customers and global associate network. How difficult is to deal with a big number of principals and to be organized in a customer focused structure?

PSB has the influence of a big company but maintains the structure of customer focus formation”, states Mr. Gregory Papadakis Managing Director of Papadakis Shipyards Brokers (PSB & CO. S.A.), in the following interesting interview. He also mentions that “we consider our customers as our friends and extended family. PSB would not have been the same without the support of our customers for so many years...

Everything is a matter of PERSONALITY, HARD WORK and ADAPTABILITY. Personality; being a broker is like being a diplomat, an ambassador and a referee most of the times as our main scope is to bring two parties to trust and cooperate with each other. Hard work; we are dealing with a big number of principals every day from all over the world so our focus is to keep as closest connections as possible with them regardless the geographical position. This is accomplished with continuous travelling where we meet them face-to-face and strengthen our collaboration and friendship. After 34 years in the Shipping Industry we are proud to say that we have established strong business and personal relations with both principals and customers which is a result of many years of presence in each other’s everyday business life. Adaptability; a broker must be flexible and versatile. He has to adapt himself to the local customs as well as to different lifestyles and cultures of his principals. By having these virtues achieved, PSB has the influence of a big company but maintains the structure of customer focus formation! Being active in the industry of ship repairs for 34 years, could you please explain the PSB approach to shipyard representation? Our main goal is to always bring the best level of services to our customers. In order to accomplish that we choose to represent only the best Shipyards, with reliability and quality being the key factor! When I first started as Broker back in 1988 this was not always easy. I used to travel a lot to meet Yards’ Top Managers and personnel in order to have a personal and direct experience of each Yard’s pros and cons. Now after 34 years in the Industry PSB has successfully managed to cooperate with the best Shipyards worldwide in the most strategic locations. How ready are PSB’s technicians to attend your customer’s vessel and travel at any place all over the globe to support your customers needs? Do you think that you offer a real-time response?

20 / Interview NAFS | December 2021

Myself and all my Project Managers are ready to travel worldwide at short notice. We continually horizon-broadening our knowledge and expertise and we are eager to support our customers’ needs. Our PSB team is available 24/7 in order to provide a real-time response. We have established side offices in key areas all around the world from North to South China, Singapore and Indonesia, Vietnam, Europe, CARICOM area and so on. Our local offices are manned with local technicians and commercial managers who are ready to respond our customers’ queries and attend various projects. What was the greatest opportunity and the most significant milestone across the range of your services? The maritime sector has transformed many times and each transformation has been a milestone to PSB evolution. Working in the shipping industry has always been a big challenge and it requires someone to be able to embrace all the risks and opportunities that arise. Since the beginning of my career I am always open to new opportunities and willing to take the risk if this will help broadening our network of associates or even lead the way to unknown opportunities that many considered non-feasible until then. For instance, a memorable milestone in my career as Shipyards’

world are enforcing restrictions that do not keep up with the normal processes. Due to various restrictions, for example, service engineers and owner’s representatives are unable to travel and attend important projects causing once again agitation at everyday B2B. This is not any easy task, especially when a company is newly established, as it requires full support and mutual trust from all parties involved – principals, suppliers and associates. Our company though by being in the market for so many years has established a trustworthy reputation for which we are very proud of! After so many years we know ‘who is who’ and we guarantee that we always maintain good standards, fair competitions and high level of services. What additional demands has placed the pandemic in your business area? Over the last couple of years the pandemic has created new demands in our business sector and the need for communication and adaptability is crucial. The urge for principals to be fast and accurate to our queries and customers’ needs is vitally important! We must respond to our customers’ demands efficiently by providing profitable and fast alternatives as well as being fully up-to-date on a daily basis with

“The coronavirus pandemic has affected all aspects of our business norms, leading to uncertainty and stress, as new protocols and restrictions are being imposed daily. However being a reliable shipping representative office means that these challenges can be overcome and that the best service will be provided to customers”. Agent was back in 1988 when I was one of the first Greek Brokers who visited Poland and effectively started cooperation with the local Yards for vessels’ repairs. Similarly, at a later time during 1996 I visited China and started doing ship repairs as well as marine spares supply. A more recent event was back in 2019 when we realized that the ship repair market in the Far East -and especially in China- has reached its satiety. Shipyards were fully booked for a longer period of time than normal and the demand for an alternative was necessary. Seizing this opportunity we travelled to Vietnam and after thorough evaluations we signed the Exclusive Agency with ‘Dung Quat Shipyard’ along with the establishment of a local office with experienced service engineers. These actions were proven later -especially with the COVID outbreak- to be an important milestone for PSB as we could offer to our customers alternative solutions to drydock their vessels apart China. What are the real hot topics at the moment and the near future in shipping industry? And what could be the main challenges a shipping representative office could experience in the near future? The coronavirus pandemic has affected all aspects of our business norms, leading to uncertainty and stress, as new protocols and restrictions are being imposed daily. Undoubtedly one of the hot topics at the moment are the difficulties that we are all facing due to this outbreak; governments all of the

all COVID regulations of each particular country and port as they change constantly. What is the most important thing that a shipowner is looking to find in a relationship with a representative office in these challenging times? Undoubtedly the most important thing between a shipowner’s and a broker’s relationship is Trust. Broker should assist, inform and protect owner ‘s interests and thus an honest and trustworthy Broker is of great significance. Do you feel that you are growing with your customers? Of course! We consider our customers as our friends and extended family. PSB would not have been the same without the support of our customers for so many years. We are glad to say that we have very strong relations with Shipyards worldwide but this is because of the trust that our customers has shown us every day for the last 34 years. If you could go back in time what would you change and what would you keep? Looking back in time I am proud to say that I would have changed nothing. All the risks, opportunities and even the ups and downs that maybe back then were consider a stumble had made PSB and myself to whom we are today!

22 / Key environmental issues in Shipping NAFS | December 2021

Greek shipping is ready to take on the decarbonization challenge After a cautious start, Greek owners and operators are now addressing shipping’s sustainability challenge in earnest, increasingly approaching ABS for support with advanced decarbonization projects as regulations and technology drive significant fleet investment, writes Vassilios Kroustallis,

Senior Vice President, Global Business Development, ABS The shipping industry stands at a point of change the like of which comes along perhaps once in a century. Not as epochal as the move from sail to steam perhaps, but the transition from a single fuel to multi-fuel operations is at least as significant as the change from steam to diesel. In the coming decade the industry will have to assimilate fundamental shifts in the fuel and propulsion technologies it can adopt to comply with the IMO’s targets and ambitions for decarbonization. There is no way of heading off the changes; the UN mandate, through the IMO to the industry makes clear that shipping must reduce its emissions and ultimately operate at net zero carbon. How the leading industry players – and Greek shipowners in particular – are responding to this challenge does much to demonstrate the operational, technical and financial changes required across the broader industry, and we are seeing the Greek owners developing serious projects in significant volume now.

investments and partnerships that will help them secure new types of vessel fuel. Projects currently going through the ABS Athens office include aid to gas carrier operators with understanding decarbonisation and ESG strategy and discussions on evaluating sustainability for bulk carrier operators. The resources available to them represent the full suite of services, encompassing power and propulsion, fuels and sustainability as well as digital services.

ABS has been at the leading edge of this process from the beginning, investing in broadening the capabilities of the Athens office with specialists in sustainability, alternative fuels and propulsion. We have created a world-leading center in sustainability, ship systems and digital capability. This makes us well placed to advise owners through the complex maze of regulation, finance and technology that makes future fleet development so challenging today. The degree of potential jeopardy can be seen from the current situation at shipyards where an increasing number of industry projects is focussing on research into future solutions. Meanwhile owners are increasingly hedging their bets with investments in dual fuel designs powered by LNG, LPG and Methanol as well as studying and ordering ‘dual fuel-ready’ designs for future fuels such as Ammonia. The transition towards a truly sustainable shipping industry comes with an enormous price tag – especially when the development of new fuels is included - and the investment decisions required mean there is little margin for error when it comes to managing financial and operational risk and achieving compliance.

Our conversations with clients – which include some of the bestknown names in Greek shipping – are that new guidance, tools, services and partnership approaches will be needed from industry – including classification societies. This includes the traditional technology remit of class and also extends to new types of services designed to reflect the emerging landscape. In the next few years, a raft of new technologies including those that support low and zero carbon fuels, will begin to mature and become available. The safety implications of these options will need to be fully understood and accounted for, and the value of each option will need to be assessed against the decarbonization goals of each asset and the wider fleet. Drawing on its vast technical heritage, ABS provides external guidance and best practices to help owners effectively implement new technologies and operational changes. Many of these projects have a connection to new and emerging digital capabilities which are having an increasing impact on client needs. Having conducted an increasing number of remote surveys over the past 18 months, we believe that digital services offer valuable efficiencies and potentially safer operations. ABS is a pioneer in this field with resources locally available from its Athens office. In a new service, ABS is helping shipowners to access ‘green finance’ - provided to borrowers who can demonstrate their environmental credentials - with a program assessing the contribution of environmental technologies to the reduction of carbon emissions and intensity.

As is so often the case, Greece’s shipowners have a vital role to play. As owners and operators of tonnage across the spectrum of vessel types, from the simplest workhorses to the most technically advanced, they cross the spectrum of energy efficiency and trading patterns. The process of understanding what carbon reduction targets mean for their existing fleet and newbuilding projects is accelerating, with owners beginning to evaluate all the options for primary and auxiliary propulsion as well as improving vessel efficiency. In addition to investigating the use of new fuels, Greek owners are evaluating pathways to increased energy efficiency, dual fuel readiness and the first vessel to receive a new notation for sail power readiness. Some major names are even understood to be looking at

For borrowers, ABS will review their ESG guidelines and offer advice on which technologies may qualify them for green financing with a positive environmental contribution. For lenders, ABS can assess environmental technologies based on IMO guidelines and the terms of the EEXI and Carbon Intensity Indicator, with reference to the Poseidon Principles. It can also reflect a bank’s own ESG guidelines and advice for granting green finance to asset owners. An industry undergoing a period of seismic change requires that class services evolve alongside it, supplementing survey and certification services with broader information around assessing technical and financial options for decarbonisation and ESG. These new services represent a further extension of ABS’s leadership in providing trusted solutions to industry challenges.

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24 / Key environmental issues in Shipping NAFS | December 2021

Regulation and decarbonization: The big picture The challenges of decarbonization ask questions for all stakeholders; regulators, shipowners, vendors and investors must all understand the implications, writes Georgios Plevrakis,

President, Global Sustainability, ABS

The regulatory environment in 2022 shows every sign of continuing to be challenging for shipping. With the introduction of EEXI benchmarking, not to mention the ratchet of CII there are many ships in the global fleet with an uncertain future. By way of example, around 80% of the global trading fleet will have to make technical upgrades to meet the minimum energy efficiency standards within EEXI. ABS research indicates that means almost 7,000 tankers will need to explore solutions to reach the requirements and seven out of 10 bulk carriers do not currently comply with the EEXI. While EEXI is a one-time hurdle for vessels to clear, the CII represents a powerful new industry dynamic with widespread operational and business repercussions Furthermore, there is still little clarity on frameworks and regulatory tools that could be used to assess compliance through the use efficiency technologies and fuels. Existing fleets will have to manage the impact but over the next 5 years and plan for the long run as CII will extend until the end of the decade with a view to reduce Carbon intensity by 70% at 2050. Therefore, understanding how this will impact decision for new construction is also of utmost importance. Shipowners must make decisions on how to build new ships based on a regulatory environment which is currently forming but will govern the life of the vessel for almost three decades. MEPC77 left much to be decided relative to the short-term part of the strategy. As we approach 2023, we are moving from planning to execution and time margins are now becoming thin

Understanding the implications

The industry needs regulatory clarity and direction. Although the IMO has laid out end goals, the industry could benefit from signposts to guide us along the journey. There is still a lot more work that can be done relative to the boundary conditions of safety and scalability of the next generation of fuels, as well as ways to address the energy savings calculations and verifications of energy efficiency technologies before the 2030 and 2050 deadlines. The issue for the industry is whether there are unintended safety consequences that could be born out of the rush for lower carbon operations. Regulators and the industry need to be clear that existing statutes are ready to handle the changes to come. A critical issue is to revisit the ISM Code and look at the wider fabric of existing regulation to see how it fits together and whether further changes are needed. The bigger question is whether the industry is on a common trajectory or whether there lots of competing trajectories that need to be brought together. There are short term and a long-term issues in play and we need to make progress on both but the speed of change may need to be faster.

Vice

We have undertaken extensive research as we are exploring decarbonization pathways to 2030 and 2050. Our latest work in the ABS Outlook showed that although 2030 is within reach, it will be a considerable challenge to get to 2050 if we do not have the proper policies in place to support the transition. Policies are need to: • Create incentives to support the transition; • Create the proper regulatory frameworks to address the decarbonization impact of the alternative fuels and emerging decarbonization technologies; • Lay the ground for the development of the required infrastructure. Governments have to step up and provide these frameworks and these will be reflected in the IMO decision making.

Identifying opportunity

Making investment choices is all about doing everything you can to improve the performance of your vessel and operation. It’s all about digitalization, it’s about energy efficiency improvement, voyage optimization and management and looking carefully at the options relative to energy efficiency. Let’s consider the options available to owners, the levers at their disposal. There’s no doubt that alternative low and carbon neutral fuels will provide the biggest contribution to decarbonization. But it is far from the only lever available today. We estimate you can get another 10% with improved energy efficiency that matches the operating profile. The operational carbon intensity however can only be continuously improved with the application of a robust monitoring system by exploiting data and taking advantage of digital technologies. This is the low hanging fruit available to all shipowners in the short term. Ultimately, when it comes to decarbonization of the global fleet, we are talking about a value chain solution that will demand a full set of investment strategies, including retrofit of the existing fleet to a more sustainable footing, new vessels with low and zero carbon propulsion and the extensive deployment of digital technologies. Ships will have to be prepared by design to transition to lower carbon intensity operation. Proper planning for the transition will provide a longer competitive life to the vessel. We will need to move to a collaborative attitude, so that the technology we need will be developed in an accelerated timeframe. We will need to leave behind the present approach, where we have many silos of knowledge. We need standardization, universally accepted procedures and processes and frameworks – on the safety side and on the decarbonization solutions. Shipowners, charterers, class, shipyards, cargo owners, manufacturers, banks and governments all have a key role to play and will need to complement one another. We will all need to work together to define decarbonization pathways.

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26 / Key environmental issues in Shipping NAFS | December 2021

AI and vessel operations: Using data to drive sustainable operations

The use of AI-enabled voice and chatbots will deliver insights to a wider range of maritime stakeholders and make data-driven decision making the norm, says Smarty Mathew John, Vice

President, Digital Solutions, ABS

Understanding vessel operations has traditionally relied on the ability of technical superintendents and fleet managers to gather data from multiple sources and present it in a logical format. Data sources are many ranging from status of ship’s equipment to weather conditions and each has an impact on environmental, operational or commercial compliance. There is no question that experienced people are going to continue to be key to a digitalised shipping industry but the evolution of technology means that onboard processes can be made efficient enough for there to be minimal manual effort; the focus of the crew and shoreside teams can be dedicated to decision-making informed by data. The operational risks for a vessel are dynamic, with impacts based principally on safety, compliance, structural/machinery health, commercial performance and external factors such as weather conditions. Each of these factors is complex and intertwined. The continuously emerging regulatory requirements for decarbonization such as the Carbon Intensity Indicator (CII), will create a convergence between environmental compliance and commercial performance. In addition to the traditional communication between owners, managers and charterers, an ever-expanding group of stakeholders is interested in gaining access to vessel performance insights.

A digital transition

This transition is moving the industry towards digitalization, through fleet management software with business intelligence increasingly monitoring the vessel and able to quickly tell the user what’s going on in terms of asset status and health as well as commercial and technical performance. The advantage this conveys is that the information can be centralised and presented so that authorized parties - fleet managers, charterers, and the C-Suite can easily find the answers they need. With the next generation of fleet management relying on increased use of data and analytics, it makes sense to explore new ways of accessing and presenting that data. When ABS designed its My Digital Fleet™ platform, user experience was put at the centre of the process. One of the logical next additions was to enable a greater range of stakeholders to query and receive insights on vessel status against any known parameter. To do this required technology that all types of users - regardless of their operational or commercial expertise - could work with but that would provide reliable information. ABS recently integrated a chatbot feature into its ABS My Digital Fleet platform which functions as a conversational, self-service ‘assistant,’ incorporating AI that applies natural language processing to redefine how users consume data and make decisions based on actionable business intelligence. For a non-technical user, it is possible to simply type or speak questions that the ‘virtual fleet manager’ can retrieve and articulate back – essentially eliminating the need to search for answers to critical questions from multiple sources such as: • Which vessels are not meeting charter party requirements? • Which vessels have non-functioning critical equipment? • How do I optimize my route for decarbonization goals? • Where can I find my lowest cost bunker fuel during the voyage? • What are the core fuel consumption and CII and performance trends for a specific asset, fleet or trade route/vessel? • How much fuel can I save by operating on a single generator

while the vessel is at anchor? Further insights can be provided as the machine learning engine is fed with more data and can extrapolate findings on a fleet level; there are many opportunities to augment decision making as the platform develops.

An Emerging Technology

Conversational AI has evolved to the point where it will recognise any accent or language. Document cognition means it can read reports, understand and present their implications and even recommend insights where it would previously not have been possible to parse and present granular data. The virtual agents can be trained to think like a charterer, shipmanager or an owner, depending on which user logs in; the background process will respond to their needs and deliver specific insights. Relatively simple choices can predefine how data is charted and displayed, and more complex programming enables users to adapt the inputs to what they want to see. For example, vessel performance can be a question of fuel consumption versus speed over ground or speed/power loss versus time, in which case the virtual agent understands the input and displays the information dynamically. One of the main advantages is that the AI is not limited to what one single application can do. It is possible to pose telling questions, tie them to other parameters and do a deeper dive to gain the required insights. The only limitation is the amount and quality of data that has been ingested by the AI. The addition of AI to My Digital Fleet is the result of an alliance with yellow.ai through ABS’ approach to tracking emerging technology trends and identifying innovative start-ups with unique capabilities that add value to users. The ABS My Digital Fleet Alliance Program is designed to nurture an ecosystem of trusted intelligence and technology providers enabling integrated insights for clients on one unified platform. The working process with Yellow.ai was firmly grounded in addressing the needs of clients and market need. Yellow.ai has a track record in the conversational AI space; previous projects include producing a virtual agent for Microsoft, to which the company is also a partner.

Making a positive difference

The maritime industry has ambitious use cases for AI, focused initially on applications where there is a high level of confidence in the data quality. ABS believes using AI in general can make a positive difference to vessel OpEx and ultimately to charter earnings. The industry was not necessarily ready until now to depend on data presented on screen rather than from a person with the same level of trust. AI is the next stage of evolution in using data to augment the crew and shoreside teams to make better informed decisions; that trust must be built up over time through practical use cases where value can be proven. The maritime industry’s transition to more sophisticated ways of obtaining and managing information is moving shipping towards digital solutions that can increase the time-to-value for obtaining critical vessel status and related insights. The advantage this provides is that the information can be centralized and presented so that authorized parties - from crew to C-suite - can easily find the answers they need.

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ABS provides valuable perspective on the decarbonisation value chain The third ABS Low Carbon Outlook demonstrates challenges for the industry and provides an integrated approach to strategy, writes Georgios Plevrakis, Vice President, Global

Sustainability, ABS

For the third in the series of Low Carbon Shipping Outlooks, ABS has updated the maritime sector’s progress towards reducing its emissions, analysed how it will be affected by external decarbonization trends, and presented a life-cycle or value chain perspective of GHG emissions of leading alternative marine fuels. The maritime industry is clearly undergoing a significant transformation centred around decarbonization motivated by International Maritime Organization (IMO) regulations, the financial institutions that support new vessel construction and retrofits and market-based measures and incentives emerging from the multinational charterer community. It is critical for shipowners and operators to understand the expected changes in the global supply chains in order to plan their future fleet composition and renewal strategy.

Short Term Challenges

The short-term IMO measures, the Energy Efficiency Existing Ship Index (EEXI) and Carbon Intensity Indicator (CII) create a very challenging landscape for many vessels of the global fleet. Some vessel segments may experience early vessel retirement due to their inability to comply.

Analysis of qualified ships from five key shipping categories — bulk carriers, tankers, gas carriers, LNG carriers and containerships — revealed the following about compliance with the IMO’s EEXI regulation: A large section of the global tanker fleet is expected to have difficulty meeting the EEXI requirements. Smaller dwt segments, such as Aframax tankers, are expected to meet the requirements more comfortably than larger tankers. A similarly large fraction of the global bulk carrier fleet is expected to also have difficulty meeting the EEXI requirements. Again, smaller dwt segments, such as Panamax bulkers, are expected to meet the requirements more comfortably than larger vessels, such as Capesizes or very large ore carriers (VLOCs). Gas carriers — particularly those of higher dwt capacity — have proven capable to meet the EEXI requirements. LNG carriers with dual-fuel or tri-fuel diesel electric propulsion or two-stroke dual-fuel engines are expected to meet the EEXI regulations. However, those LNG carriers propelled by steam turbines will face significant challenges. Containerships above 80,000 dwt are expected to meet the EEXI requirements. However, smaller dwt segments are expected to face

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30 / Key environmental issues in Shipping NAFS | December 2021

some challenges with EEXI compliance.

Fuel life-cycle analysis

The current regulatory framework focuses on vessel emissions (tank-to-wake) rather than the life-cycle emissions of a fuel (wellto-wake), though recent discussions at IMO have included whether to change this assessment to a life-cycle basis as this provides a more accurate assessment of total carbon footprint. The required scale up of technology for green fuel production is significant - by an order of magnitude - before they can be widely adopted by the global fleet. The life-cycle analysis clearly identifies the need for green ammonia and hydrogen production in order to achieve meaningful GHG emissions reduction from these zero-carbon fuels. LNG can provide almost 25 percent reduction in carbon emissions on a tank-to-wake basis; however, the reduction will fall depending on combustion principles if a life cycle approach is adopted. Methanol can be made carbon neutral on a well-to-wake basis. Ammonia offers very low well-to-wake emissions, but the use of pilot oil contributes to carbon emissions from the vessel. Biofuels do not offer any tank-to-wake emissions reduction, but they can offer benefits on the well-to-tank component. However, the feedstock and production pathway greatly affect their well-to-tank emissions. The advent of modern dual-fuel engine technology makes the transition to low and zero-carbon fuels easier to achieve than the recent past. The transition to alternative fuels can be made much more attractive if it is planned at the newbuilding design stage. In particular,

the design of the propulsion system should be specified based on all the fuels that could be used throughout the life of the vessel.

Towards a Low Carbon Fleet

Designing a low-carbon fleet is a continuing process. Shipowners need to be conscious of using the lessons from the transition to decarbonization to build a cycle of continuous process improvement: they can do this by getting to know the impact of decarbonization on all aspects of their business and using that information to power the cycle. Because the technological solutions that support the decarbonization of international shipping will continue to advance over time, so should safety strategies and the ability to adapt to changes with the least possible disruption. Shipping is an integral part of the value chain, including its carbon footprint. By using carbon-accounting principles to evaluate the contribution of each link, shipowners can gain information that helps to identify areas in need of improvement and targets for carbon reduction. However, a harmonized decarbonization strategy is just the first step towards gaining a competitive advantage. ABS is working with clients on strategies and principles that can be used to help meet the requirements of charterers, secure access to green financing and support a company’s sustainability strategy. The end goal is for the shipowner to use their decarbonization strategy to achieve corporate targets and meet international regulations, but the plan can be designed to go beyond compliance and form the cornerstone of a company’s business strategy.

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32 / Key environmental issues in Shipping

Dr. John Kokarakis

Key Environmental Challenges in Shipping Dr. John Kokarakis Technical Director, South-East Europe Black Sea & Adriatic (SEEBA) Zone, Bureau Veritas

Shipping is an important economic sector, responsible for transporting the majority of goods around the globe. Even though shipping freight is energy efficient in comparison with other transport sectors, there is an increasing awareness that impacts of shipping on the environment can be considerable. It is recognized that this impact, in combination with a steady growth of the sector, has led to a high relative contribution of shipping to the anthropogenic burden of many pollutants, both at sea and on land. Besides contributing to global warming, emissions produced by the ship engines include toxic compounds and particles that cause a host of other health hazards causing tens of thousands of premature deaths a year, largely from heart and lung disease and cancer.

Loud anthropogenic underwater sounds emanating from ships, can have a wide range of harmful impacts on marine animals such as injury, permanent or temporary hearing loss, behavioral responses and masking of biologically relevant signals. All fish can detect sound and are vulnerable to underwater noise. However, there are species-specific differences in the sensitivity of hearing and in detection of the particle motion and pressure components of underwater sound. The Arctic environment changes about twice as quickly as other parts of the world, a process called Arctic amplification. When spreading on the snow black carbon from passing vessels, it darkens. And so, the radiation from the sun is going to be absorbed and not reflected. It then gets transformed into heat. Black carbon emissions from ships increased more than ten times between 2015 and 2019. Commercial ships are designed to be used for a long time. As a result, their engines are typically older and less efficient than those used by many other industries. Replacing them is prohibitively expensive. Immediate solutions to this problem employing existing technology is improvement of fuel quality, treatment of engine emissions, and adoption of other energy-conservation measures so that ships burn less fuel. A low hanging fruit is the reduction of speed. There are definitive benefits in reducing speed, there are also some concerns about this strategy, as reducing the speed below the range in which the ship is designed to operate could ultimately affect the performance of the engines, potentially reaching critical loads and increasing maintenance costs. Many ships have gone further and installed energy saving devices in the stern, that modify the flow of water under the ship’s hull reducing drag and increasing fuel efficiency. Corporate responsibility is not passive; it’s active. It plays a huge role in how a company is perceived publicly, and it forms part of a corporate identity. The sulfur content of fuel has been regulated at the onset of 2020 and measures are in place for the abatement of nitrogen oxides in the exhaust gases. Ships can either utilize higher quality fuel or capture

engine exhaust and pass it through scrubbers. Similarly select catalytic reactors convert nitrous oxide gases into harmless nitrogen and water. One advantage of this approach is that it allows ships to meet the different pollution regulations around the world without having to swap fuels. IMO introduced a sulphur cap on bunker fuel to reduce sulphur content from 3.5% to around 0.5%. This is still between 100 and 500 times more toxic than the diesel used in cars. Shipping holds a significant potential to help create a carbon neutral economy by 2050. Carbon neutral by 2050 is a huge undertaking because the technology and fuel distribution doesn’t currently exist. However, there are a number of fuels and technologies under development. In addition, non-traditional fuels and energy sources, such as biofuels, batteries, hydrogen or ammonia, are emerging as possible alternatives for shipping, with the potential to decarbonize the sector and lead towards zero emissions. The full compliance of shipping with carbon reduction targets is gradually leading to the replacement of conventional carbon fuels by other alternative fuels. Recently, the IMO has agreed on a roadmap for substantial reduction of greenhouse gas emissions from shipping which requires a shift from the use of fossil fuels to fossil-carbon-free alternatives such as biofuels, hydrogen, electric propulsion or ammonia. This roadmap will need to involve a gradual shift away from fossil fuel use, because the energy efficiency improvements alone are not enough to meet the 50 % reduction target. Hydrogen and ammonia have low energy density, necessitating frequent bunkering and reduced cargo space. Hydrogen requires more storage space than ammonia but the latter is highly toxic and difficult to burn. Both require pilot fuel of fossil hydrocarbons. They are not thus carbon-free as advocated. Methanol is the simplest form of alkali. It is biodegradable in water and safer that hydrogen and ammonia. Its storage and combustion do not require that high CAPEX of LNG. It is necessary though that its production must be with renewable sources of energy.

34 / Key environmental issues in Shipping NAFS | December 2021

IMO has launched two new regulations: The Existing Ship Energy Efficiency Index, EEXI and the Carbon Intensity Indicator. The Energy Efficiency Index refers to ships that are already in the water and serve the international trade, essentially setting limits on the power of ship engines in order to reduce CO2 emissions. These limits will put operational pressure on older ships, making them potentially uneconomical for global shipping competition. Following is the second regulation, Carbon Intensity Indicator, inspired by the European EU MRV regulation. The recorded data from IMO Data Collection System will rank the ships according to their ecological efficiency. These regulations are expected to bring about huge changes in the freight market, as ships that do not meet the criteria are unlikely to be selected by charterers, pushing them out of the market. Small shipping companies will certainly be under pressure as most of them do not have new ships and their financing is already difficult. This is not the first time that the shipping industry has taken tough measures to protect the environment. In the past, there was a change in the design of tankers with the imposition of double walls, which also drastically changed the entire tanker market. But then the situation was different, there was a political will to support the industry and access to sources of funding was clearly more favorable. With these new regulations, however, there are many who believe that every year new regulations will force shipping companies to find ways and money for even more “efficient” ships, creating a regulatory framework of witch-hunting. At the present the most technological mature technology is the use of LNG, LPG and biofuels. The main sources for the production of biofuels are edible crops, non-edible crops, organic waste, various by-products of agriculture and industry as well as algae, which grow in water and is not competitive with the food chain. Biofuels pose a lower risk to the marine environment as they decompose much faster in the event of a leak. There is also the possibility of blending them with conventional fuels in conventional engines. At present, their availability remains a challenge. LNG as a fuel is considered a tried and tested solution with engines available that cover a wide range of power output. The benefit of using LNG is the drastically reduced SOX, NOX and to a lesser extent CO2 emission. Bunkering is available at specific locations although expanding worldwide. Disadvantages are the requirement for increased tank volume and the relatively high CAPEX. LNG is now more competitive than ‘clean fuels’ such as hydrogen or carbon capture and storage. Fuel cells are primarily H2 consumers. Several technical arrangements exist whereby different fuels are directly fed into the fuel cells, such as LNG or methanol, which are used as chemical carriers/sources of the H2. Fuel cell power production is a technology that has the potential to eliminate SOx, NOx and PM emissions and to reduce CO2 emissions, especially when compared with emissions from diesel engines. Wind is the most promising form of renewable energy. Wind-powered systems may produce electricity on board or may directly assist in propelling the ship. Wind power has the potential of improving the energy efficiency of ships, thus contributing to reducing the environmental pressures of the maritime transport sector. Wind can supply a substantial part of the power needed to operate a ship, decreasing both its fuel consumption and its emissions. In relation to WASP, several technologies are currently being developed and tested, including the use of soft or rigid sails, wing sails, hull sails, towing kites, rotors and wind turbines.

Shore power has recently gained popularity because of present and future stringent international regulations to reduce air emissions from ships. Shore power allows ships to shut off their diesel-powered engines when berthed and connect to the electricity grid to reduce local air pollution and greenhouse gas emissions. In addition, recent developments in the field of ship electrification are very promising in terms of more efficient energy management. Renewable energy sources in the land network can be used to supply electricity to ships in berthing and to charge the batteries of fully electric or hybrid ships. Charterers and other stakeholders are not willing to risk investments in technologies which may lead to stranded assets. Lack of transparency on emissions prevents the decision making. Reports of emissions on a global scale is utilized for regulatory purposes and it is confidential under the Data Collection System of IMO. It is well understood that shipping will not apply significant changes without new rules. Rulemaking by IMO is a tantalizingly slow and complex process subject to many conflicts of interest. Industry is afraid that non-alignment of global and local legislation like the EU initiatives, may lead to unfair competition. Delays to legislate will trigger local rules. Traditionally, new technologies are first tested on land before they find their way on-board. We have seen this with the advent of scrubbers in shipping and we will see it in the near future with Carbon Capture and Storage. There is also hope that as the production scale of the new fuels will be higher their cost will be more competitive than what it is today. World fleet consists by many small companies. This makes the decision making more complicated. The largest companies control less than 20% of the global fleet with a notable exception perhaps the container sector. It is thus expected that these container companies will be the pioneers in the utilization of alternative fuels. There are many pathways to decarbonization depending on the type of fuel and the type of ownership. Shipping is governed by charter contracts, which do not allow a lot of leeway. Ship-owners are expected to invest in the new fuels but they rarely get a large piece of the pie following eco-improvements and financial benefits. Uncertainty and lack of important information on the future fuels have imposed a somewhat conservative path towards decarbonization. Catalysts can be the design flexibility including the propulsion systems to future-proof the investments, enabling multi-fuel engines. It is mandatory to promote fuel production with renewable sources of energy to avoid unbalance between well to tank and tank to wake emissions. With the exception of LNG and LPG, bunkering of green fuels remains limited. The society has dropped the gauntlet to shipping. In recent years, the European Union began to make serious efforts to address the industry’s environmental issues. The new European Commission President Ursula von Der Leyen pledged to impose a “European Green New Deal” to force radical cuts to greenhouse gases and emissions. Target is that Europe becomes a zero-carbon continent by 2050. For the first time, a green effort included ships. The first proposed legislation was to include shipping’s emissions in the EU’s carbon credit system, the Emissions Trading Scheme, the ETS. Companies must buy carbon credits to exceed limits, making the prospect of newer vessels and higher-quality fuels cheaper to them. At the same time innovative technologies like CCS appear to be more feasible and attractive for shipping.

36 / Key environmental issues in Shipping NAFS | December 2021

Dr. Loizos Isaias

Compliance with EEXI and CII – the process and the challenges Dr. Loizos Isaias PhD, VP-Manager Maritime Service Centre, Region South East Europe, M. East & Africa, DNV

Decarbonization is probably the most significant challenge the shipping industry is facing today. In the context of several demanding requirements to be complied with over the upcoming years, in the short-term owners need to implement the new IMO EEXI and CII requirements. These require a systematic approach and early action to make sure that fleets comply in time, but most importantly timely implementation of the necessary upgrades to stay operationally competitive.

Regulatory frame

Decarbonization regulations and commercial pressures are coming from different stakeholders in shipping for example, the IMO, EU, banks, charterers, and the public, as can be seen in Figure 1. With the Greenhouse Gas Strategy towards 2050, the IMO has set the goal to reduce carbon intensity by 40% within the next decade up to 2030 and by 50% in total (70% intensity) up to 2050, as can be seen in Figure 2. To achieve the goal, short-term, mid-term and long-term measures have been introduced. Short-term measures are due to enter into force by 2023. Different measures were considered and widely discussed, and IMO has decided to introduce a combination of technical and operational measures. The Energy Efficiency Existing Ship Index (EEXI) is the technical measure and assesses the design of existing ships in a comparable way to the Energy Efficiency Design Index (EEDI) for newbuildings. The Carbon Intensity Indicator (CII) is accordingly the operational measure that examines the actual consumption and distance travelled for each individual ship in service. The latest IMO regulations on EEXI, CII and Enhanced SEEMP are briefly described below.

Figure 1 – Fundamental key drivers are increasing the pressure for decarbonization on shipping

Figure 2 – IMO GHG strategy

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Energy Efficiency Existing Ship Index (EEXI) The EEXI will impose a requirement equivalent to EEDI Phase 2 or 3 (with some adjustments) to all existing ships regardless of the year of build and is intended as a one-off certification. The EEXI is to be verified and a new Energy Efficiency Certificate issued no later than the first annual International Air Pollution Prevention (IAPP) survey on or after 1 January 2023. Carbon Intensity Indicator (CII) IMO adopted the CII as an operational requirement that will be applicable for vessels in operation from 2023. All cargo, ro-pax and cruise vessels above 5,000 GT Figure 3 – CII implications in the world’s tankers fleet shall calculate the CII annually (given as grams CO2 per DWT-mile or GT-mile) and will be given an annual rating of A to E. The A to E rating thresholds will be set relative to a 2019 baseline and will be increasingly stringent towards 2030. Adopted reduction requirements cover the period leading up to 2026, with a 11% reduction in 2026 relative to the reference line based on IMO Data Collection System (DCS) data from 2019. For ships that achieve a D rating for three consecutive years or an E rating in a single year, a corrective action plan needs to be developed as part of the SEEMP and approved. The implications for the world fleet, as a result of the introduction of the IMO rating scheme and the subsequent actions required by vessels to remain compliant, will be significant. Figure 3 demonstrates this for the tanker fleet. As can be seen, the expected number of tankers with rating D in 2023 will be just over 20%, and this will increase to about 30% in 2030 if no improvement actions are taken. Similarly, this percentage for the tankers with rating E will go from about 15% in 2023 to close to 40% in 2030 if no improvement actions are taken. Enhanced SEEMP On or before 1 January 2023, all ships above 400 GT need to have an approved enhanced SEEMP. For ships above 5,000 GT, the enhanced SEEMP also needs to include mandatory content, such as an implementation plan on how to achieve the CII targets.

EEXI assessments The below process is proposed by DNV to be followed by owners.

EEXI Calculation Calculation of the attained and required EEXI as per IMO requirements, based on vessels’ particulars.

Improvement Calculation Comparison of the attained and required EEXI as calculated in the previous step. If the attained EEXI is below the required, no further actions will be required. In cases where the attained EEXI exceeds the required EEXI, improvement actions will be required. Engine power limitation (EPL) is the most commonly used way to comply. With the calculation of EPL the corresponding speed loss can also be estimated. If the resulting speed imposes a commercial handicap to the operation of a vessel, owners may decide to use additional means to achieve compliance, for example, implementation of energy saving technologies, etc.. From DNV’s experience so far and considering that most of the ships these days are steaming at speeds lower than their design speeds, it is noted that most of the vessels can achieve the EEXI compliance with a reasonable EPL. In Figure 4 below, we can see an example of the effect of the implementation of EPL on the operational speed profile of a vessel. In this case we can see that the vessel will not be able to sail at speeds higher than the speed at the new engine power after the EPL implementation. In this particular case, the effect is not that significant to affect the operation of the vessel, as the “loss” of these higher speeds can be compensated with more streamlined speed planning of the vessel. In Table 1 below, we can see a comparison of the EEXI compliant speeds of a fleet of vessels versus the actual speed profiles of the vessels using AIS data for a 3 years’ period (2019 to 2021). From this Table we can see that only two vessels have part of their actual speed profile exceeding, say, more than 20% the corresponding EEXI compliant speeds. The message here is that owners should consider an

40 / Key environmental issues in Shipping NAFS | December 2021

exercise like this in order to identify vessels in their fleets which may face a significant impact on their operational speed profile, in order to consider additional means to comply without negatively effecting the commercial operational speed of these vessels. Further to the above, and after the EEXI calculations and the resulting speed limitations to comply have been determined, owners are urged to assess their fleets competitiveness taking into account age and speed profiles, as can be seen in Figure 5 below. The purpose of this exercise is to benchmark fleet competitiveness against similar vessels of other owners and other players in the shipping market.

Figure 4 – effect on vessel’s speed profile with EEXI implementation

Table 1 – EEXI compliant speed vs Actual speed The percentage of laden sailing time above the EEXI compliant speed is calculated, based on AIS data for years 2019 to 2021

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EEXI Technical Files Preparation of the EEXI Technical Files of all vessels according to the amendments to MARPOL Annex VI. The EEXI Technical Files will reflect the measures and actions taken and implemented to comply with EEXI. These documents are subject to approval by the class society of each vessel or the flag. EEXI Factual Statement If the calculated attained EEXI of a vessel is below the required EEXI, DNV may issue an EEXI Factual Statement. This document will state the attained and required EEXI and it can be used to demonstrate EEXI compliance already before the new IEE Certificate is issued in 2023.

Figure 5 – Fleet competitiveness based on age and speed

CII assessments

DNV suggests owners follow the process below. Determine the CII status for their fleets and specific vessels. The status will be benchmarked according to the agreed GHG targets and trajectories. The current CII status can then be used as a baseline for forecasting future carbon intensity status. The forecasting must include a ship-specific assessment of relevant emission abatement options. When these options are decided, they can be included in a plan or roadmap describing how to stay compliant with the carbon intensity targets or trajectory. This plan will be required by the enhanced SEEMP. The main steps are illustrated below.

CII Calculation and GHG target benchmark The carbon intensity indicator for each vessel must be calculated. Individual vessels can be benchmarked against the CII trajectory as dictated by IMO. For each vessel the rating (A-E) may be displayed over time (at least for the period 2023-26 based on the concluded IMO regulations until end of 2026, further projection until 2030 may be done based on reasonable assumptions) as shown in Table 2, assuming the actual reported performance remains constant, while the requirements of the trajectories are tightening year after year. The same exercise can also be done in a plot form as shown in Figure 6, looking at two vessels. As can be seen in this Figure, the first vessel will be rated D in 2023 and will end up with rating E in 2026 if no additional means to improve its CII are implemented during this period. Obviously, depending on the age of this vessel, actions may be required to comply before being scrapped. The second vessel will start with rating B in 2023 and end up with rating C in 2026. Furthermore, each vessel can also be benchmarked against the Poseidon Principles trajectory, if of interest to the owners. A typical example is shown in Figure 7. From this we can see that the newest vessels seem to be compliant, whereas the older vessels will require upgrading to remain compliant.

Table 2 – Sample table of CII rating for a fleet

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Figure 6 – Projection of CII for two different vessels until 2026, if no additional improvements means are implemented

Figure 7 - Sample illustration of carbon intensity status (AER) versus targets (Poseidon Principles). Each bar represents a vessel in the fleet compared to the targets and sorted per year of delivery.

CII Improvement Screening and Modelling The purpose of this step is to identify abatement measures that can reduce a vessel’s CII baseline over the compliance period. The first action is to identify any gap between the reported AER and the required AER. If there is a large deviation, high-level operational measures may be considered, for example, voyage plan, operational speed, hull/propeller/machinery maintenance, etc. Secondly, the effects of speed reduction for particular vessels may be assessed based on current speed profile gathered from AIS plots. Any speed reduction resulting from EEXI compliance must be taken into account here. If speed reduction is an acceptable solution for the period to be studied and vessel operation, these vessels will not require any further consideration. Thirdly, screening of cost-effective abatement options for individual vessels may be carried out. DNV has developed a tool which screens available CO2 emission reduction measures and gives an overview of feasible measures for the ship and an estimation of cost-effectiveness, as shown in Figure 8. The tool builds on the MACC (Marginal abatement cost curve) approach, Figure 8 – Example of MACC (Marginal abatement cost curves) developed for individual vessels using DNV’s in-house CII-modelling tool. The possible measures having access to a library of around 50 operational and techincluded are technical and operational measures, energy “harvesting” options and fuels. nical abatement measures. Each measure contains detailed The MAC curves are aimed at creating insight in the reduction potential and cost of a information about e.g., the CO2 emission reduction potential, costs, applicability, ease of implementation including barriers, set of measures. Measures are ranked by cost effectiveness, i.e., least cost first. It is noted that negative cost implies financial benefit. pros/cons etc. The tool also uses our database of alternative fuels, also including blend-in variants. For each fuel we have included fuel price trajectories, CO2 reduction, compatibility, etc. The results will give insights into the reduction potentials and costs for a given set of measures required to meet the GHG targets/trajectories defined.

46 / Key environmental issues in Shipping NAFS | December 2021 Preparing and reviewing roadmap The purpose of this step is to translate the results from the previous step into a specific improvement roadmap (that later can be included in the SEEMP), describing possible pathways for CII alignment. An example roadmap is shown in Figure 9. The resulting plans outline when the measures need to be implemented to become or stay compliant with the CII targets/trajectories and may as such include both the short-term actions required by the SEEMP, as well as the longer-term possibilities. This is illustrated in Figure 10. Figure 9 – Roadmap example for an existing vessel showing what measures are needed to stay aligned with the vessel’s target CII trajectory. The vessel has two separate upgrades scheduled, in 2023 and 2028

Figure 10 – Sample illustration of a CII alignment pathway for a vessel. Indicated are two upgrades over its lifetime.

Energy saving devices (ESD) and other measures

The implementation of ESDs and other related measures can improve the EEXI and CII results of a vessel. However, the cost to implementation can vary significantly. Hence the selection of each means needs to be done very carefully, considering the cost and the energy saving improvements. These means can be divided into three main groups: hydrodynamic, machinery and operational. Hydrodynamic These are mainly stationary flow-directing devices positioned near the propeller or in way of the hull. These can be positioned either ahead of the propeller, fixed to the ship’s structure, or behind, fixed either to the rudder or the propeller itself, or elsewhere in way of the hull. Examples of hydrodynamic ESDs include: Propeller Hub Caps, Propeller Boss Cap Fins (PBCF), High Efficiency Propellers (Kappel, CLT), Contra Rotating Propellers, Contra Rotating PODs, Pre-Swirl Stators (PSS), Thrust Fin, Post Stators, Saver Fins, Schneekluth Wake Equalizing Duct (WED), Sumitomo Integrated Lammeren Duct (SILD), Pre-Swirl Ducts (PSD), Costa Bulb with Efficiency Rudder, Air Lubrication Systems (ALS), Wind Assisted Propulsion Systems (WAPS), Bulbous bow retrofit, etc.

Figure 11 – Original bow (foreground) and retrofit bow optimized for new operating profile (background)

Figure 12 – Pre-swirl duct

48 / Key environmental issues in Shipping NAFS | December 2021 Machinery Examples of machinery ESDs and energy saving means include: Electronic Engine Control, Waste Heat Recovery, Auxiliary Engine Economizers (AEECOs), Shaft Generator – Power take-off (PTO), Variable Frequency Drives (VFD), LED lighting, etc.

Figure 13 – Power take off (PTO)

Operational measures Examples of operational measures include: Trim and draft Optimization, weather routing, voyage execution/ operating speed, hull cleaning, propeller polishing, etc. Figure 14 – Bow wave for inefficient trim compared to optimized trim

ESD and other means for container vessels Depending on the type of a vessel and her operational profile, a number of energy saving devices or other means can be selected to reduce power consumption for the same amount of work. For energy intensive ship-types like container vessels, possible options include: Trim optimization is a powerful operational measure to reduce fuel consumption and thus also reduce emissions. Most vessels operate in a wide range of operating conditions regarding draft and speed. The hull shape cannot be optimal for all these different operating conditions, which means that unfavourable flow fields can be present. Changing the vessel’s trim can improve the flow field so that the wave making and/or frictional resistance are reduced. The bulbous bow of container ships often has been designed to achieve best performance for the high-speed range, while the slow steaming speeds and low drafts have not been considered. Today, high speeds are rarely utilized and therefore substantial savings can be made by adjusting the bow shape to fit an operating profile which includes light draft conditions as well as slow speeds. A Propeller Hub Cap or a Propeller Boss Cap with Fins is a proven measure to reduce the hub vortex losses at the propeller. While propeller hub caps are usually fitted in combination with a rudder bulb, propeller boss cap fins typically achieve the same savings without the need for retrofitting a rudder bulb. Propeller Boss Cap Fins are the most common ESD retrofitted to ships. In the event of insufficient light running margin of the actual propeller, a redesign of the propeller should be considered. If a redesign is not feasible, a newly designed propeller could be considered instead. The application of High Efficiency Propellers like the Kappel-Propeller, CLT-Propeller, or equivalent, can be investigated, carefully considering efficiency, light running margin, pressure pulses, and cavitation. Many container vessels have been fitted with Pre-Swirl Stators (PSS), Pre-Swirl Ducts (PSD) or so-called Wake Equalizing Ducts (WED) in the past. The wake equalizing ducts (WED) have been installed primarily in the smaller container vessel segments, mainly aiming at reducing pressure pulses and vibrations. The pre-swirl stators (PSS) and pre-swirl ducts (PSD) have mainly been installed on large container vessels. The Twisted Full-Spade Rudders with Rudder Bulb are almost a standard feature today for large container vessels. Twisted full-spade rudders primarily aim at reducing cavitation erosion effects on the rudder, but at the same time they save power by re-gaining rotational losses from the propeller slipstream (the twist rudder) and reducing the hub vortex losses from the propeller (the rudder bulb). Electronic engine control adaptive tuning is a fully automatic system provided by certain makers that helps to constantly secure optimal engine tuning

regardless of engine load, load range, load changes, and varying fuel calorific values. It applies only at vessels equipped with electronically controlled engines. Waste Heat Recovery (WHR) uses the heat lost from the exhaust gas to produce electric power through a steam turbine cycle. For a WHR to operate, exhaust gas flow rate and temperature level need to be above a certain level, usually around 40% of main engine load. Auxiliary Engine Economizers (AEECOs) refer to the installation of exhaust gas economizers at the exhaust stream of auxiliary engines, additionally to the main engine economizer that is usually found in vessel standard design. Shaft Generator in the form of power take-off (PTO) shifts electric power production from the auxiliary engines to the shaft of the main engine, resulting in more efficient electricity production because of the lower specific fuel consumption of main engines compared to auxiliary generators. PTO systems can operate for shaft rotational speeds higher than 60% of nominal. Variable Frequency Drives (VFD) reduce the power consumption of equipment that is in constant use by dynamically adapting the component load to the work demand, instead of the usual binary operation of such components (i.e. cooling water pumps, fans). LED lighting can replace the typical light bulbs found on-board and specifically the lights that are always on, such as engine room, accommodation, and deck flood lights, reducing the power consumption of the vessel.

Conclusions

From a large number of projects on EEXI calculations, we in DNV come to the conclusion that EPL is the main means for owners to achieve compliance of the majority of their vessels. From various studies we get indications that about 70-80% of all ships (segment specific differences, however, may exist) will require operational improvements by 2030 to stay compliant and within A, B or C for CII. This is an indication that many shipowners will have to select and implement carbon reduction measures to stay compliant. Examples of measures that are available today which can reduce the carbon intensity of a vessel are listed below, indicating also the expected averaged range of their “typical” effect on CII: • Speed reduction, logistics: > 20% • Hydrodynamics (cleaning, coating, hull form optimization, etc.): 5–15% • Machinery (machinery improvements, waste heat recovery, de-rating, battery hybridization): 5–20% • Use of alternative fuels (LNG, LPG, ammonia, etc.): 0–100% We at DNV, with our vast experience, are in position to assist shipowners in their important tasks to comply with EEXI and CII.

50 / Key environmental issues in Shipping NAFS | December 2021

A detailed look at ballast water treatment systems Sahan Abeysekara Principal Specialist and Technical Authority for Ballast Water Management, Lloyd’s Register.

Although it’s been over four years since the Ballast Water Management (BWM) Convention entered into force, it’s anticipated that the peak installation period for ballast water treatment systems will be from now until 2024. This is due to the compliance schedule being based on a vessel’s second International Oil Pollution Prevention (IOPP) renewal survey. Additionally, ships that are not issued with IOPP certificates (less than 400 GT), but have to comply with the BWM convention, also have to comply by 2024. Installing a treatment system is the most common way of complying with the D-2 Ballast Water Performance Standard but meeting the demand of the number of ships that still need to install systems is going to be a considerable challenge for the industry. The full installation process, from planning to installation to receiving a compliance certificate, can take months. There are a number of factors that need to be considered when retrofitting a treatment system on an existing ship. Shipowners should work backwards from their second IOPP renewal survey date and start planning what type of treatment system they need based on their operational requirements. The COVID-19 pandemic has also affected the implementation schedule due to the supply chain disruption affecting system components, microchips and support parts like piping, cables, etc. Some ballast water treatment system manufacturers have experienced difficulties sourcing the required components to produce the systems and have been forced to move in to just-in-time production, meaning shipowners must order ballast water treatment systems in advance.

Charalampos Anastasakis Senior Specialist and Technical Authority for Ballast Water Management Plans, Lloyd’s Register.

Operational issues One of the major issues highlighted by shipowners is that their ballast water treatment system cannot be used in certain weather conditions or ports due to high sediment load. There have been several submissions to MEPC/PPR IMO sub-committees regarding this issue. This has led to shipowners taking water in port without treatment, bypassing the system and then exchanging at sea before they visit the next port. As a result of this, we have recently seen a number of manufacturers produce filter-less ballast water treatment systems – essentially a modified version of their existing chemical injection and electro-chlorination type systems. A number of filter-less systems have now been type approved and to help shipowners address this issue, LR continues to work with several manufacturers to type approve their filter-less systems. LR also working with manufacturers to type approve their third and fourth generation ballast water treatment systems. Shipowners that are yet to install a ballast water treatment system may now be at an advantage, as the increased number of choices may help alleviate some of the issues experienced by early adopters. Another issue that has been highlighted by Shipowners is related to maintaining operating compliance. This is closely linked with the need for adequate crew training. If the crew has not been sufficiently trained on the operation and maintenance of the installed BWMS, it would not be possible for them to maintain the system in good working condition, thus meeting the discharge regulations. Some of the problems which may be encountered during BWMS operation could be an “easy fix” for a knowledgeable and well-trained crew and this can be important in avoiding disruptions during operations. Most crews are trained by the BWMS Manufacturer during installation and commissioning of the system. However, it is also very important to ensure that this knowledge is maintained following a crew change, for example. Therefore, investing in adequate and regular training of the ships’ crews on the

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operation and maintenance of BWMS is of paramount importance.

Regulatory requirements

Shipowners also need to consider the specific requirements of their flag of choice. With a lot of flag Administrations becoming a signatory to the BWM Convention, we are seeing more and more flags implementing their own local regulations. For example, a ballast water treatment system installed on a Greek flagged vessel must have a type approval issued by the flag itself or by a Recognized Organization on behalf of the flag. This additional process can take several days to weeks, and this is just one possible requirement, there may be more to consider. LR can assist with the approval process through issuing a type approval on behalf of many administrations if required. LR can also assess existing ballast water treatment system type approvals and review relevant data to issue a subsequent type approval on behalf of the respective flag. Despite the industry being aware of the compliance deadline for years, there are still some shipowners who are yet to act. Effective planning needs to be the priority with the compliance deadline looming and the industry on the brink of a peak installation period.

Commissioning testing requirements explained Commissioning testing is a mandatory requirement that forms part of the installation and commissioning survey of ballast water treatment systems, prior to certification. The requirement will enter into force on 1 June 2022. There are already certain flag Administrations, such as Greece, Cyprus, Australia, and Singapore, that are mandating commissioning testing, but from June it will be a requirement for all ships. Firstly, commissioning testing shouldn’t be confused with commissioning of the ballast water treatment system. Installation and commissioning of the system as well as commissioning testing are all part of the initial survey, which must be completed in accordance with class and statutory requirements. The resulting commissioning testing report is a requirement for a completion of successful survey and issuance of International Ballast Water Management Certificate. Secondly, commissioning testing consists of two parts. One is the sampling and analysis of ballast water. The other part is assessing the self-monitoring parameters work as intended. The intention of the commissioning testing is not to retest the ballast water treatment system (as it is already type approved), but to ensure that the ballast water management system has been installed correctly and commissioned to meet the required performance standards.

Thirdly, there are certain requirements as per IMO Circ.70/Rev.1 as to how commissioning testing needs to be carried out. One very important point to note is that the commissioning testing needs to be conducted independently from the ballast water treatment system manufacturer and suppliers to avoid conflict of interest. So the question for shipowners is, who can do the commissioning testing? For LR classed ships the commissioning testing must be conducted by an approved service provider only (as of 1st June 2022). As part of the LR approved service provider scheme, LR audits the company through the review of their commissioning testing experience, knowledge and operational procedures to ensure they are fit for purpose. However, it is the shipowner’s responsibility to assess if the service provider has a conflict of interest with the ballast water treatment system manufacturer or installer. Some ballast water treatment system manufacturers or yard/engineering companies offer turnkey solutions that include installation, and possibly even commissioning testing, as a complete package, but the commissioning testing must be carried out by an independent party. As part of the commercial contract, it may be paid for by the manufacturer/supplier, which is permitted as long as the commissioning testing is a completely independent process conducted by a different entity/supplier.

Supporting the Greek shipping community LR’s office in Greece has developed an in-depth technical knowledge and experience with ballast water treatment technologies, which has reached to the successful completion of all necessary BWMS installation reviews for over 500 vessels of various ship types and sizes locally. Utilising the right mix of skills, knowledge and experience, we assist local clients in BWMS installations, from the initial design stage through to final certification and commissioning of the systems. LR’s local team in Athens covers a broad spectrum of activities including project management, design appraisal and onboard survey, providing the assurance required by all project stakeholders, while ensuring the added value and commitment to safety based on well-established standards and procedures. With less than 1000 days until 8 September 2024, where the shipping industry has to meet the deadline for compliance with the Convention’s D-2 standard, it is estimated that more than 30,000 vessels are yet to install a BWMS. All stakeholders, from Shipowners to BWMS Manufacturers and Regulators, need to act timely and work closely together for this deadline to be achieved.

54 / Key environmental issues in Shipping NAFS | December 2021

What do COP26 outcomes and FuelEU proposal really mean for the shipping industry? By Nikos Tsatsaros Greece, Cyprus and Israel Commercial Manager at Lloyd’s Register

Over the last months, the pressure to decarbonise shipping has been significantly increased, with initiatives and relevant points been touched upon globally with COP26 or regionally with the “Fit for 55” legislation proposal. However, what do all these developments really mean for the shipping industry? The agreed Global Climate Change Summit COP26 last November has set the tone for the climate change debate with an outpouring of ‘calls to action’ and pledges for the industry. These essentially called for the IMO to demonstrate its commitment to the urgency of climate change by replacing its current target of halving shipping’s GHG emissions by 2050 (versus 2008 levels) with the goal of net-zero by the same date. The nations attending MEPC 77 chose to defer any such decision to the formal Review process for IMO’s GHG Strategy to be completed by 2023 – but at the same time failed to discuss the shipping industry’s parallel proposal for the immediate creation of a $5bn R&D fund into decarbonisation, to be funded by a market-based measure such as a carbon levy on marine fuel. While these decisions came as a disappointment to many, this was in part due to the very upscaling of ambition that COP26 had engendered. Among the key developments in Glasgow was the signing of The Clydebank Declaration, whereby some 20 countries agreed to work together on establishing ‘green shipping corridors’ – demonstration projects routes on which to pilot the use of zero-emission vessels – by 2025. The Declaration intends to provide positive incentives to encourage the uptake of green fuels and technologies, however the challenge is to put it in practice with governments agreeing on investment and incentive schemes while tackling the ports infrastructure challenge. These green shipping lanes will help testing the available net zero technologies that will be in place, while building the commercial case for ships using the new fuels. At the regional front, the European Union (EU) aims at steering the EU maritime sector towards decarbonisation, by putting forward the FuelEU maritime regulation within the “Fit for 55” package of legislative proposals published in July 2021, which represents the most comprehensive regulatory intervention in maritime to date. Aiming to ensure the success of the European Green Deal, with the EU to become a climate neutral economy by 2050 while reducing by 55% the GHG emissions by 2030, the FuelEU proposed regulation augments the proposal for the extension of the EU Emissions Trading Scheme (ETS) in maritime as well as the revision of Energy Taxation Directive (ETD) which aims to remove tax exceptions for conventional fuels. A specific mechanism has been designed to stimulate demand for sustainable power sources, by gradually reducing the acceptable GHG emissions target from 2025 to 2050, applying a full lifecycle approach of GHG intensity of energy. This means that the compliance cost increases as EU ETS applies a carbon price to GHG

emissions from shipping operations. Based on our estimates, as the majority of the current marine fuels will fail to meet the 2025 GHG limit, there will be significant penalties, as the regulation aims to remove any commercial benefit to use the existing fuels. For example, in case of VLSFO, the penalties are equivalent to an operational carbon price of around EUR 800 per CO2eg tonne. However, the challenge doesn’t stop here. Given that the regulation considers not only the GHG emissions in operation, meaning how the energy is used, but also its production and distribution, which are defined by the characteristics of the energy carrier, conventional energy efficiency solutions will not help achieving compliance, showing as the only way the switch to net zero energy sources . The effectiveness of this “switch or pay” approach remains to be seen, given the uncertainty on how the EU will provide vessels access to the rewarded, (by the FuelEU maritime regulation), net zero energy sources. Another significant point is that the proposed regulation has included in the recitals charterers or other stakeholders who influence the ship operations, achieving an important balance between recognizing influence while avoiding direct interference in contractual agreements. A new requirement for container and passenger vessels is proposed, making the use of On Shore Power Supply (OPS) at berth obligatory from 2030. Those that don’t do this face a penalty for non-compliance multiplying the amount of EUR 250 by the megawatts of power installed on-board and by the number of completed hours spent at berth, with some exceptions linked to unscheduled port calls as well as to incompatibility or unavailability of OPS, which will be no longer valid after 2035. Greece has an operational, on-shore power installation at Killini port for the ferry Fior Di Levante, an outcome of the partnership between LR (Lloyd’s Register) and key stakeholders within the Elemed project, the first in the Eastern Mediterranean. Overall, the COP26 meeting has offered the opportunity for progress with the private sector and governments. What remains to be seen is the consensus on the way forward, either at global level with the IMO agreeing the longer term GHG regulation or with the EU Parliament and Council to agree on the details of the regulation. Although all initiatives have a shared goal: to decarbonise shipping, regulatory uncertainty still remains, which is a growing risk for the shipping industry. The period ahead will require reliable guidance and expert insight to understand the impacts of the regulations and to valuate options and technologies that will achieve compliance with the regulations. Lloyd’s Register is well positioned to advise on the tough decisions that must be made, with objective and evidence-based information deriving from the work of LR’s Maritime Decarbonisation Hub, and LR’s Athens Decarbonisaton Centre helping local clients to tackle current and future complexities, as we move towards zero-carbon.

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56 / Key environmental issues in Shipping NAFS | December 2021

Spyros Zolotas Director Marine Southern Europe & Africa Area Business Development at RINA

RINA: Meeting IMO 2050

It is clear that, as a planet, we need to cut greenhouse gas emissions (GHG). However, the IMO’s target of reducing shipping’s CO2 emissions by 2050 by at least 50% is a challenge. There are plenty of new ideas on the horizon, but the way towards net zero is not yet clear. That is why we cannot ‘cherry pick’ ideas but need to follow multiple paths to find the best options. Spyridon Zolotas, Senior Director Marine Southern Europe & Africa Area Business Development at RINA, talks about the strategy the leading class society is following to help the maritime industry meet IMO 2050.

Cutting carbon emissions by 50% and, ultimately, creating a net zero emissions shipping industry is not something that can be achieved in isolation. It requires all stakeholders from across the shipping sector to work together and find practical, doable, economically viable solutions. This is why we set up four global decarbonization committees, the first of which was the Hellenic Decarbonization Committee (HDC). These forums are aimed at bringing leaders in the industry together to discuss the way forward and share ideas for decarbonization. Stakeholders from different sectors and many principal ship owners share experiences and explore practical solutions to address the decarbonization challenge. The committees discuss technology, zero and low-carbon alternative fuels and green financing, which is becoming an increasingly important topic. The battle for decarbonization needs to be carried out on multiple fronts. Alternative low and zero carbon fuels, operational measures to reduce the quantity of fuel needed on board, technological improvements to increase fleet efficiency and additional operational measures to reduce fuel consumption, will all play a part. We must tackle decarbonization with a combination of steps, incorporating digital tools to optimize fleet performance and create smarter operations. Our own Optimum software allows the Owners to live monitor their ships’ performances and efficiency; the AI engine can highlight any possible optimization in terms of thermodynamic efficiency, hydrodynamic efficiency, and routing efficiency. Geofencing and a completely configurable alerts system allow the ship manager to continuously support the crew in their daily operations. Infrastructure also needs to be considered. While hydrogen offers a very promising ‘new

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58 / Key environmental issues in Shipping NAFS | December 2021

energy’, there is not currently the global infrastructure to support its bunkering. The gas is difficult to store and transport but advances are being made in ways to solve these challenges. The use of liquid fuels such as ammonia, methanol and Liquid Organic Hydrogen Carriers (LOHC), which absorb and release hydrogen as required, are easier to handle and ship. Of course, GHG emissions are not an exclusive problem for the shipping industry and, as we research solutions in other sectors, such as heavy industry and power generation and distribution, we must look at new technologies that are being developed and any opportunity where technology transfer could be applied to solve the challenges of the shipping industry. Because of this, RINA is involved in many projects and award-winning research activities for the reduction of GHG emissions. RINA has a unique position through its diverse business units to bring its experience from other sectors, including transportation, energy distribution, and steel. The technology solutions that will allow the shipping industry to decarbonise will come from onshore. As a class society and engineering services provider we work across multiple sectors beyond marine. For example, we are working to support the green transformation in Kazakhstan, which will be carried out across the food & beverage, transport manufacturing, chemical and metallurgy industries. RINA is in a fortunate position to have its ‘finger on the pulse’ of many research projects and is constantly looking at how these can be applied to shipping. Alternative zero carbon fuels, operational measures to reduce the quantity of fuel needed on board, technological improvements to increase fleet efficiency based on data from monitoring fleets and additional operational measures to reduce fuel consumption all play their part, but we cannot just rely on idealistic ideas that will not deliver reduction of emissions in the short and medium term. Decarbonization needs to achievable and financially viable for the industry. It is also important to recognise the efforts to make ships greener. Class societies can support this with additional class notations, such as RINA’s Green Plus, which evaluate the degree of environmental friendliness of ships.

A journey, not a single step

While net zero is the ultimate goal, we do not have time to waste and also need solutions that can also reduce carbon emissions today, using current technology and supporting infrastructure. An interesting example is a project we’re working on to deliver a hydrogen ship, which uses currently viable technology and fuels and achieves IMO 2050 Targets. It uses gas reformer technology onboard the ship to split LNG molecules into hydrogen and CO2 and can use increasing amounts of hydrogen to fuel internal combustion engines and fuel cells. This exciting technology can be used on a wide range of vessel types and sizes. The technology required, which is readily available today, can be added step by step, making this a practical and financially viable concept for ship owners. In an increasingly connected and digitalized world, digital tools are another valuable weapon in reducing GHG emissions and these can be applied today. By monitoring whole fleets and analysing performance data, we are finding ways to increase operational efficiency, optimize fuel usage, and, consequently, reduce emissions. By continually collecting data from automation and other systems (such as scrubbers, BWS) of ships, and then contextualizing, enriching and analysing these using

machine learning and prediction tools, onshore control centres can be provided with deeper insights into vessel performance and gain valuable, actionable intelligence about a ship’s hydrodynamic response and engine efficiency. In the long term, we need to find ways around the barriers to zero carbon fuels. This will require collaboration, investment, regulation and incentives. New fuels, many of which are not currently produced on a scale that can serve the shipping industry, need to be made viable and price competitive to promote a greener economy. This will necessitate support from governments in the form schemes such as emissions trading and levies on heavy fossil fuels, which will help finance the research and development of green solutions in the longer term. For RINA, sustainability is one of our key strategic pillars. What does this mean? Internally we are continually working to find more sustainable ways to approach our business. Externally, we will keep working with research partners, technology providers, regulators, finance organisations and all stakeholders to provide solutions and develop innovative services that will keep the shipping industry moving towards IMO 2050.

Summary

What will a future, zero carbon ship look like? As of today, we cannot be sure, but we need to explore all opportunities available to us find the best solutions. Innovation inevitably means some failures, but we learn from these and the help us move forward. Is IMO 2050 achievable? Yes, but together we are stronger, and it is together we will succeed. We need to keep talking, keep sharing ideas, and embrace all possibilities. For any decarbonization project, however, priorities must include practicality and economic viability. We also need to take what steps we can today to reduce emissions, while exploring the options for the future. Digital tools are available today and are proven to have a real impact on ship performance and efficiency.

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60 / Market NAFS | December 2021

news

RINA A scalable and sustainable proposal with hydrogen as fuel to meet IMO2050 targets Figure 1: Installation of the gas reformer on an aframax tanker

Class society RINA, together with technology providers ABB, Helbio (subsidiary of Metacon AB), the Liberian Registry, Wärtsilä and an Energy Major have entered in a common effort to deliver a solution with hydrogen as fuel that would exceed IMO 2050 targets for 70% reduction of carbon intensity without the need for extensive infrastructure investment, offering the shipping industry a low-carbon pathway in shorter timescales. The difficulties and costs associated with the production, distribution and storage of hydrogen on board have challenged the interest in its direct use as fuel. By producing hydrogen on board and using affordable and readily available LNG the solution meets the very demanding IMO targets for 2050 in a much shorter time frame. The concept is based on combining the ship’s fuel (natural gas) with steam to produce hydrogen and CO2. Hydrogen will then be used directly in internal combustion engines or fuel cells, without the need to be supplied and stored on board. The CO2 will be liquefied by the cryogenic stream of LNG that would be used as fuel anyway and stored on board for later disposal ashore for carbon storage and use. In case of tankers, the stored CO2 can also be used as inert gas. The equipment necessary to meet the IMO2050 can easily be fitted on the deck of a commercial vessel in a progressive manner, at subsequent drydocks after ship’s delivery. The duration of the transition will depend on how far the owner wishes to remain ahead of the competition in terms of efficiency and sustainability and exceed the regulatory requirements. Only LNG bunkering will be required and, by progressively increasing the production of hydrogen, the consumption of fossil methane and associated methane slip will be reduced at the same rate. This revolutionary concept will support the shipping industry’s gradual transition from LNG to hydrogen, without any major transformation of technology on board a ship. Wärtsilä and ABB will support the application of hydrogen in powering internal combustion engines and fuel cells respectively, while Helbio will provide the technology and manufacturing of reformer. RINA and Liberian Registry will provide advice and guidance on the application of rules and regulations for novel concept alternative designs, based on Hazid/ Hazop analyses, as well as specific rules for this kind of arrangement.

ABB (ABBN: SIX Swiss Ex) is a leading global technology company that energizes the transformation of society and industry to achieve a more productive, sustainable future. By connecting software to its electrification, robotics, automation and motion portfolio, ABB pushes the boundaries of technology to drive performance to new levels. With a history of excellence stretching back more than 130 years, ABB’s success is driven by about 105,000 talented employees in over 100 countries. www.abb.com Helbio S.A. operates in the field of hydrogen and energy production sector developing hydrogen production systems either for industrial use or integrated with fuel cells for Combined Heat and Power (CHP) production. Helbio is a subsidiary of Metacon AB (publ) an international energy technology company whose business idea is to commercialize small and large energy systems for the production of hydrogen, electricity and heat. www.helbio.com, www. metacon.se The Liberian Registry has a long-established track record of combining the highest standards of safety for vessels and crews with the highest levels of responsive and innovative service to owners. Moreover, it has a well-deserved reputation for supporting international legislation designed to maintain and improve the safety and effectiveness of the shipping industry and protection of the marine environment. www.liscr.com RINA provides a wide range of services across the Energy&Mobility, Marine, Certification, Infrastructure & Real Estate and Industry sectors. With net revenues in 2020 of 495 million Euros, over 4,000 employees and 200 offices in 70 countries worldwide, RINA is a member of key international organizations and an important contributor to the development of new legislative standards. www. rina.org Wärtsilä is a global leader in smart technologies and complete lifecycle solutions for the marine and energy markets. By emphasising sustainable innovation, total efficiency and data analytics, Wärtsilä maximises the environmental and economic performance of the vessels and power plants of its customers. In 2020, Wärtsilä’s net sales totalled EUR 4.6 billion with approximately 18,000 employees. The company has operations in over 200 locations in more than 70 countries around the world. Wärtsilä is listed on Nasdaq Helsinki.www.wartsila.com

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62 / Awards NAFS | December 2021

AMVER AWARDS

Η ενεργός συμμετοχή της ναυτιλίας των Ελλήνων στη διάσωση ανθρώπινων ζωών Mε εξαιρετική επιτυχία και μετά από ένα χρόνο απουσίας λόγω πανδημίας, πραγματοποιήθηκε την Τρίτη 14 Δεκεμβρίου η ετήσια απονομή των AMVER Awards που διοργανώνεται κάθε χρόνο από το Τhe International Propeller Club of the United States, International Port of Piraeus σε συνεργασία με την Αμερικανική Πρεσβεία στην Ελλάδα και την Ακτοφυλακή των Ηνωμένων Πολιτειών Αμερικής. Ήταν μια βραδιά προς τιμήν του σημαντικού θεσμού του προγράμματος AMVER αλλά και μια βραδιά που αποτελεί εδώ και χρόνια τη μεγαλύτερη και λαμπερότερη ευκαιρία για τα μέλη και τους φίλους του Propeller Club να συναντηθούν και να γιορτάσουν. Λόγω Covid-19 ο αριθμός των καλεσμένων ήταν κατά 50% μειωμένος , ενώ οι βραβεύσεις των εταιρειών που συμμετείχαν στο πρόγραμμα AMVER έχει ήδη πραγματοποιηθεί και προβλήθηκαν σε ένα σχετικό βίντεο κατά τη διάρκεια της βραδιάς. Η καινοτόμος αυτή λύση επιλέχθηκε τόσο για την αποφυγή συνωστισμού των βραβευθέντων στη σκηνή, αλλά και προς οικονομία χρόνου. H βραδιά των AMVER ήταν η πρώτη για το νεοεκλεγμένο και ανανεωμένο Διοικητικό Συμβούλιο του Propeller Club Πειραιά, μετά τις εκλογές του Σεπτεμβρίου, οι οποίες έδωσαν και μεγάλο προβάδισμα στον Κωστή Φραγκούλη, που συνεχίζει για δεύτερη θητεία από τη θέση του Προέδρου του Club. Σημειώνεται πως το μεσημέρι της ίδιας ημέρας, παρατέθηκε το παραδοσιακό γεύμα εργασίας στο Ναυτικό Όμιλο Ελλάδας. Τον Ναύαρχο της Αμερικανικής Ακτοφυλακής Steven Poulin, τη συνοδεία του και εκπροσώπους της Αμερικανικής Πρεσβείας πλαισίωσαν Κυβερνήτες του Propeller Club Πειραιά, εκπρόσωποι της Ελληνικής Ναυτιλίας, πλοιοκτήτες και κορυφαία στελέχη εταιρειών. Υπό το συντονισμό του Προέδρου του Propeller Club Πειραιά Κωστή Φραγκούλη, έγινε ένας εποικοδομητικός διάλογος και δόθηκε η ευκαιρία στους εκπροσώπους της

Ελληνικής Ναυτιλίας να κάνουν ερωτήσεις, να θέσουν προβληματισμούς και να συζητήσουν για καίρια θέματα που απασχολούν τον κλάδο. Τέλος, ο CEO της Enesel, κ. Γιώργος Πουλαράς παρέδωσε τιμητική πλακέτα στο Ναύαρχο Steven Poulin. Ήταν μια ένδειξη ευγνωμοσύνης προς την Αμερικανική Ακτοφυλακή, καθώς ο καπετάνιος του πλοίου της Εnesel “MT Antonis” νόσησε σοβαρά με κορονοϊό και η επείγουσα μεταφορά του σε νοσοκομείο επετεύχθη με την βοήθεια της Αμερικανικής Ακτοφυλακής. Την εκδήλωση των AMVER Awards τίμησαν με την παρουσία τους, μεταξύ πολλών εκλεκτών καλεσμένων, ο Υπουργός Ναυτιλίας και Νησιωτικής Πολιτικής, κ. Γιάννης Πλακιωτάκης, ο Υφυπουργός Ναυτιλίας και Νησιωτικής Πολιτικής, κ. Κώστας Κατσαφάδος, ο αρχηγός του Λιμενικού, Αντιναύαρχος Θεόδωρος Κλιάρης, ο εκπρόσωπος του Πολεμικού Ναυτικού Αντιναύαρχος Ιωάννης Καλογερόπουλος, ο Ναύαρχος της Αμερικανικής Ακτοφυλακής Steven Poulin, ο Αντιναύαρχος Λ.Σ. Ισακόγλου Νικόλαος (Α’ Υπαρχηγός Λ.Σ. Ελληνική Ακτοφυλακή), ο Αντιναύαρχος Λ.Σ. Γεώργιος Ε. Αλεξανδράκης (Β’ Υπαρχηγός Λ.Σ. Ελληνική Ακτοφυλακή) και ο Εκτελεστικός Αντιπρόεδρος του International Propeller κ. Joel Whitehead. Το άνοιγμα της βραδιάς έγινε από την Αναστασία Ζαννή που έψαλλε τους εθνικούς ύμνους των Ηνωμένων Πολιτειών Αμερικής και της Ελλάδας. Οι σχεδόν 500 εκλεκτοί καλεσμένοι, είχαν τη χαρά να απολαύσουν μια όμορφη βραδιά, να τιμήσουν και να επιβραβεύσουν τις εταιρίες, τα πλοία και τα πληρώματά τους που συμμετέχουν εθελοντικά στο πρόγραμμα AMVER, προσφέροντας πολύτιμες υπηρεσίες στην έρευνα και τη διάσωση στη θάλασσα.

64 / Awards NAFS | December 2021

Στην εναρκτήρια ομιλία του ο Πρόεδρος του Propeller Club Πειραιά Κωστής Φραγκούλης αφού καλωσόρισε τους πάντες, θέλησε να ευχαριστήσει θερμά “για την αποψινή μας γιορτή και όχι μόνο - τους 100 Υποστηρικτές μας. Η φετινή στήριξη ξεπέρασε κάθε προηγούμενο. Εκλαμβάνω αυτή την στήριξη ως μια ειλικρινή ψήφο εμπιστοσύνης προς την εντατική και εξαιρετική δουλειά που γίνεται στο Propeller Club. Από το ανανεωμένο και δυναμικό Διοικητικό Συμβούλιο, από τις πολυάριθμες και δραστήριες Επιτροπές, από τα μέλη που δίνουν αξία στη θέση και το ρόλο τους μέσα στο Propeller Club Πειραιά”. Ο κ. Φραγκούλης αναφέρθηκε συνοπτικά στα ορόσημα της προηγούμενης διετίας για το Club, ενώ για τη νέα χρονιά προανήγγειλε τη διοργάνωση του ετήσιου Forum του Propeller Club Πειραιά, αλλά και τη διοργάνωση το επόμενου παγκόσμιου Συνεδρίου του Propeller Club που θα διοργανώσει στην Αθήνα το Propeller Club Πειραιά από τις 20 έως τις 22 Σεπτεμβρίου 2022. Στη συνέχεια της βραδιάς των AMVER Awards, πήρε το λόγο ο Υπουργός Ναυτιλίας και Νησιωτικής Πολιτικής κ. Πλακιωτάκης ο οποίος αναφέρθηκε στη συμπλήρωση 50 χρόνων από τη θεσμοθέτηση των ετήσιων βραβείων του προγράμματος AMVER και πως η ενεργός συμμετοχή της ναυτιλίας των Ελλήνων στη διάσωση ανθρώπων που κινδυνεύουν στην θάλασσα αποτελεί μια από τις κυρίαρχες αξίες μας. Ο υπουργός ευχαρίστησε θερμά το Propeller Club Πειραιά και τη Διοίκησή του για την σταθερή και ακλόνητη πίστη του στις ναυτιλιακές δυνάμεις του τόπου, ενώ αναφέρθηκε και στο γεγονός ότι η εκδήλωση των AMVER Awards συμπίπτει με την υπογραφή Μνημονίου Συνεργασίας μεταξύ της Αμερικανικής Ακτοφυλακής και του Λιμενικού Σώματος, από τον Αντιναύαρχο Θεόδωρο Κλιάρη και τον Αντιναύαρχο Steven Poulin, Διοικητή του Ατλαντικού. Το Μνημόνιο αυτό αποτελεί ένα ακόμη σημαντικό βήμα στη κατεύθυνση μιας στενότερης συνεργασίας, κάτι που αποτελούσε εδώ και καιρό, επιδίωξη και των δύο Σωμάτων. Είναι πολύ σημαντική η αναγνώριση εκ μέρους φορέων όπως είναι η Αμερικανική Ακτοφυλακή, του σπουδαίου έργου που επιτελεί το Λιμενικό μας Σώμα, προστατεύοντας μεταξύ πολλών άλλων, τα θαλάσσια σύνορα της Ελλάδας που είναι και τα θαλάσσια σύνορα της Ευρωπαϊκής Ένωσης. Στη βιντεοσκοπημένη ομιλία του με τη σειρά του, ο επίτιμος Πρόεδρος του Propeller Club Πειραιά, Πρέσβης των Ηνωμένων Πολιτειών κ. Geoffrey Pyatt που φέτος δεν κατέστη δυνατό να παρευρεθεί δια ζώσης στην αίθουσα, είπε καταρχάς πως “Αυτή είναι η πέμπτη τελετή απονομής των βραβείων AMVER μετά την περσινή παύση, και ενώ δεν μπορώ να παρευρεθώ προσωπικά, ήθελα να είμαι μέρος αυτού του καταπληκτικού προγράμματος και να τονίσω τον σημαντικό ρόλο που παίζει η Ελληνική ναυτιλιακή κοινότητα στις σχέσεις ΗΠΑ-Ελλάδας. Θα ήθελα να ξεκινήσω ευχαριστώντας τον Πρόεδρο του Propeller Club Κωστή Φραγκούλη, του οποίου η σταθερή ηγεσία στο τιμόνι του Propeller Club κατά τη διάρκεια της πανδημίας επέτρεψε σε αυτόν τον εξαιρετικά σημαντικό οργανισμό και τον ισχυρό εταίρο των ΗΠΑ να ευδοκιμήσει παρά τις τεράστιες προκλήσεις που αντιμετωπίσαμε όλοι τα δύο τελευταία χρόνια.” Ο κ. Pyatt τόνισε πως το πρόγραμμα AMVER έχει σώσει χιλιάδες

ανθρώπινες ζωές στη θάλασσα. Και παρόλο που ξεκίνησε ως μια πρωτοβουλία της Αμερικανικής Ακτοφυλακής, έχει πλέον γίνει ένα πρόγραμμα με παγκόσμια επιτυχία, και το Propeller Club έχει βοηθήσει πολύ σε αυτό. Και φέτος, για άλλη μια φορά, η Ελληνική Ναυτιλία συνεχίζει να εντυπωσιάζει και να ηγείται στα AMVER Awards, με περισσότερα από 2.000 Ελληνικά πλοία να συμμετέχουν στο πρόγραμμα. Κατά τη διάρκεια της βραδιάς, ο κ. Φραγκούλης παρέλαβε από τον Αντιπρόεδρο του International Propeller κ. Joel Whitehead τιμητική πλακέτα καθώς το Propeller Club Πειραιά βραβεύτηκε ως Propeller Club of the Year τον περασμένο Οκτώβριο, κατά τη διάρκεια του Παγκόσμιου Συνεδρίου του Propeller Club. Επίσης, ο κ. Δημήτρης Φαφαλιός παρέλαβε τιμητική πλακέτα καθώς με τη σειρά του αναδείχθηκε στο ίδιο Συνέδριο ως International Propeller Club Member of the Year για το 2021. Ως είθισται, κατά τη διάρκεια της βραδιάς , βραβεύτηκε μια προσωπικότητα και ένας οργανισμός που ξεχώρισαν. Φέτος το Propeller Club Πειραιά τίμησε την ολυμπιονίκη μας Σοφία Μπεκατώρου και τον Μη Κερδοσκοπικό οργανισμό Safe Water Sports.

Τα φετεινά βραβεία AMVER AWARDS Στα φετινά AMVER Awards τιμήθηκαν 251 εταιρίες και 2.081 πλοία Ελληνικών συμφερόντων, τα οποία κατά μέσο όρο, συμπλήρωσαν τουλάχιστον 128 ημέρες εν πλω. RESCUE AWARDS Φέτος 22 πλοία που ανήκουν σε 17 εταιρείες, ανταποκρίθηκαν σε επιχειρήσεις διάσωσης, σώζοντας συνολικά 505 ανθρώπους. Τα πλοία που βραβεύτηκαν είναι: 1. 3/01/2020 – OPTIMUM GROUP, M/V SBI ATHENA 2. 10/01/2020 – SEASTAR MARITIME MANAGEMENT S.A, M/V SUNDA 3. 17/03/2020 – STARBULK S.A., M/V STAR IRIS 4. 04/07/2020 – OPTIMUM GROUP, M/V SBI PISCES 5. 22/07/2020 – TSAKOS GROUP OF COMPANIES, M/T INCA 6. 25/07/2020 – EURONAV SHIP MANAGEMENT (HELLAS) LTD, M/V CAP GUILLAUME 7. 26/08/2020 - STARBULK S.A., M/V STAR THETA 8. 13/10/2020 – ELEMENT SHIP MANAGEMENT S.A., M/V JAGUAR 9. 02/11/2020 – COSTAMARE SHIPPING CO. S.A., C/V MSC ATHOS 10. 7/11/2020 – PRODUCT SHIPPING & TRADING S.A., M/V ARIEL 11. 01/04/2021 – OCEANBULK INTERNATIONAL S.A., M/V GIACOMETTI 12. 05/04/2021 – SEAMAR MANAGEMENT S.A., M/V BULK FREEDOM 13. 13/07/2021 – OPTIMUM GROUP, M/V SBI HERMES 14. 17/08/2021 – Μ/MARITIME CORP., M/V AVRA.GR 15. 12/09/2021 - LASKARIDIS SHIPPING COMPANY, M/V LAMBAY 16. 23/09/2021 – CAPITAL SHIP MANAGEMENT CORP., M/T ARISTOFANIS 17. 29/09/2021- CENTRAL MARE, M/T ECO JOSHUA PARK

Επιδιορθώσεις Βαφής Σιλικόνης στο Πέραμα

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

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

VASSILIS KANAKAKIS President and Managing Director

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18. 26/10/2021 – CHARTWORLD SHIPPING CORPORATION, M/V “DITLEV REEFER” 19. 30/10/2021 - STARBULK S.A., M/V STAR GINA 2GR 20. 01/11/2021 – ATLAS MARITIME LTD, M/V DAKOTA STRENGTH 21. 14/11/2021 – ATLAS MARITIME LTD, Μ/Τ ΜITERA MARIGO 22. 28/11/2021 –LATSCO MARINE MANAGEMENT INC., M/T HELLAS REVENGER FIDELITY AWARDS Η συνεχής παρουσία τριών ελληνικών εταιρειών την τελευταία δεκαετία με τα περισσότερα πλοία στο σύστημα ΑΜVER τιμήθηκε με τα Fidelity Awards. Οι εταιρίες που βραβεύτηκαν είναι: ANGELICOUSSIS GROUP OF COMPANIES – 896 πλοία TSAKOS GROUP OF COMPANIES – 599 πλοία THENAMARIS (SHIPS MANAGEMENT) INC. – 546 πλοία Υποστηρικτές της εκδήλωσης ήταν οι παρακάτω εταιρείες: DIAMOND SUPPORTERS Franman, Laskaridis Shipping Co. Ltd PLATINUM SUPPORTERS ABB Turbocharging, ALBA, Bureau Veritas, FELIX BNI, M/Maritime GOLD SUPPORTERS

Angelicoussis Group of Companies, BCA, Capital Shipmanagement Corp., Chartworld, Costamare, Diana Shipping, Diaplous, Enesel, Fafalios, HELIX, Ionic, Latsco Marine Management, MAN Energy Solutions, Marichem Marigases, Marshall Islands, Metropolitan College, MOORE, Navarone, Palau International Ship Registry, PPG, Rina, Samos Steamship, Seanergy, Survitec SILVER SUPPORTERS ABS, Alassia, Alberta, DNV, Dorian LPG, Liberian Registry, Navios, Newport, Pavimar, Seamar, Thenamaris (Ships Management) Inc., Tsakos Group of Companies, Yanmar BRONZE SUPPORTERS Alpha Gas, AM Nomikos, Andriaki, Anosis Maritime, Apsida Travel, Atlas Maritime, Bahamas Maritime Authority, Bernhard Schulte, Blue Planet Shipping, Centrofin, Chugoku, Conbulk, Crossworld, Drew Marine, Eastern Mediterranean, Evertec, Furuno Hellas, GASLOG, Kallianis Bros Shipping, KEFI Tours, KME, KTE, Kyklades Maritime Corporation, KYMA, Mac Gregor, Marine Tours, Marine Traffic, Maritime Endeavors, Marla Tankers, MAST, MTM Maritime, Mylaki, Naniwa, Navigator, Nereus Shipping, Norton Rose, Optimum, PK Valves, Posidonia Events, Prime Marine, Primerose, SeaPioneer, Seascape, Seaven, Seven Seas, ShipParts, SKF, StarBulk, Super Eco, Swedish Club, Target Marine, Technomar, The American P&I Club, Timagenis Law Firm, TMS Group, Tototheo, Vships, Wingu Suite, Zepos & Yannopoulos.

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68 / Cover NAFS | December 2021

Story

Dimitris Poulos

Marine Division Manager Adriatic Region – Managing Director Alfa Laval Greece

Decarbonization can be achieved while protecting shipowner’s competitiveness Alfa Laval is able to give solutions on every kind of vessel and is looking the future in the marine industry with high focus in the alternative fuel technology, according to Mr. Dimitris Poulos, Marine Division Manager Adriatic Region – Managing Director Alfa Laval Greece. Mr Poulos answers in an interesting interview provide answers and describes how Alfa Laval strives to continuously improve its own sustainability, aiming to be carbon neutral across the value chain by 2030, in what ways Alfa Laval will head development initiatives, with the aim to find scalable solutions for noncarbon fuels for the shipping industry and he explains how Alfa Laval is going to lead the way forward. The complete interview follows:

As the marine industry pursues decarbonization and transitions to new fuels, a wide range of technologies will be needed to boost energy efficiency and maintain the energy balance on board. What are the solutions that provides Alfa Laval today and in the near future? D.P.: Alfa Laval is looking the future in the marine industry with high focus in the alternative fuel technology, as always had an expertise in fuel treatment , and also to all technologies that are giving energy efficiency on board. Through our own R&D , alliances, acquisitions, joint ventures & minor stake holding in new start ups , we are trying to develop more our know how in new technologies that will lead future decarbonization & energy efficiency equipment. Currently we are already in the fourth generation of scrubbers & preparing the new version after the last MEPC guidelines, we have a new Waste Heat Recovery system , and new energy storage system the E Power Pack. Also already we supply methanol booster systems, we test fuel cells in our R&D center, we have a new joint venture with Wallenious to design & produce wind boost systems , and recently we are minor stakeholders of the company MPS , a company that produces air lubrication systems for fuel oil energy savings. The above are some of the new products & developments , for sure more will come in the near future, ALFA LAVAL wants to lead the way forward. Alfa Laval takes part to the Call to Action for Shipping Decarbonization, which comes from leading voices across the maritime value chain. In what ways Alfa Laval, its partners, its customers and others in the marine industry are working to achieve the decarbonization we all know must happen? The targets of the Call to Action for Shipping Decarbonization are in line with the sustainability work already occurring within Alfa Laval’s scope. With the UN Sustainable Development Goals for 2030 in focus, Alfa Laval strives to continuously improve its own sustainability, aiming to be carbon neutral across the value chain by 2030. Alfa Laval is a member of the Getting to Zero Coalition, which initiated the Call to Action for Shipping Decarbonization and established the task force to develop it. Through the Call to Action, we and our co-signatories are asking governments for a robust approach to climate change, importantly, that involves not only setting more ambitious maritime goals, but also creating the conditions to make those goals achievable. While technologies for zero-emission vessels exist, they need to be further developed and brought up to scale. Likewise, they need to become financially viable for shipowners to adopt. National initiatives and global coordination are needed to make this happen, along with market incentives to make zero-emission fuels more attractive compared to traditional choices. Maritime businesses should see opportunity in taking swift steps towards decarbonization, rather

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Mr. Dimitris Poulos, Marine Division Manager Adriatic Region Managing Director Alfa Laval Greece

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From the visit of the CEO of ALFA LAVAL Mr. Tom Erixon at the MAXIMOU MEGARON for the meeting with the Prime Minister Mr. Kyriakos Mitsotakis. From left Poulos Dimitrios Managing Director of ALFA LAVAL Greece, Mr Johan Borgstam, Ambassador of Sweden to Greece, Prime Minister Kyriakos Mitsotakis, the CEO of ALFA LAVAL Group Mr. Tom Erixon and the Vice President Marine Division ALA Group LA, Mr. Sameer Kalra.

than additional risk. Alfa Laval is at the forefront of new fuel and energy management technologies, and we believe that decarbonization can be achieved while protecting shipowner competitiveness. We now that it is not only the setting for ambitious maritime goals, but also to create the conditions to make those goals achievable. How difficult is this? As we explained before , this is very complicated. Targets must be financially viable in order shipowners to adopt. And there are some many stakeholders in the process that have to be aligned. In the end will be a cost for the alignment that this will be transferred to the cost of transportation operations. How ready are governments to absorb this increase of cost? See what is happening with the energy prices and how much governmental policies are vibrating. In any case, a strong financial help will be needed in order maritime industry to be decarbonized and for sure this has to be done step by step in order to absorption of additional costs to be done smoothly. As a conclusion, we, our partners, our customers and others in the marine industry are working to achieve the decarbonization we all know must happen. The private sector can and must work faster, but a global framework of policies, resources and financial incentives is needed to make that feasible. Both short-term and long-term solutions will be needed to achieve IMO Greenhouse gas emission reduction targets. According to your opinion what will be the short-term and long term solutions following the path to achieve these targets?

Energy efficiency solutions for sure will come earlier as there is already the technology and suppliers are working mainly on feasibility & optimization. Already is well applied , the air lubrication, waste hear recovery, power storage etc. In short term we believe that we will have emission reduction & control systems & in long term the alternative fuel propulsion that by far is the biggest challenge not only from technological point of feasibility on board but also from the supply chain point of view. Seems that on the fuel aspect , the LNG will be work for sure as intermediate fuel for a lot of years ahead. The point is that on 2030 , some solutions have to be ready since ships have a lifetime of 20 years or more, zero-emission vessels must begin entering the global fleet by 2030 for a 50 percent reduction to be achieved by 2050. Decarbonizing the marine industry will demand a wide range of emission-reducing technologies in addition to new fuels. Is going to be only one new fuel supported by one technology or different fuels with different technologies? Same as it is happening with LNG, the question will not be only what fuel will be feasible for using on board but also how easy & cost wise feasible will be his storage & transportation and how dependent will be from state infrastructure or not. So, the puzzle is even more difficult as right now still technology is not well applied for several fuels for propulsion that will be major parameter for evaluation in order to after the community to study the infrastructure challenges. For this reason initiatives as “Call to Action” are necessary in order to be a well coordinated approach when are existing the full data for the correct evaluation of the different fuels.

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Ammonia is widely seen by many companies as the ideal fuel for tomorrow’s zero-carbon operations. How ready is Alfa Laval to deal with this option?

customers to secure their daily operations and keep them prepared for tomorrow even as the shipping industry has been heavily hit by the current pandemic?

Ammonia has some good characteristics from the thermodynamic point of view to be the fuel of the future but there are a lot of concerns about its toxicity and how safe will be the use of it on board especially in passenger vessels. For this reason , Alfa Laval – as world leader in heat transfer, centrifugal separation and fluid handling – has joined a project with DTU Energy, Haldor Topsoe, Svitzer and the Mærsk Mc-Kinney Møller Center for Zero Carbon to accelerate first the development of solid oxide fuel cell (SOFC) technology, which can use green fuels to generate electricity. Alfa Laval will head similar development initiatives, with the aim to find scalable solutions for noncarbon fuels for the shipping industry.

Pandemic really was a crisis very challenging for shipping & all relevant stakeholders. Travelling has become very difficult and also the presence of relevant superintendents from shipowners on board was not always easy. A lot of technical issues have to be solved by relevant distance. Alfa Laval with relevant global footprint & network was able to anticipate & really help our customers on the retrofit journey as especially in China we have a local competence center & more than 50 marine engineers that make our service scope much easily anticipated. Also the supply chain was not so hardly affected as usually AL is using European sub suppliers and there were not so many challenges to succeed realistic delivery times & actually our delivery plans for our major equipment portfolio has not been disturbed.

In a recent statement Peter Sahlén, Head of Alfa Laval PureBallast underlined that “We are growing with our customers, and the future of ballast water treatment installations is undoubtedly in Asia”. What is the meaning behind this statement? The scope of ballast installations was mainly for retrofits the last five (5) years and the NB ones were much less than these. So , the majority of the makers, especially the European ones, have focused on the retrofit trends where the Far East ones have given priority to the new vessels built on their area. But when the retrofits will finish on 2024, then the main market will be the replacement business & the New Building one. And as all we know the 90% of the shipbuilding activity belongs to Far East where ALFA LAVAL has already very strong establishment, factories but also competence & service Ballast centers. This turn of business is something very crucial as the organization today is built on the challenging mode of retrofits where in the future has to be configured in the new vessel one.

As far as PureBallast 3 is concerned, in what ways you will c ontinue to build your offering with specific answers for different vessel types? Alfa Laval is able to give solutions on every kind of vessel. Of course our UV system have some specific advantages in lower capacities but we are able to give systems & competitive solutions to all kind of vessels except the very large tankers & Bulk carriers. But our service & continuity superiority plus the global footprint are making more & more shipowners of tankers & bulk carriers to consider UV technology as a best fit on their needs and to prefer Alfa Laval as preferred supplier on their fleets.

According to Peter Sahlén, Head of Alfa Laval PureBallast, “A ballast water treatment system should last as long as the vessel, and we are committed supporting PureBallast customers throughout that lifetime. No matter when they made their purchase, Alfa Laval is behind them.” How important is that statement for the shipowner and how difficult is to make it reality? Pure Ballast, as any other system that started the journey from 2012, has been passed from several versions and when the stricter rules of USCG & D2 have arrived , again the systems had to be configured in the new regulations. Alfa Laval with our very strong service organization , we are in place and really committed to make services & supply spares for all the relevant versions of PB. Also Alfa Laval is giving Service Compliance Packages that are ensuring that their system will be always in compliance with regulations and can support them in all the major ports of the world. Not so easy for every maker, as needs global network & will trained engineers thus there is not experience on board and usually shipowners are relying mainly on the maker’s availability & capabilities to be on board & solve their technical issues. How closely has been working Alfa Laval with its marine

From the awarding of ALFA LAVAL from Grimaldi as Best Supplier of the year . In the photo Mr. Gianlucca Grimaldi is giving the award to Mr. Dimitris Poulos – Division Marine Manager of Alfa Laval AdriaticA

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Story

Efficient tanker retrofits with Alfa Laval ballast water treatment systems and deckhouses Customer: Millenia Maritime Inc.

Based in Glyfada, Greece, Millenia Maritime Inc. is an international ship management company that transports oil products with a fleet of double-hull MR tankers. Millenia provides a full range of operational, technical, crewing and commercial services, and its management takes pride in doing modern and efficient business. That includes choosing Alfa Laval PureBallast 3 Ex ballast water treatment systems in deckhouses – and completing successful retrofits in record time.

Finding a match for tanker needs

A choice for lasting performance

Millenia has seven MR tankers in the capacity range of 40,000– 50,000 tonnes, all built between 2006 and 2009. Since the ballast water treatment regulations were still unclear at the time, no consideration for ballast water treatment systems was made in their original design. However, Millenia investigated the options thoroughly when the first four vessels began approaching their compliance dates in 2019. “We don’t have a pump room on our vessels, because they’re equipped with Framo pumps just like 90% of the MR tankers delivered around the same time,” says Francesco Ricciardi, General Manager of Millenia. “There were chemical treatments available, but for the tanker segment and for our vessel size especially, UV technology is the most convenient principle. This method was and is the most suitable technical solution for our tankers.”

Specifically, Millenia opted for PureBallast 3 Ex ballast water treatment systems of 1500 m3/h. These were delivered in Alfa Laval’s own deckhouse solution, ready for plug-and-play installation topside. For Ricciardi, it was not only the system and deckhouse that were important, but also Alfa Laval’s deep experience and global service organization. “If you don’t have the service engineers, if you don’t have the aftersales, it’s going to be very difficult to run Νyour system and to get performance out of it,” Ricciardi Νsays. “Alfa Laval has the expertise and a long involvement in the shipping industry. They were the pioneers in Νballast water treatment, and they’re still far ahead of any competition in terms of performance and quality – especiallyΝ in the tanker industry and for our size of tankers.” For Ricciardi, performance includes the ability to handle Νrivers, sedimented waters and extreme cold, even if ΝMillenia’s vessels are

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NAFS | December 2021

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They were the pioneers in ballast water treatment, and they’re still far ahead of any competition in terms of performance and quality – especially in the tanker industry and for our size of tankers. Francesco Ricciardi, General Manager, Millenia Maritime Inc.

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based in the Mediterranean today. “It’s a matter of trading area, and these were key points Νthat give Alfa Laval the highest performance,” he explains. “You can’t assume that your vessels will work in a specific area forever. Some of our vessels are ice-classed and Νcan travel to Canada or Norway, for example. We have to Νbe able to accommodate the charterer’s trade needs.”

The same source for system and deckhouse If PureBallast 3 Ex was an obvious choice, however, Alfa Laval’s deckhouse solution was not. At the time of Millenia’s selection, many tanker owners were building their own steel enclosures for ballast water treatment systems, either on their own or with the help of a shipyard. They were the pioneers in ballast water treatment, and they’re still far ahead of any competition in terms of performance and quality – especially in the tanker industry and for our size of tankers. Francesco Ricciardi, General Manager, Millenia Maritime Inc. ” “We evaluated this option, but it was more complicated and also more expensive, because you had to fit the Alfa Laval system inside and get it all approved by the classification society,” Ricciardi says. “Buying from Alfa Laval was a plug-and-play delivery, much easier than any other solution.” Ricciardi notes that time and experience have confirmed Millenia’s decision. “We know many shipowners who tried to build their own deckhouses and minimize their costs, but they spent much more time and money on retrofitting than expected,” he says. “I don’t think anyone considers it an option anymore.”

Easy installation, reliable protection In contrast to self-made enclosures, Ricciardi says the PureBallast 3 Ex deckhouse installations were easy to get right. “It’s a standalone solution with the PureBallast 3 Ex system already integrated inside,” he says. “We simply created a foundation platform welded to the main deck, then loaded the deckhouse on top of the platform. All we had to do was connect the deckhouse to the ballast pump main line, so it was really very easy.” In addition, Ricciardi praises the deckhouse’s quality. “The Alfa Laval deckhouse is fully weather-proof and offers the best protection you could ask for, just as if they system were in the engine room,” he describes. “It’s insulated, it’s built with ex-proof materials and you won’t have any rust or other problems. There’s no maintenance required for the deckhouse itself, and it’s all pre-approved by the classification society, which in our case is RINA.”

Coordinating to save time and money For Millenia, who completed the fourth PureBallast 3 Ex deckhouse

retrofit in April 2020, the installations have been cost-effective as well as smooth. In part, this is thanks to Millenia’s successful planning and coordination with Alfa Laval, which allowed work to proceed faster than the benchmark. “The cooperation was good for both parties, because we simply met and found ways to overcome any difficulties,” Ricciardi relates. “We naturally timed the installation of the ballast water treatment systems with dry docking, but we also utilized our time in dry dock well. We chose the engineering company and workshop very carefully, and we did most of the work afloat at a repair pier in Greece, before actually going into dry dock. With those preparations, we were able to retrofit each system in just 16 days.” The difference, says Ricciardi, is a matter not just of time but of money. “We got very good installation results on all of our vessels, but we also secured a competitive time to market,” he says. “In the cost-benefit analysis for the project, spending less time at the shipyard has high value. Every day the vessel is in the water is a day that it can be making money.”

Confident choosing Alfa Laval With the first four retrofits completed, Millenia is now making plans for its other tankers. More ballast water treatment suppliers have recently been approved in Italy, where Millenia’s vessels are flagged. Nonetheless, Millenia will retrofit PureBallast 3 Ex systems in Alfa Laval deckhouses, first on two more tankers in 2021 and then on the final tanker in 2024. “The system is first class, and the next deckhouses will be even more compact than the previous ones,” says Ricciardi, noting that the entire ballast water flow can now be handled by a single 1500 m3/h PureBallast 3 reactor. “The flag state has approved more competitors for us to evaluate, but we would and did make the same decision. No one else can claim the same level of cooperation and expertise. We’re glad that we’ve chosen Alfa Laval again.”

74 / Cover NAFS | November 2021

Story

Star Bulk to install PureBallast 3 bulker-fit configurations

Customer: Star Bulk, shipping company

Star Bulk is a Nasdaq-listed (“SBLK”) global shipping company that provides high-quality transportation services for dry bulk cargoes. One of the top-performing shipping companies in the RightShip risk rating globally, it has a fleet of 128 modern vessels on a fully ndelivered basis with a total capacity of more than 14 million DWT. The vessels are built at world-class shipyards and transport major bulks like iron ore, minerals and grain, as well as minor bulks such as bauxite, fertilizers and steel products. Six of Star Bulk’s bulkers have already been retrofitted with Alfa Laval PureBallast 3 systems for ballast water treatment. Pursuant to a new agreement entered into with Alfa Laval, PureBallast 3 systems with bulker-fit configurations will now be retrofitted on 37 other Star Bulk vessels. Star Bulk’s existing PureBallast 3 installations are a mix of Pure Ballast 3 Standard systems treating 2000 m3/ hr and PureBallast 3 Compact Flex systems treating 1000 m3/hr. These have demonstrated ease of use and compliance in challenging waters while maintaining low operating costs. For its new systems, however, Star Bulk was looking for even greater cost efficiency, which led to the choice of bulker-fit configurations. “Following extensive research, we opted for the new PureBallast 3 systems to be installed with bulker-fit configurations on 37 of our Supramax, Ultramax, Panamax, Kamsarmax and Post Panamax bulk carriers,” says Mr Nicos Rescos, Chief Operating Officer at Star Bulk Carriers. “This is the appropriate solution in meeting the demanding trading requirements on these vessels. Cargo loading rates at the terminals where our vessels call worldwide continue to increase and are significantly higher than the cargo discharging rates, requiring different deballasting and ballasting rates for optimization each time.” The bulker-fit configuration takes advantage of a bulker’s differentiated ballast water flows, where the ballasting flow is only half of the deballasting flow. By independently dimensioning the filter and reactor capacities, it achieves reduced CAPEX, OPEX and environmental footprint while retaining full ballast water treatment flexibility.The advantages were further highlighted in a third-party feasibility study, in which the engineering company appointed by Star Bulk found that PureBallast 3 bulker-fit configurations would significantly lower installation costs and OPEX compared to standard PureBallast 3 systems. U.S. Coast Guard type approval for the solution, which was received in summer 2020, also enhanced its feasibility when considering Star Bulk’s fleet trade routes. In addition, Alfa Laval’s service capabilities factored into the decision. “Aftersales service support continues to be vital for Star Bulk in managing any retrofit operation,” says Rescos. “Given Alfa Laval’s global service network and lifecycle support, we decided that this was the best way forward for retrofitting ballast water treatment systems on these vessels.” Peter Sahl n, Head of Alfa Laval PureBallast, comments, “Alfa Laval is proud to have the confidence of a global bulk expert like Star Bulk. This new agreement is a milestone for the PureBallast 3 bulker-fit configuration.”

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Oceanbird wind propulsion technology accelerates its way to market with JV company On 22 November, Alfa Laval and Wallenius finalized the 50/50 joint venture that will take Oceanbird wind power solutions from cutting-edge marine concept to commercial reality. With Niclas Dahl as Managing Director, the partnership will make good on the promise of sustainable wind-assisted and wind propulsion.

Driving decarbonization with wind

Advancing with industry acclaim

Through the joint venture, formally named AlfaWall Oceanbird, the two companies will intensify the development of Oceanbird wind power technology. Conceived by Wallenius, this innovative system for vessel propulsion uses wing sails that have more in common with modern planes than traditional sailing ships. Fully applied it can reduce emissions by 90% on the largest ocean-going vessels. “COP26 put the need for accessible technology in the spotlight,” says Niclas Dahl, Managing Director, Oceanbird, who assumed his position on 1 December. “Decarbonizing shipping is imperative, and wind is a free source of power with a substantial role to play, and minimum need of infrastructure.” Niclas Dahl comes from the role of Vice President of Marine Separation & Heat Transfer Equipment at Alfa Laval. Overseeing Oceanbird’s development continues a sustainability journey for Dahl, whose long career includes several years of development and launch of Alfa Laval PureBallast, a market-leading ballast water treatment solution that was also created in partnership with Wallenius.

Already, the Oceanbird team has considerable momentum. Oceanbird was among the winners of the Wind Propulsion Innovation Awards 2021, which was organized by the International Windship Association (IWSA) to promote wind-powered shipping during COP26. Selected by jury as a finalist, Oceanbird carried the Wind Propulsion Products Award category in open voting with 40,000 participants. “We’re proud of the recognition from our marine industry colleagues, which confirms that Oceanbird is on the right path,” says Niclas Dahl. “As the enthusiasm for wind power grows, we’re moving rapidly to build on what we’ve achieved. Our next wing sail prototype is on the horizon, and we’re on target to have a transatlantic car carrier fully propelled by Oceanbird technology in 2025.” Niclas Dahl expects further vessel designs and retrofit applications to follow, sooner rather than later. “Wind is an opportunity we must seize now,” he concludes. “There’s simply no time to waste in phasing out fossil fuels.”

76 / Market NAFS | December 2021

news

MM Risk Prevention Platform by Marasco Marine The MM Risk Prevention Platform was set up in 18th October 2019, on the initiative of Marasco Marine’s founder and President, Mr. Anastasios Maraslis. This unique, special purpose and interest committee, which consists the Marasco Marine Ltd advisor’s board, has now grown its team further. On the 19th November 2021, Mr John Marinos, a highly experienced, qualified and well recognized shipping professional, who has worked for ABS for 36 consecutive years - out of which he spent 19 years as ABS ‘principal surveyor’ – joined the team. Mr Marinos was welcomed by the committee members during one of their usual dinner evenings, at the Yacht Club of Greece. The committee is made up of specialized, experienced and reputable professionals and executives of successful companies in the marine industry, who share the same passion for shipping, stand out for their ethos, the high level of know-how they have and the need to offer and add value in whatever they undertake to accomplish. In partnership with Mr. Oliver Petrakakos and Alexander Petrakakos of P&P Marine Consultants Inc., Mrs. Mary Pothitou of Paralegal Maritime Services, and Mrs Ioanna Vitta of Pennington Manches Cooper, and now with Mr John Marinos, Marasco Marine Ltd offers a platform to its clients in the areas of Risk Prevention, Risk Management, with numerous services covering essential key issues in these areas of interest. Among the important activities of the committee is the study and reporting of improvements to the status of the ship before the Risk Transfer to the Insurers, thus significantly affecting the risk cost ratio, which determines the amount of insurance premiums, resulting in a more favourable pricing for the shipping company. In the event of an accident, the committee, in conjunction with insurers’ experts,

identifies the proximate cause of the accident that is critical to compensation. The Committee also provides stakeholders with ongoing information and updates on developments and changes in industry, geopolitics and the global economy that affect the operation of shipowners and ship managers. This is planned through seminars and / or webinars organized by Marasco Marine Ltd and special articles that is published on www.marasco-marine.com. Marasco Marine Ltd initiative makes it a valuable ally for any small to medium-sized shipping management company worldwide.

The photo is taken at The Yacht Club of Greece, on the 19th November 2021. Left to right: John Marinos, Ioanna Vitta, Sapfo Daveli Maraslis, Anastasios Maraslis, Alexandros Petrakakos, Harry Petrakakos and Mary Pothitos.

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Daily World Shipping news

78 / Market NAFS | December 2021

News

Η Co-CEO της Tototheo Maritime ανεβαίνει στην κατάταξη στη λίστα Lloyd’s List Top 100 Η Δέσποινα Παναγιώτου Θεοδοσίου, Co-CEO της Tototheo Maritime έχει συμπεριληφθεί για Πέμπτη συνεχόμενη χρονιά στη ναυτιλιακή ειδική έκδοση της Lloyd’s List με τα κορυφαία 100 ονόματα της ναυτιλίας κατατάσσοντάς την στην 89η θέση της λίστας, με τη μεγαλύτερη επίδραση στη ναυτιλιακή βιομηχανία παγκοσμίως. Η κατάταξη αυτή ετησίως αποδίδει φόρο τιμής σε όσους έχουν επιδείξει τη θέληση και την πρόθεση να επιφέρουν πραγματικές και ουσιαστικές αλλαγές σε έναν κλάδο που απαιτεί δυνατές ηγετικές ικανότητες σε μια περίοδο βαθιάς αναταραχής. Έχοντας βρεθεί στο επίκεντρο τα τελευταία χρόνια και ως Πρόεδρος της WISTA International, η κυρία Θεοδοσίου αποτελεί ηγετική φυσιογνωμία στην παγκόσμια ναυτιλιακή σκηνή, προωθώντας την πολυμορφία, την ισότητα και την ενσωμάτωση ως προϋποθέσεις για τη βιωσιμότητα. Η κ. Θεοδοσίου γνωρίζει καλά και είναι θερμή υποστηρικτής της σχέσης μεταξύ τεχνολογίας και πολυμορφίας, καθιστώντας την προτεραιότητα για τη ναυτιλιακή βιομηχανία προκειμένου να παραμείνει ανταγωνιστική σε έναν ταχέως μεταβαλλόμενο τομέα. Η κ. Θεοδοσίου κατέχει θέσεις σε σημαντικούς φορείς στην Κύπρο και στην Ελλάδα. Ενδεικτικά, είναι Μέλος του ΔΣ του Κυπριακού Ναυτιλιακού Επιμελητηρίου και Πρόεδρος του ΔΣ της Αρχής Ηλεκτρισμού Κύπρου.

Ecochlor Announces USCG Type Approval for its Filterless EcoOne™ BWMS Ecochlor, Inc. is pleased to announce that their filterless EcoOne™ and EcoOne™ Hybrid has received United States Coast Guard (USCG) Type Approval. The EcoOne™ BWMS has been tested extensively to ensure that it works effectively as a single-step treatment, without a filter, under all operating conditions in brackish and marine waters in accordance with the USCG, Standards for Living organisms in Ship’s Ballast Discharged Waters, Final Rule (Final Rule). The IMO Type Approval Certificate was awarded in September 2021 demonstrating compliance with one of the most recent, stringent testing standards available in the industry. “All of our arrangements for the USCG Type Approval came together quickly due to some very hard work by our engineering team and with the great help of our partners in this endeavor – DNV, Golden Bear Research Facility, DHI and Maran Tankers. This is due to everyone staying focused and following through on every little detail in a timely fashion. It is a fantastic achievement and a credit to each and every person who worked on the team,” said Leif Melhus, Senior Engineering Manager. “Our EcoOne™ and EcoOne™ Hybrid BWMSs with both IMO and USCG Type Approval have revolutionized the BWMS industry,” said Andrew Marshall, CEO. “Whilst we acknowledge that there isn’t any single BWMS that will fit all applications for every trade route, we now offer three variations of BWMSs - a filtered, filterless and hybrid version. Add to that our powerful chlorine dioxide (ClO2) treatment technology - which is effective in all water conditions without any need for the crew to adjust operating

parameters - and low cost. Accordingly, shipowners will no longer have to install BWMSs that are not optimal for their vessel or trade routes. The Ecochlor systems, already having a strong reputation for reliability, make an especially attractive option for any shipowner focused on compliance.” Ecochlor’s three products incorporate ClO2 technology in different ways to provide shipowners flexibility in the installation and operation of their BWMS. Benefits to every Ecochlor system includes few main components to minimize breakdowns, no TRO sensors, no complex power or electrodes, no retreatment or neutralization at discharge, high flow rates (16,200 m3/h), an option to gravity ballast, and the lowest power requirements in the industry. With the EcoOne™ BWMS it is even easier for the crew to operate, even less equipment to maintain, lower power requirements, allows for gravity ballasting both intake and discharge, and the system is as much as 40% less expensive to install. At the same time, the EcoOne™ employs Ecochlor’s same high quality, reliable construction and high level of service. Mr. Marshall stated: “Many of our new contracts are with current clients on their “second wave” of BWMS installations and most of them are purchasing an EcoOne™ or EcoOne™ Hybrid this time around. This is due in part to the lower CAPEX and OPEX costs for the shipowner, positive feedback from their crew regarding our previously installed systems, high operability (98%) of Ecochlor system, and the excellent service support programs we offer to them.”

80 / Market NAFS | December 2021

News

Συμμετοχή Πλακιωτάκη στο Συμβούλιο Υπουργών της Ε.Ε. Ο υπουργός Ναυτιλίας και Νησιωτικής Πολιτικής κ. Γιάννης Πλακιωτάκης Η πρόοδος επί των προτάσεων της νομοθετικής δέσμης «Fit for 55» που αφορούν στον τομέα των μεταφορών, συμπεριλαμβανομένης της ναυτιλιακού περιεχομένου πρότασης Κανονισμού «για τη χρήση ανανεώσιμων και χαμηλής περιεκτικότητας σε άνθρακα καυσίμων από τον τομέα των θαλασσίων μεταφορών (FuelEU Maritime), εξετάσθηκε πρόσφατα στο Συμβούλιο Υπουργών Μεταφορών της Ε.Ε. στις Βρυξέλλες στο οποίο συμμετείχε και ο Υπουργός Ναυτιλίας και Νησιωτικής Πολιτικής Γιάννης Πλακιωτάκης. Η καταγραφή της προόδου αυτής είχε ως στόχο της να δοθεί στην τρέχουσα σλοβενική και την επόμενη γαλλική Προεδρία της Ε.Ε. η αναγκαία πολιτική καθοδήγηση, ενόψει της συνέχισης της εξέτασης της νομοθετικής πρότασης. Η πρόταση Κανονισμού «για τη χρήση ανανεώσιμων και χαμηλής περιεκτικότητας σε άνθρακα καυσίμων από τον τομέα των θαλασσίων μεταφορών (FuelEU Maritime)» εντάσσεται στο πλέγμα της νομοθετικής δέσμης «Fit for 55». Οι επιμέρους προτάσεις που περιλαμβάνονται στην εν λόγω νομοθετική δέσμη αποβλέπουν στην επίτευξη του ευρωπαϊκού κλιματικού στόχου, είναι συνδεδεμένες μεταξύ τους και οι περισσότερες εξ αυτών αφορούν και τον τομέα των θαλασσίων μεταφορών, επιχειρώντας να λειτουργήσουν μερικώς ως καταλύτης και μερικώς ως μοχλός πίεσης προς τη σταδιακή απανθρακοποίηση του ναυτιλιακού τομέα (με χρονικό ορίζοντα επίτευξης της κλιματικής ουδετερότητας το έτος 2050). Με την υπόψη πρόταση Κανονισμού, η οποία, κατά τη Σλοβενική Προεδρία (β’ εξάμηνο 2021), εξετάσθηκε από την Ομάδα Θαλασσίων Μεταφορών του Συμβουλίου της Ε.Ε., επιδιώκεται η προώθηση της χρήσης καθαρότερων ναυτιλιακών καυσίμων από τα πλοία, ανεξαρτήτως σημαίας, που καταπλέουν ή αποπλέουν από ευρωπαϊκούς λιμένες. Κατά τη συνεδρίαση του Συμβουλίου ο κ. Πλακιωτάκης, τόνισε το γεγονός ότι «οι θαλάσσιες μεταφορές αποτελούν

μια κατεξοχήν παγκοσμιοποιημένη βιομηχανία, και ως εκ τούτου η αποτελεσματική και δίκαιη ενεργειακή μετάβαση του ναυτιλιακού τομέα, συμπεριλαμβανομένης της ανάπτυξης προτύπων έντασης των ναυτιλιακών καυσίμων σε άνθρακα που προωθεί η πρόταση FuelEU Maritime, θα πρέπει να έχει ως κεντρικό σημείο αναφοράς την προώθηση, φιλόδοξων και εφικτών λύσεων, στο πλαίσιο του Διεθνούς Ναυτιλιακού Οργανισμού (ΙΜΟ)». Παράλληλα, ο κ. Πλακιωτάκης αναφέρθηκε στο γεγονός ότι η Ελλάδα συμμερίζεται τους στόχους της πρότασης Κανονισμού FuelEU Maritime, υπογραμμίζοντας ωστόσο ότι τα ευρωπαϊκά μέτρα θα πρέπει να είναι λειτουργικά, να λαμβάνουν υπόψη τις ιδιαιτερότητες όλων των τομέων της ευρωπαϊκής και παγκόσμιας ναυτιλίας και να περιέχουν συγκεκριμένες υποχρεώσεις για τους εμπλεκόμενους φορείς, εντός και εκτός του τομέα. Στο πλαίσιο αυτό, τόνισε ιδιαίτερα τον καταλυτικό ρόλο των παραγωγών και προμηθευτών ναυτιλιακών καυσίμων στη διαδικασία απανθρακοποίησης της ναυτιλίας και στην αποτελεσματική εφαρμογή του υπόψη Κανονισμού, καθώς και στον βαθμό της ευθύνης συμμόρφωσης με τις απαιτήσεις αυτού από πλευράς του εμπορικού διαχειριστή του πλοίου (ναυλωτή), στη βάση της θεμελιώδους αρχής «ο ρυπαίνων πληρώνει». Επίσης, αναφέρθηκε στην ανάγκη ρεαλιστικής προσέγγισης της περίπτωσης που δεν είναι δυνατή η προμήθεια εναλλακτικών καυσίμων εκτός της Ε.Ε. Τέλος, ο κ. ΥΝΑΝΠ κάλεσε τα Κράτη Μέλη και την Ευρ. Επιτροπή να αναγνωρίσουν έμπρακτα τον στρατηγικό ρόλο της ελληνικής ακτοπλοΐας στην εδαφική και κοινωνική της νησιωτικής μας χώρας, εξετάζοντας μία πιο ευέλικτη και ρεαλιστική προσαρμογή της στις απαιτήσεις της νομοθετικής δέσμης «Fit for 55», μέχρι να καταστεί εφικτή η ανανέωση του ακτοπλοϊκού στόλου που παρέχει ποιοτικές, ζωτικής σημασίας υπηρεσίες, στα νησιά μας.

82 / Market NAFS | December 2021

News

WISTA CYPRUS 10th Anniversary

WISTA Cyprus kicked-off 2022 with an online celebration of its 10th Anniversary. The Association, which holds a position as one of the strongest and most widely recognized National WISTA Associations, commemorated this important milestone with members & friends of WISTA Cyprus from around the globe. Among them were the President and members of the board of WISTA International, Presidents of other National WISTA Associations, the President of ECSA, the Secretary General and Members of the Board of the Cyprus Shipping Chamber, the President of CYMEPA, the Chairwoman of the Cyprus Nautical Institute and other esteemed industry guests. WISTA Cyprus President Anna Vourgos welcomed the audience and expressed thanks to the founding members and the members who served on the various boards during this 10 year journey, as well as each and every one of the 120 members of the Association for their commitment and contribution to the growth of WISTA Cyprus.

“We have the privilege of working and operating in a country where the shipping community in its entirety embraces and enhances our vision and efforts to empower women in maritime” she concluded. “WISTA Cyprus is a part of my heart and always will be” quoted WISTA International President and WISTA Cyprus founder Despina Panayiotou Theodosiou as she emphasized how WISTA Cyprus also benefits WISTA International. “Women in Cyprus hold positions of strength and authority and have shown how we can influence the industry debate beyond the important discussions about gender balance and diversity”. In his message, Shipping Deputy Minister Vassilis Demetriades, highlighted the important role of women in the industry and reconfirmed the Ministry’s commitment to support WISTA Cyprus’ aims and objectives in promoting women in shipping, at sea and onshore. “I look forward to cooperating with WISTA Cyprus in promoting our common goals”. All the 10th Anniversary celebrations and activities of the Association were placed under the auspices of the Shipping Deputy Ministry. Before closing, members and friends joined the Board of Directors in the cutting of a cake and toasted to the next 10 years of growth, learning and collaboration.

84 / Market NAFS | December 2021

News

Βραβεία της Ελληνικής Ναυτιλίας 2021 της Lloyd’s List

Κωνσταντακόπουλος, Βαφιάς, Πίττας και Aponte κερδίζουν βραβεία σε εκδήλωση δείπνου που πραγματοποιήθηκε στην Αθήνα

Oι Seanergy Maritime, Arcadia Shipmanagement, Alpha Lines, Hellaschart και Εθνική Τράπεζα της Ελλάδος μεταξύ των εταιριών που τιμήθηκαν. Ο Πρόεδρος και Διευθύνων Σύμβουλος της Costamare, Κωνσταντίνος Β. Κωνσταντακόπουλος, ανακηρύχθηκε Ναυτιλιακή Προσωπικότητα της Χρονιάς για το 2021 στα Βραβεία της Ελληνικής Ναυτιλίας της Lloyd’s List, που επέστρεψαν ως δια ζώσης εκδήλωση δείπνου, μετά την επιτυχή διεξαγωγή των βραβείων 2020 ως «ψηφιακή» εκδήλωση στο διαδίκτυο. Ο Νικόλαος Χ. Βαφιάς τιμήθηκε με το Βραβείο Επιτεύγματος Ζωής (Lifetime Achievement) ενώ άλλα σημαντικά ατομικά βραβεία απονεμήθηκαν στους εφοπλιστές Gianluigi Aponte και Αριστείδη Πίττα, και στην Αμαλία Μηλιού-Θεοχαράκη. Ένα κοινό 700 ελληνικών και διεθνών προσωπικοτήτων της ναυτιλίας συγκεντρώθηκε στο ξενοδοχείο Athenaeum InterContinental για την εκδήλωση. Ο μειωμένος αριθμός καλεσμένων ήταν μόνο μία από τις πολυάριθμες προφυλάξεις που έλαβαν οι

διοργανωτές με γνώμονα τη δημόσια υγεία και ασφάλεια. Σε χαιρετισμό που απηύθυνε ο Υπουργός Ναυτιλίας και Νησιωτικής Πολιτικής Γιάννης, Πλακιωτάκης συνεχάρη τους υποψήφιους καθώς και στους νικητές των Βραβείων 2021. «Αναγνωρίζοντας αξίες όπως η ποιότητα, η επιχειρηματικότητα, η καινοτομία, προβάλουν την Ελλάδα, τη μεγαλύτερη ναυτιλιακή δύναμη στον κόσμο και την εδραιώνουν ως το κατεξοχήν διεθνές ναυτιλιακό κέντρο», είπε ο κ. Πλακιωτάκης. Ο υπουργός πρόσθεσε: «Δεν μπορώ, παρά να εκφράσω τη χαρά και την ικανοποίησή μου για το γεγονός ότι μία από τις σημαντικότερες γιορτές της Ναυτιλίας, επιστρέφει σε κανονικές συνθήκες, έπειτα από σχεδόν δύο χρόνια πανδημίας». Διοργανωμένα από τη Lloyd’s List, τον διεθνή πάροχο ναυτιλιακών πληροφοριών που ιδρύθηκε ως εφημερίδα το 1734, τα φετινά Βραβεία της Ελληνικής Ναυτιλίας πέτυχαν μια ισορροπία

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μεταξύ του εορτασμού των επιτευγμάτων του κλάδου και του προβληματισμού για τον πόνο και τις προκλήσεις που επιφέρει η πανδημία του κορωνοϊού. Ένα άλλο θέμα της βραδιάς που απαίτησε προβληματισμό ήταν η αναγκαιότητα αντιμετώπισης της κλιματικής κρίσης – άλλο ένα τεράστιο ζήτημα στο οποίο η ναυτιλία ευθυγραμμίζεται με τις ανησυχίες του ευρύτερου κόσμου. Ο ClassNK, μακροχρόνιος υποστηρικτής της εκδήλωσης, ήταν για άλλη μια φορά κύριος χορηγός των Βραβείων της Ελληνικής Ναυτιλίας. Οι επισκέπτες απόλαυσαν μια δεξίωση με ποτά πριν από το δείπνο που χορήγησε η Erma First, ενώ η China Classification Society πρόσφερε την παραδοσιακή πρόποση σαμπάνιας στην υγεία της ελληνικής ναυτιλίας. Ο πρόεδρος του Ναυτιλιακού Επιμελητηρίου Ελλάδος Γιώργος Δ. Πατέρας ευγενώς παρουσίασε μια δωρεά εκ μέρους των διοργανωτών της εκδήλωσης στο σωματείο «η Αργώ», τη φιλανθρωπική οργάνωση που υποστηρίζει οικογένειες Ελλήνων ναυτικών με παιδιά με αναπηρία. Τα ετήσια βραβεία αναγνωρίζουν τα επιτεύγματα και την αξιέπαινη δραστηριότητα στην ελληνική ναυτιλία και προβάλλουν την Ελλάδα ως ναυτιλιακό κέντρο. Οι νικητές επιλέγονται από μια ανεξάρτητη επιτροπή κριτών που αντιπροσωπεύουν ένα ευρύ φάσμα της ελληνικής ναυτιλιακής κοινότητας. Την εκδήλωση συμπαρουσίασαν η βραβευμένη δημοσιογράφος και παρουσιάστρια της ΕΡΤ Αντριάνα Παρασκευοπούλου και ο ανταποκριτής της Lloyd’s List στην Ελλάδα, Nigel Lowry.

ΟΙ ΝΙΚΗΤΕΣ ΤΟΥ 2021

Ο Κωνσταντίνος Β. Κωνσταντακόπουλος ψηφίστηκε ως Προσωπικότητα της Χρονιάς της Ελληνικής Ναυτιλίας 2021 Newsmaker της Χρονιάς αναδείχθηκε ο Αριστείδης των Euroseas και EuroDry, εισηγμένων στις ΗΠΑ εταιριών μεταφοράς εμπορευματοκιβωτίων και ξηρού χύδην φορτίου. Ο Νικόλαος Χ. Βαφιάς τιμήθηκε με το Βραβείο Επιτεύγματος Ζωής Lloyd’s List / Propeller Club, για μια άκρως επιτυχημένη καριέρα στη ναυτιλία που ξεκίνησε πριν από σχεδόν 50 χρόνια. Η Αμαλία Μηλιού-Θεοχαράκη κέρδισε το Βραβείο Νέας Γενιάς Ναυτιλίας, το οποίο απονέμεται σε προσωπικότητες ηλικίας έως 40 ετών. Ο γίγαντας του κλάδου Gianluigi Aponte, ιδρυτής της κορυφαίας ναυτιλιακής εταιρίας Mediterranean Shipping Company (MSC) και της MSC Cruises, εξελέγη Διεθνής Προσωπικότητα της Χρονιάς, το μοναδικό βραβείο που απευθύνεται αποκλειστικά σε μη Έλληνες. Αποδέκτης του Βραβείου Εταιρίας Ξηρού Φορτίου της Χρονιάς για το 2021 ήταν η εισηγμένη στο Nasdaq κάτοχος φορτηγών πλοίων χύδην capsize, Seanergy Maritime. Η επιτροπή ανέδειξε ως Εταιρία Δεξαμενόπλοιων της Χρονιάς την Arcadia Shipmanagement, μια δεύτερη νίκη για την εταιρία σε αυτή την κατηγορία.

Η Alpha Lines βραβεύτηκε ως η Επιβατηγός Εταιρία της Χρονιάς. Η Hellaschart Ltd κέρδισε το Βραβείο Ναυλομεσίτη της Χρονιάς. Η Εθνική Τράπεζα της Ελλάδος κέρδισε το βραβείο για τον Χρηματοδότη της Χρονιάς στην Ελληνικής Ναυτιλία. Στον Πάνο Ζαχαριάδη, τεχνικό διευθυντή της Atlantic Bulk Carriers, απονεμήθηκε το Βραβείο Τεχνολογικού Επιτεύγματος. Η Capital Ship Management κέρδισε το Βραβείο Ασφάλειας. Η Ελληνική Ένωση Προστασίας Θαλάσσιου Περιβάλλοντος (Helmepa) κέρδισε το Βραβείο Βιωσιμότητας. Η Franman κέρδισε το φετινό βραβείο κύρους, Πειραιάς: Διεθνές Ναυτιλιακό Κέντρο. Ναυτικός της Χρονιάς αναδείχθηκε ο καπτ. Μιχαήλ Μακρής της Seajets, καπετάνιος του καταμαράν Sea Jet 2, για τη διάσωση 18 επιβατών από το Αιγαίο μετά τη βύθιση του γιοτ τους τον Αύγουστο του 2021. Το Isalos.net κέρδισε το Βραβείο για την Εκπαίδευση ή Επιμόρφωση. Το βραβείο για το Πλοίο της Χρονιάς απονεμήθηκε στο «Transgas Power», μια πλωτή μονάδα αποθήκευσης και επαναεριοποίησης που παραδόθηκε φέτος στη Dynagas. Το πλοίο είναι το πρώτο FSRU που κατασκευάστηκε ποτέ στην Κίνα. Το βραβείο Lloyd’s List Intelligence Big Data απονεμήθηκε στη Seafair.

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ABB’s Azipod® propulsion factory in Shanghai marks 10-year anniversary ABB’s Azipod® electric propulsion, introduced 30 years ago, has revolutionized the marine transport with its unparalleled maneuverability and efficiency. First seen on cruise ships and icebreakers, Azipod® technology has developed to meet the needs of over 25 vessel types over the years. To meet the growing demand for high-end vessels within offshore, ferry and yacht segments, ABB founded the Shanghai Azipod® propulsion factory in 2011. Over 10 years, the Shanghai factory has applied advanced technologies for both local and global customers. In addition, ABB has plants at two locations in Finland, namely Hamina and Helsinki, delivering larger Azipod® units. ABB’s Shanghai plant is dedicated to Azipod® propulsors of 7.5 megawatts and below. With a compact design and excellent maneuverability, Azipod® units delivered from the Shanghai plant are ideally suited to small and medium-sized ships. These units are widely deployed and feature on some of the world’s most environmentally friendly vessels. By leveraging an innovative hybrid cooling system, the performance of the motor can be enhanced up to 45 percent. Expanding on its service offering to customers in China and throughout Asia, ABB has established a new maintenance and repair workshop in Shanghai to enhance support to locally operated vessels equipped with its Azipod® systems. The new facility, which features a 90-ton crane along with a specialized platform and tools, will significantly reduce maintenance and repair turnaround times

while upholding ABB’s best-in-class service standards. Additionally, Shanghai Marine Academy, launched in 2019, offers an Azipod® system technical training in response to requests from Asia-based customers.“This year, we celebrate the tenth anniversary of our Shanghai plant as the number of ships with Azipod® propulsion systems continues to grow,” said Kerry Yang, Division Manager, ABB Marine & Ports in China. “The new service workshop is a strong indication of our confidence that the coming decades will be at least as rewarding as the first.” “ABB is committed to offering the highest standards in Azipod® propulsion systems and service worldwide,” said Antti Ruohonen, Head of Marine Propulsion, ABB Marine & Ports. “To facilitate this, our Shanghai and Finland factories share a global expertise: technical teams in China and Finland collaborate closely to develop, design and verify every Azipod® unit, while project managers globally oversee the process from start to finish. With the electric drive motor housed within a pod outside the ship hull, Azipod® units can rotate 360 degrees, increasing maneuverability and allowing even the largest vessels to dock in smaller harbors. Azipod® propulsion also improves a ship’s hydrodynamic performance and cuts fuel consumption by up to 20 percent compared with a shaftline setups. In addition, space saved by locating the motor outside the ship allows more flexible design and frees up space for cabins, cargo or other features.

ABB and Hyundai Global Service offer engine optimization to cut ship emissions Hyundai Global Service (HGS), the aftercare division of shipbuilder and engine maker Hyundai Heavy Industries, has teamed up with ABB Turbocharging to offer an engine part-load optimization (EPLO) service for shipowners seeking to cut emissions in line with the International Maritime Organization’s (IMO) requirements. Ahead of the entry into force of the Energy Efficiency Existing Ship Index (EEXI) and Carbon Intensity Index (CII) regulations in 2023, many vessel owners are looking to engine power limitation as a solution. Optimizing engines for part-load operation is a reliable and economically feasible solution to minimize environmental impact and improve the operational efficiency of vessels. EPLO can help shipowners find the optimum power range for their engine power limitation, optimize combustion within the reduced load range and reduce fuel consumption, emissions and maintenance costs. HGS Managing Director of Green Engineering Sales, Sung Ki Ahn said: “This strategic technical alliance in response to IMO’s new regulations will offer excellent value to our shipowner customers as they aim to reduce emissions and improve efficiency. We are delighted to be able to draw on ABB’s wide experience and understanding of turbocharger and engine tuning.” ABB Turbocharging Head of Global Service Sales, Dirk Balthasar

said: “We see part-load optimization as an important part of maximizing the benefit of engine power limitations and ensuring that the engine system operates optimally at its new loading. With HGS’ engine technical service capabilities and experience of project management, and ABB’s turbocharging know-how, upgrade capabilities and unique software solutions, this partnership offers a holistic solution that will be hard to find elsewhere.” HGS and ABB will provide a full, turnkey package covering engines, turbocharger retrofit solution and NOx certification (liaising with classification societies), supported by digital solutions to monitor the in-service performance of engines and turbochargers. The companies can offer several forms of optimization targeting specific customer needs and vessel operating profile. This ranges from installing wastegates to engine derating or turbocharger cut-out. In each case ABB and HGS can fully manage the project autonomously. The service also enables shipowners to optimize operations on an ongoing basis with the inclusion of ABB Ability™ Tekomar XPERT, an engine diagnosis solution. The tool offers personalized advisory based on real-time, in-service data that helps shipowners to further reduce fuel costs and CO2 emission.

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Συμφωνία Ναυτιλιακής Συνεργασίας μεταξύ Ελλάδας και Σαουδικής Αραβίας «Συμφωνία Συνεργασίας Μεταξύ Της Κυβέρνησης της Ελληνικής Δημοκρατίας και Της Κυβέρνησης του Βασιλείου της Σαουδικής Αραβίας Στον Τομέα των Θαλασσίων Μεταφορών», υπεγράφη σήμερα στο Λονδίνο, μεταξύ του Υπουργού Ναυτιλίας και Νησιωτικής Πολιτικής κ. Γιάννη Πλακιωτάκη και του Υπουργού Μεταφορών και Εφοδιαστικής Αλυσίδας της Σαουδικής Αραβίας κ. SalehAl-Jasser. Σχολιάζοντας τη νέα αυτή συμφωνία ο κ. Πλακιωτάκης αφού εξέφρασε την ικανοποίηση του υπογράμμισε ότι μέσο αυτής διαμορφώνεται ένα σταθερό και αξιόπιστο θεσμικό πλαίσιο συνεργασίας. «Η συμφωνία αυτή, είπε ο κ. Πλακιωτάκης, αναβαθμίζει σημαντικά τις ναυτιλιακές σχέσεις των δύο χωρών και αποτελεί το εφαλτήριο για την περαιτέρω εμβάθυνση μιας στρατηγικής σχέσης συνεργασίας στον τομέα της ναυτιλίας». Η υπογραφή της Συμφωνίας αποτελούσε σταθερή και διαχρονική προτεραιότητα και για τις δυο χώρες ήδη από το 2013 και είναι αποτέλεσμα της ισχυρής πολιτικής βούλησης για εμβάθυνση της εποικοδομητικής συνεργασίας τους. Αποτελεί δε το επιστέγασμα των ισχυρών δεσμών των δύο χωρών σε πολιτικό και εμπορικό επίπεδο και επιβεβαιώνει με τον πιο εμφατικό τρόπο τις άριστες διμερείς σχέσεις της Ελλάδας με την Σαουδική Αραβία.

ABS AIP for K Shipbuilding’s Methanol-Ready Design A methanol fuel-ready medium range tanker design by K Shipbuilding has received Approval in Principle (AIP) from ABS. The AIP is the culmination of a five-month joint development project between ABS and K Shipbuilding evaluating a range of aspects including storage, bunkering and issues caused by methanol’s corrosive properties. The basic design was reviewed in accordance with the principles of the ABS Guide for Gas and Other Low-Flashpoint Fuel Ready Vessels. When built, the vessel will be able to claim the ABS Methanol Fuel Ready Notation. “Methanol is a fuel with a significant role to play in meeting shipping’s decarbonization ambitions. ABS is leading the way in helping shipping take advantage of its potential with industry-leading projects such as this. We are proud to be able to support K Shipbuilding in bringing this methanol-ready capability to market,” said Patrick

Ryan, ABS Senior Vice President, Global Engineering and Technology. “The AIP for methanol fuel-ready medium rage tanker design is just the beginning. Now we are conducting the research and development on eco-friendly fuel-powered vessels such as LPG, ammonia and hydrogen to prepare for the future, and we will continue this R&D work to meet customers’ needs and environmental protection without any setbacks,” said Mr. Tae-Hyun Koh, K Shipbuilding Chief Technology Officer. ABS is a world leader in methanol as fuel at sea. A groundbreaking series of eight large container vessels capable of being operated on carbon-neutral methanol ordered by Maersk, along with an option for a further four vessels, are to be built to ABS Class. ABS has also published detailed guidance on methanol as marine fuel, evaluating the challenges in design and operation of methanol-fueled vessels.

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Οι προτεραιότητες του κλάδου της κρουαζιέρας για το 2022 Η CLIA επαίνεσε την Ελλάδα για τον ηγετικό της ρόλο στην επανέναρξη της κρουαζιέρας το 2021 και παρουσίασε τις προτεραιότητες του κλάδου για το 2022 κατά τη διάρκεια συναντήσεων με τους Έλληνες Υπουργούς Τουρισμού Βασίλη Κικίλια και Ναυτιλίας και Νησιωτικής Πολιτικής Ιωάννη Πλακιωτάκη που πραγματοποιήθηκαν αυτή την εβδομάδα στην Αθήνα. Η αποτίμηση της φετινής σεζόν, η προετοιμασία για την σεζόν 2022 και η εφαρμογή του πρόσφατα αναθεωρημένου ελληνικού πρωτοκόλλου κρουαζιέρας, η ομαλή λειτουργία των λιμανιών σε συνδυασμό με υπεύθυνες τουριστικές πρακτικές καθώς και η απαναθρακοποίηση του κλάδου, είναι μεταξύ των προτεραιοτήτων που συζητήθηκαν. Οι συναντήσεις, που πραγματοποιήθηκαν στο πλαίσιο της πρώτης επίσκεψης στην Ελλάδα της νέας Γενικής Διευθύντριας της CLIA για την Ευρώπη, Marie-Caroline Laurent, ήταν μια ευκαιρία να επιβεβαιωθεί η γόνιμη συνεργασία μεταξύ της CLIA και της Ελληνικής Κυβέρνησης, η οποία οδήγησε στην επιτυχή, ασφαλή επανέναρξη της κρουαζιέρας στην περιοχή. Όπως τόνισε η Marie-Caroline Laurent κατά τη διάρκεια των συνομιλιών: «Η υποστήριξη που έδειξε η Ελλάδα στην κρουαζιέρα αυτή την περίοδο διαμόρφωσε τις κατάλληλες συνθήκες για να ενισχύσει τόσο τη θέση της χώρας στον παγκόσμιο χάρτη της κρουαζιέρας όσο και τη συμβολή του κλάδου στην ελληνική οικονομία. Θα συνεχίσουμε να συνεργαζόμαστε με την Ελληνική Κυβέρνηση για να βοηθήσουμε στην αξιοποίηση αυτής της δυναμικής που έχει δημιουργηθεί στη χώρα, συμπεριλαμβανομένης της ενίσχυσης των λιμενικών υποδομών για την περαιτέρω ανάπτυξη του homeporting, της ομαλής λειτουργίας των λιμένων και του προσεκτικού σχεδιασμού και διαχείρισης τόσο των αναπτυγμένων όσο και των ανερχόμενων προορισμών». Και τόνισε ότι: «Η Ελλάδα έδωσε το παράδειγμα της αποτελεσματικής εφαρμογής πρωτοκόλλων για την ασφαλή απόλαυση των ταξιδιών κρουαζιέρας. Είμαστε ευγνώμονες για τη συνεργασία μας με τα δύο Υπουργεία και εκτιμούμε ιδιαίτερα ότι η κρουαζιέρα είναι υψηλά στις προτεραιότητες τους». Από την πλευρά της η Μαρία Δεληγιάννη, Διευθύντρια της CLIA για την Ανατολική Μεσόγειο, πρόσθεσε: «Η Ελλάδα έπαιξε καθοριστικό ρόλο στην επανέναρξη της κρουαζιέρας, καθώς ήταν μία από τις πρώτες χώρες παγκοσμίως που υποδέχτηκε κρουαζιερόπλοια, δίνοντας έτσι και πάλι τη δυνατότητα στους ανθρώπους του κλάδου να επιστρέψουν στις δουλειές τους. Οι κρουαζιέρες ξεκίνησαν από την πρώτη μέρα που άνοιξε ο τουρισμός στην Ελλάδα στις 14 Μαΐου και θα επεκταθούν μέχρι τα τέλη Δεκεμβρίου. Έως το τέλος του έτους εκτιμούμε ότι θα φτάσουμε στο 50% των επισκέψεων κρουαζιερόπλοιων που είχαμε το 2019. Είμαστε ακόμα πιο αισιόδοξοι για το 2022 και έτοιμοι να ξεκινήσουμε ξανά από τις αρχές Μαρτίου». Σε παγκόσμιο επίπεδο, η επανέναρξη της κρουαζιέρας κατά το 2021 ήταν μια σταδιακή προσπάθεια που έθεσε ως προτεραιότητα την ασφάλεια: από το 16% του στόλου της

CLIA που λειτουργούσε τον Ιούνιο φτάσαμε στο 56% τον Σεπτέμβριο, ενώ έως το τέλος του έτους προβλέπεται να είναι σε λειτουργία το 80%. Περισσότερα από 3 εκατομμύρια επιβάτες έχουν ταξιδέψει με ασφάλεια από το περασμένο καλοκαίρι σε κρουαζιέρες σε όλο τον κόσμο, αποδεικνύοντας την αποτελεσματικότητα των πρωτοκόλλων. Η CLIA δεσμεύτηκε να εργαστεί από κοινού με την Ελληνική Κυβέρνηση για τη βελτίωση της λειτουργίας των λιμανιών και των τουριστικών πρακτικών που ακολουθούνται σε δημοφιλείς Ελληνικούς προορισμούς. Η Μαρία Δεληγιάννη τόνισε σχετικά: «Απαιτείται μια ολιστική προσέγγιση για την καλύτερη διαχείριση των τουριστικών ροών σε μια χώρα όπως η Ελλάδα, που δέχεται 33 εκατομμύρια τουρίστες κάθε χρόνο που ταξιδεύουν αεροπορικώς, οδικώς και ακτοπλοϊκώς, καθώς και με κρουαζιέρες που αντιστοιχούν σε 5 εκατομμύρια επισκέπτες. Δεσμευόμαστε να παρέχουμε υποστήριξη στο επίπεδο της έρευνας για να εντοπίσουμε τις πραγματικές προκλήσεις και να εργαστούμε για αποτελεσματικές λύσεις». Η κα Laurent εξέφρασε επίσης την εκτίμησή της για τη στήριξη που δείχνει το ναυτικό έθνος των Ελλήνων προς τη ναυτιλιακή κοινότητα σχετικά με την πράσινη μετάβαση στις θαλάσσιες μεταφορές, δηλώνοντας: «Η διαθεσιμότητα και πρόσβαση σε εναλλακτικά καύσιμα πλοίων είναι κρίσιμης σημασίας για το όραμά μας, για κρουαζιέρες με μηδενικές εκπομπές άνθρακα έως το 2050. Ο κλάδος της κρουαζιέρας πρωτοστατεί στην υποστήριξη της ανάπτυξης της πράσινης ναυτιλιακής τεχνολογίας και χαιρετίζουμε την πρόταση του Έλληνα Πρωθυπουργού Κυριάκου Μητσοτάκη προς την Πρόεδρο της Ευρωπαϊκής Επιτροπής Ursula von der Leyen, για τη δημιουργία Κέντρου Ερευνών της Ε.Ε. για εναλλακτικά καύσιμα και τεχνολογίες για τη ναυτιλία. Ελπίζουμε να λάβει την απαιτούμενη υποστήριξη από την Ε.Ε. ως ένα έργο που θα βοηθήσει στην επίτευξη των στόχων της Πράσινης Συμφωνίας». Η CLIA εξέφρασε ικανοποίηση και για το μνημόνιο συνεργασίας που υπεγράφη μεταξύ Ελλάδας και Τουρκίας την περασμένη εβδομάδα στον τομέα του τουρισμού, συμπεριλαμβανομένης της κρουαζιέρας, τονίζοντας τη σημασία της συνεργασίας μεταξύ γειτονικών χωρών για την ενίσχυση της κρουαζιέρας, ενώ ευχαρίστησε την Ελληνική Κυβέρνηση για την επανέναρξη των δρομολογίων κρουαζιέρας που συνδέουν ελληνικούς προορισμούς με τα τουρκικά λιμάνια του Γαλατά στην Κωνσταντινούπολη και του Κουσάντασι. Οι συναντήσεις πραγματοποιήθηκαν σε συνέχεια της συνάντησης που είχε τον Ιούνιο ο Παγκόσμιος Πρόεδρος της CLIA και Εκτελεστικός Πρόεδρος της MSC Cruises, κ. Pierfrancesco Vago, με τον Έλληνα πρωθυπουργό Κυριάκο Μητσοτάκη, στο Μέγαρο Μαξίμου. Η Marie-Caroline Laurent εξέφρασε τη βούληση της CLIA να συνεχίσει τη στενή συνεργασία με την Ελληνική Κυβέρνηση για να συμβάλει θετικά στην οικονομική ανάκαμψη, με δυναμική έναρξη της κρουαζιέρας το 2022 χτίζοντας στην επιτυχία της φετινής σεζόν.

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94 / Market NAFS | December 2021

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Κύπριος πλοιοκτήτης αναλαμβάνει τα ηνία της Ένωσης Ευρωπαίων Πλοιοκτητών Ο αμέσως προηγούμενος Πρόεδρος του Κυπριακού Ναυτιλιακού Επιμελητηρίου, κ. Φίλιππος Φιλής και ο Γενικός του Διευθυντής, κ. Θωμάς Καζάκος, συμμετείχαν, σαν μέρος της Κυπριακής αντιπροσωπείας, σε συνάντηση του Διοικητικού Συμβουλίου και στη Γενική Συνέλευση της Ένωσης Ευρωπαίων Πλοιοκτητών (European Community Shipowners’ Associations – “ECSA”), η οποία διεξήχθη στις 9 Δεκεμβρίου 2021, στις Βρυξέλλες. Ανάμεσα στα κύρια θέματα που συζητήθηκαν κατά τη διάρκεια της συνάντησης του Διοικητικού Συμβουλίου, ήταν η στρατηγική της Ένωσης προς αντιμετώπιση των περιβαλλοντικών προκλήσεων όπως με την ενσωμάτωση της Ναυτιλίας στο πακέτο της Ευρωπαϊκής Επιτροπής για το κλίμα και την ενέργεια έως το 2030 (“FIT for 55”), η συνεχιζόμενη κρίση αλλαγής πληρωμάτων λόγω της πανδημίας καθώς επίσης και θέματα που αφορούν την ανακύκλωση των πλοίων. Σημαντικό γεγονός κατά τη Γενική Συνέλευση, ήταν ο επίσημος διορισμός του κ. Φιλή ως ο νέος Πρόεδρος της Ένωσης, από το Διοικητικό της Συμβούλιο, με ισχύ 1 Ιανουαρίου του 2022. Ο κ. Φιλής ο οποίος εξελέγχθηκε τον Οκτώβριο του 2019 ως Αντιπρόεδρος, αναμένεται να αναλάβει πλέον καθήκοντα Προέδρου της Ένωσης με το νέο έτος, για περίοδο δύο ετών. Το γεγονός αποτελεί σημαντική επιτυχία και αναγνώριση για την Κυπριακή Ναυτιλία αλλά και σημαντική ευκαιρία να συμμετέχει ακόμα πιο δυναμικά στη χάραξη Ευρωπαϊκής πλοιοκτητικής πολιτικής.

Σημαντική προσφορά ασθενοφόρων για την την πανδημία από την ΣΥΝ-ΕΝΩΣΙΣ Εν μέσω της νέας κρίσιμης κατάστασης που επιφέρει η πανδημία στη χώρα μας, ολοκληρώθηκε η παράδοση 22 ασθενοφόρων στο ΕΚΑΒ και την Ελληνική Αστυνομία προσφορά της ΣΥΝ-ΕΝΩΣΙΣ, της Αστικής Μη Κερδοσκοπικής Εταιρείας Κοινωνικής Προσφοράς Ελληνικού Εφοπλισμού. Τα είκοσι ασθενοφόρα παραλήφθηκαν από το ΕΚΑΒ και τα άλλα δύο παραδόθηκαν στην Ελληνική Αστυνομία. Τα προσφερόμενα ασθενοφόρα μάρκας Peugeot μοντέλου Boxer, είναι σύγχρονα και πλήρως εξοπλισμένα, τελευταίας τεχνολογίας, και διαθέτουν μεταξύ άλλων φορείο ηλεκτρικής υποβοήθησης και κάθισμα μεταφοράς ασθενούς μηχανικής υποβοήθησης, χαρακτηριστικά ασθενοφόρων επόμενης γενιάς. Οι βελτιωτικές αυτές προσθήκες των ασθενοφόρων αναβαθμίζουν τις επιχειρησιακές τους δυνατότητες, καθώς ελαχιστοποιούν την καταπόνηση των διασωστών κατά τη διάρκεια του έργου τους, προς όφελος και του ασθενούς. «Η ναυτιλία των Ελλήνων, έχει βρεθεί από την πρώτη στιγμή στο πλευρό του Υπουργείου Υγείας, των ιατρών και των νοσηλευτών μας και όσων δίνουν την πολύμηνη μάχη για την αντιμετώπιση της πρωτόγνωρης υγειονομικής κρίσης που αντιμετωπίζουμε. Η δωρεά των είκοσι δύο ασθενοφόρων

είναι μέρος της πολύπλευρης προσφοράς μας, προς το εθνικό σύστημα υγείας και έρχεται σε μια περίοδο που οι εξελίξεις στον χώρο της πανδημίας παραμένουν ανησυχητικές. Η προσφορά μας αυτή θα συνεχιστεί καθώς η ελληνική ναυτιλιακή κοινότητα πιστεύει ότι ναυτιλία και κοινωνία είναι πάντα μαζί», δήλωσε ο Πρόεδρος της Ένωσης Ελλήνων Εφοπλιστών και της ΣΥΝ-ΕΝΩΣΙΣ, κ. Θεόδωρος Βενιάμης. Η στήριξη στο δημόσιο σύστημα υγείας της ΣΥΝ-ΕΝΩΣΙΣ για την αντιμετώπιση της πανδημίας, εκτός από τη δωρεά των εν λόγω ασθενοφόρων, περιλαμβάνει τη διάθεση συνολικά 13,1 εκατ. ευρώ που συγκεντρώθηκαν αποκλειστικά για τον σκοπό αυτόν από την ελληνική εφοπλιστική κοινότητα. Έχει προσφερθεί πληθώρα χρήσιμου ιατρικού εξοπλισμού, μηχανημάτων και υλικών για την επείγουσα ενίσχυση της λειτουργίας ΜΕΘ και νοσηλείας ασθενών με Covid-19, σε Αθήνα, Θεσσαλονίκη και σε περισσότερα από 55 νοσοκομεία πανελλαδικά. Επίσης δρομολογήθηκαν δωρεές με ιδιαίτερη έμφαση στην υποστήριξη του έργου εμβολιασμών σε όλη τη χώρα καθώς επίσης στη χρηματοδότηση ερευνητικών προγραμμάτων με τα οποία διακεκριμένοι Έλληνες επιστήμονες μελετούν θεραπείες της νόσου Covid-19 και παρακολουθούν την εξέλιξη της πανδημίας.

96 / Market NAFS | December 2021

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Οι υποτροφίες της HELMEPA

Νέοι/νέες επιστήμονες συνεχίζουν τις μεταπτυχιακές τους σπουδές σε ναυτιλιακές και περιβαλλοντικές επιστήμες μέσω του θεσμού υποτροφιών της Ελληνικής Ένωσης Προστασίας Θαλάσσιου Περιβάλλοντος, που υλοποιείται αδιάλειπτα για 23 χρόνια, αναδεικνύοντας τη δέσμευση της HELMEPA να στέκεται διαχρονικά στο πλευρό της νέας γενιάς. Για το ακαδημαϊκό έτος 2021-2022, ανακοινώθηκαν επιπλέον τρεις υποτροφίες, φθάνοντας τις 45 υποτροφίες συνολικά που έχουν χορηγηθεί από την HELMEPA (29 γυναίκες – 16 άνδρες), από το 1998 έως σήμερα, εκ των οποίων 25 στο ναυτιλιακό τομέα και 20 στον περιβαλλοντικό τομέα, συμβάλλοντας και στην ανάγκη που έχει η Ελλάδα για ανθρώπινο δυναμικό υψηλής εξειδίκευσης και ποιότητας. Η προαγωγή της επιστήμης, η επιβράβευση της αριστείας και η δημιουργία συνθηκών εξέλιξης για τη νέα γενιά, χωρίς αποκλεισμούς, με ανοιχτούς ορίζοντες αποτελεί στρατηγική προτεραιότητα για την HELMEPA, στηρίζοντας έμπρακτα και τους νέους ανθρώπους που αναγκάζονται να αναβάλλουν ή/και να διακόψουν τις σπουδές τους, για να εργαστούν. Η Προέδρος του ΔΣ της HELMEPA, κυρία Σεμίραμις Παληού, απευθυνόμενη στους υποτρόφους σημείωσε: «Καταφέρατε να διακριθείτε μέσα από μια ανταγωνιστική διαδικασία αξιολόγησης, με υψηλά κριτήρια και να διεκδικήσετε το μέλλον σας, διασφαλίζοντας μέσα από τις Υποτροφίες της HELMEPA τη συνέχιση των σπουδών τους. Σας αξίζουν πολλά συγχαρητήρια! Είμαστε πολύ υπερήφανοι για εσάς. Όποτε μας χρειαστείτε, είμαστε εδώ, στο πλάι σας.» Λόγω των περιορισμών του Covid-19, η Τελετή Απονομής Υποτροφιών για το Ακαδημαϊκό έτος 2021-2022, πραγματοποιήθηκε διαδικτυακά (Παρασκευή 19 Νοεμβρίου), υπό

το συντονισμό της κυρίας Ειρήνης Στ. Νταϊφά, με καλεσμένο ομιλητή τον Δρα Ευάγγελο Κυριαζόπουλο, Γενικό Γραμματέα Λιμένων, Λιμενικής Πολιτικής και Ναυτιλιακών Επενδύσεων, του Υπουργείου Ναυτιλίας και Νησιωτικής Πολιτικής. Την εκδήλωση χαιρέτησε η οικογένεια του Νικολάου Σ. Αποστολόπουλου (δωρητής) και ο Δρ. Μιχάλης Σκούλλος, Επιστημονικός Σύμβουλος HELMEPA. «Δίχως αυτήν την υποτροφία δεν γνωρίζω αν θα κατάφερνα να υλοποιήσω τις μεταπτυχιακές σπουδές που ονειρευόμουν. Η οικογένεια της HELMEPA αποδεικνύει με αυτόν τον τρόπο τη δέσμευσή της στη δημιουργία ποιοτικής ναυτιλίας με γνώμονα τον άνθρωπο.» ανέφερε μεταξύ άλλων η Yπότροφος Γεωργία Παππά που έλαβε την υποτροφία Νικολάου Σ. Αποστολόπουλου. Στη μνήμη του Γεωργίου Π. Λιβανού, Ιδρυτή της HELMEPA (€15.000) χορηγήθηκε υποτροφία στην κ. Μαρία-Ελένη Μαργέτη, απόφοιτο της Σχολής Μηχανολόγων & Αεροναυπηγών Μηχανικών του Παν/μίου Πατρών, για MSc Marine Technology στο Technical University of Delft της Ολλανδίας. Στη μνήμη του Καπετάν Βασίλη Κ. Κωνσταντακόπουλου, Επίτιμου Προέδρου της HELMEPA (€15.000) χορηγήθηκε υποτροφία στον κ. Ιάσωνα Φιλιππίδη, απόφοιτο της Σχολής Μηχανολόγων Μηχανικών του Εθνικού Μετσόβιου Πολυτεχνείου, για MSc Sustainable Energy Technology στο Technical University of Delft της Ολλανδίας. Στη μνήμη του Νικολάου Σ. Αποστολόπουλου, με την ευγενική χορηγία της οικογένειας, των φίλων και των συνεργατών του εκλιπόντος (€10.000) χορηγήθηκε υποτροφία στην κ. Γεωργία Παππά, απόφοιτο της Νομικής Σχολής του Εθνικού Καποδιστριακού Παν/μίου Αθηνών, για LLM Maritime Law στο University of Southampton του Ηνωμένου Βασιλείου.

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98 / Market NAFS | December 2021

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Europort 2021 celebrates long awaited live reunion of the Maritime World

Europort 2021 concluded after reuniting the shipping and offshore industries in Rotterdam, with participants offering a resounding endorsement for the return of in-person maritime events. Overwhelmingly positive feedback from exhibitors and visitors at the conclusion of Europort 2021 demonstrated how keenly the maritime industries have been awaiting the resumption of in-person events. Hosted by Rotterdam Maritime Capital, some 800 maritime companies from 43 countries participated at Rotterdam Ahoy November 2-5 to welcome almost 20,000 high quality visitors from 79 countries worldwide. “This is what our industry needs so much,” said Raymond Siliakus, Europort Director. “It has been a long wait and preparations have been intensive, but it was all worth it so that our maritime peers could meet in real life again. This was an amazing week, full of energy and joy. Huge thanks and compliments are due to the 800 exhibitors who kept believing, gave us their confidence, and showcased the best of the best.” Connie Roozen, Chair, Rotterdam Maritime Services Community (RMSC), commented: “Europort is super important to us. All of our customers and our entire network are present, both nationally and internationally. In celebrating its 40th edition, Europort has been more than a success for us: it has once more proved itself as a fantastic promotion of the Netherlands and Rotterdam.” “We are happy to be at the first major maritime event in two years and to meet up with customers face to face again,” said Martijn Nieuwenhuijs, Chief Executive, Marine & Offshore (Netherlands), of global class society Bureau Veritas. “It has been excellent to walk the floor and get into some really good conversations. It’s also been an opportunity to give special attention to our Dutch clients.” Christos Papakis, Head of the Greece Pavilion, said that the nine attending member companies of the Enterprise Greece-backed marine technology export association were very satisfied with this

year’s Europort. “I think this year has been the best, with participation from more of our members than ever before,” he said. “Not seeing customers or colleagues face to face was really difficult and this was a nice opportunity to meet them again. All of the participants hope to return in 2023.” Star attractions included the world premiere of a new ‘EVOLVE’ range marine engines from Anglo Belgian Corporation (ABC), developed to transition shipping towards ultra-low or zero emission operation. The first member of the range is a compact yet very powerful 4-cylinder medium speed engine: the 4EL23. Four days of conference sessions, seminars and exhibition hall bustle concluded with a discussion on ‘Future-proof maritime education’, bringing together captains of industry with industry newcomers for lively exchange on Next Generation topics – one of four key Europort themes. During the week, fresh views were also heard on Digitalization, Ship Finance and Energy Transition, with the launch of the SMASH! initiative’s autonomous ship information service, new developments in alternative fuels and insights into sustainable ship financing proving especially eye-catching. “I didn’t actually know what to expect from this week,” said Rob Remans, Sales Manager BeNeLux & Switzerland for international group Wilhelmsen Ship Services. “It’s been good to see each other in 3D and build relationships, and we got new leads. We met key people who we’ve been looking to connect with for the past year, which was very difficult with everybody working from home.” Radio Holland Sales Manager Hans Beun added: “This week has been better than expected, given the situation. We’ve even had people coming to the booth and signing a deal – that’s what I call an added value!”

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Καπτ. Παναγιώτης Τσάκος: Οι νέοι να έρθουν στη θάλασσα Στο πλαίσιο συντονισμένης προσπάθειας για την προσέλκυση νέων στο Ναυτικό Επάγγελμα ο Όμιλος Τσάκου, μέσω του Ιδρύματος Μαρία Τσάκος - «Διεθνές Κέντρο Ναυτικής Έρευνας και Παράδοσης», με επί κεφαλής τον ιδρυτή του καπεταν Παναγιώτη Τσάκο, οργάνωσε, σε συνεργασία με την Περιφέρεια, δυο εκδηλώσεις στην Περιφέρεια Δυτικής Μακεδονίας: Την Παρασκευή, 22 Οκτωβρίου, στην Πτολεμαΐδα και το Σάββατο, 23 Οκτωβρίου, στην Κοζάνη. Η ανταπόκριση και συμμετοχή των νέων στις εκδηλώσεις υπήρξε ιδιαίτερα μεγάλη, αποδεικνύοντας ότι το ναυτικό επάγγελμα βρίσκεται στις προτεραιότητές τους, αλλά χρειάζεται να ενημερωθούν σωστά. Ο Περιφερειάρχης Δυτικής Μακεδονίας Γιώργος Κασαπίδης, που σε συνεργασία με τους τοπικούς φορείς οργάνωσε κατά τον καλύτερο τρόπο τις εκδηλώσεις, τόνισε ότι η Δυτική Μακεδονία, που μαστίζεται από το τέρας της ανεργίας (η οποία αυξάνεται συνεχώς λόγω της επικείμενης διακοπής της λειτουργίας των λιγνιτορυχείων και των ΑΗΣ της ΔΕΗ) προσπαθεί να δώσει στους νέους της διεξόδους και το ναυτικό επάγγελμα είναι αυτή την στιγμή η καλύτερη και η πλέον προσοδοφόρος λύση. Χαρακτηριστικό των εκδηλώσεων ήταν το ενδιαφέρον των νέων της Δυτικής Μακεδονίας να ακολουθήσουν σταδιοδρομία στη θάλασσα σαν αξιωματικοί του εμπορικού ναυτικού. Οι συνεχείς ερωτήσεις τους, αλλά και η αθρόα συμμετοχή τους στα “στρογγυλά τραπέζια” που είχε οργανώσει η αντιπροσωπεία της ναυτιλιακής εταιρείας του Ομίλου, προκειμένου τα στελέχη της να συζητήσουν απ’ ευθείας με τους ενδιαφερομένους, κατέδειξαν την σημασία των πρωτοβουλίων αυτών και πρόσφεραν ιδιαίτερη ικανοποίηση στους διοργανωτές, που είδαν ότι η ιδέα τους είχε επιτυχία και ανταπόκριση. Ο καπεταν Παναγιώτης Τσάκος, απάντησε σε πολλά ερωτήματα των παρισταμένων και τόνισε μεταξύ άλλων, απευθυνόμενος στου νέους: “Κι εγώ έτσι ξεκίνησα, από τη Ναυτική Σχολή του νησιού μου, της Χίου. Ο πατέρας μου ταξίδευε κι έλειπε απο το νησί κοντά δέκα χρόνια. Εγώ, στα δικά μου ταξίδια, έλειψα μόνο τέσσερα! Σημερα, ο ναυτικός λείπει μονο για τεσσερις έως εξι μηνες. Και οι απολαβές του είναι κατά πολύ μεγαλύτερες από ό,τι στην ξηρά. Ελάτε στην θάλασσα, είναι εκείνη που χαρίζει στην πατρίδα μας την μοναδική μεγάλη της δύναμη, καθώς η Ναυτιλία μας ειναι πρώτη στον κόσμο. Αλλά, χωρίς εσάς, τους Έλληνες ναυτικούς, δεν θα υπάρχει για πολύ ελληνική Ναυτιλία! Σημερα, αναγκαζόμαστε και προσλαμβάνουμε ξένους αξιωματικούς να επανδρώσουν τα καράβια μας και τους μεταδίδουμε τα μυστικά, την τέχνη μας, την ναυτοσύνη μας. Κι ύστερα τους βρίσκουμε μπροστά μας σαν ανταγωνιστές! Ελάτε στην θάλασσα! Στελεχώστε, άνδρες και γυναίκες, τη Ναυτιλία μας! Η εταιρεία μας είναι έτοιμη να σας δεχθεί” είπε ο καπετάνιος, καταχειροκροτούμενος! Ο Περιφερειάρχης Κώστας Κασαπίδης, ευχαρίστησε τον καπετάνιο και τον Όμιλο Τσάκου και τόνισε την καλή τύχη των νέων της Περιφέρειας του να συναντηθούν με τον καπεταν Παναγιώτη, σήμερα που η Ναυτιλία μπορεί να ανακουφίσει αποτελεσματικά την δοκιμαζόμενη από ανεργία Δυτική Μακεδονία. Ο αντιπρύτανις Ερεύνης και Δία Βίου Εκπαιδεύσεως του Πανεπιστημίου Δυτικής Μακεδονίας Σέργιος Μαρόπουλος, αφού ευχαρίστησε τον Όμιλο Τσάκου για την πρωτοβουλία, αναφέρθηκε στους εργαζόμενους στην ΔΕΗ Δυτικής Μακεδονίας, οι οποίοι είναι εξειδικευμένοι σε σημαντικούς τομείς στην ναυπηγική και ναυπηγο-επισκευαστική βιομηχανία. Επ’αυτού είχε μακρά συνομιλία με τον καπεταν Παναγιώτη για να πάρει ένα ολόθερμο καλωσόρισμα και γι’αυτούς, τους πολύτιμους και απαραίτητους συνεργάτες για την Εμπορική Ναυτιλία. Οι επαφές συνεχίζονται με την πεποίθηση των αναμενόμων αποτελεσμάτων. Ευελπιστούμε σύντομα να υπάρξουν παρόμοιες πρωτοβουλίες.

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INTERCARGO: Achieving 2050 zero-emission shipping As the world considers the harsh realities highlighted by COP26, INTERCARGO warns that shipowners can deliver the target of net-zero emission shipping by 2050 but only with an acceleration in the commercial development of relevant technologies, fuels, propulsion systems and related infrastructure. Speaking following the recent INTERCARGO semi-annual meetings, Dimitrios Fafalios, Chairman of the Association says: “INTERCARGO fully supports the drive to achieve zero emission shipping by 2050. However global challenges require global solutions and the commercial development of these solutions is within the control of other stakeholders rather than shipowners. We must support the IMO and urge governments to adopt the necessary measures to accelerate R&D of zero-carbon technologies and expedite their deployment. The net-zero target will only be plausible if governments take the necessary action to achieve this. The place to do this is at the IMO.” His comments follow formal submission of a paper co-sponsored with ICS, at last month’s IMO Intersessional Working Group on Reduction of Emissions from Ships, which puts forward a comprehensive proposal for a global levy on carbon emissions from ships. “A levy-based market-based measure, with mandatory climate con-

tributions by ships to an IMO Climate Fund, must be brought into effect quickly to accelerate the uptake and deployment of zero-carbon technologies and fuels,” he says. “Good progress towards such medium-term measure was made at IMO’s Intersessional meeting, but this in itself is not enough. We must not jeopardise the 2050 target, and in the short term the approval of the industry proposal, also backed by INTERCARGO, for an International Maritime Research and Development Board (IMRB), in order to accelerate the R&D of zero-carbon technologies is an immediate priority.” INTERCARGO members are fully behind the drive to more sustainable shipping. Commenting on feedback received during INTERCARGO’s recent semi-annual meetings held in London, Kostas Gkonis, Secretary General of INTERCARGO says: “Our members shared their experiences of the use of energy saving devices, novel technologies, and the operational measures they have been carrying out on bulk carriers to reduce GHG emissions as much as technically and operationally possible.” While COP26 is seeking answers at the highest level, the IMO will progress the shipping industry’s decarbonisation agenda, with the next meeting of its Marine Environment Protection Committee (IMO MEPC) to take place later this month.

IUMI releases its 2021 analysis of the global marine insurance market The report presents a range of statistical data from a variety of sources, including IUMI’s own data, to provide an insight into the marine insurance market within the context of global trade and shipping. For the second year, IUMI Stats also contains analysis from its major claims database which now comprises 9000 claims records amounting to US$ 14 billion of major losses. Highlights from the 2021 report include: • Global marine insurance premiums for 2020 increased by 6.1% from 2019 to reach USD 30 billion. This demonstrated real market development in all marine insurance lines (except P&I) for 2020, however early indications in 2021 are showing that continued development is uncertain. • The hull underwriting sector grew by 6% in 2020 and global premiums reached USD 7.1 billion. Importantly, the gap between global premiums and global tonnage had begun to reduce. For the first time in many years loss ratios had improved to return the sector to a technical break-even position. However, any recovery had begun from a very low base and a return to more normal levels of shipping activity is likely to increase current low levels of claims frequency. • As with the hull sector, cargo underwriting also returned to a technical break-even position in 2020 having achieved a 5.9% increase in global premiums to reach USD 17.2 billion. However, a likely

increase in nat cat events going forward coupled with increased risk accumulations has the potential to impact cargo underwriting performance in 2021. • An oil price rally reversed the fortunes of the offshore energy insurance sector in 2020 to halt the many years of a declining premium base – 2020 premium base was recorded as USD 3.6 billion. New underwriting potential is likely to result from increased offshore reactivation but this will bring additional risk and the possibility of an increase in the current extremely low levels of claims. Commenting on this year’s report, IUMI’s Secretary General, Lars Lange said: “The health of marine insurance as detailed in this year’s IUMI Stats Report is mixed. The 2020 global premium results and loss ratios from the hull and cargo underwriting sectors showed that both these insurance lines returned to a technical break-even in that year. This was achieved after many years of unprofitability. However, the recovery was from a very low base and within the context of reduced shipping activity and, consequently, a very low claims frequency. As we move forward, we are seeing shipping activity return to pre-covid levels and offshore projects being commissioned and reactivated. There is concern that a revitalized shipping & offshore industry will generate additional claims which may, in turn, impact on future profitability.”

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CMA D. ARGOUDELIS & CO S.A. Acquired 3 New ISO Certificates from the ABS Auditing and certification as per ISO 9001:2015, 14001:2015 & 45001:2018 was carried out by ABS Quality Evaluations, a highly respectable organization and member of the international American Bureau of Shipping Group (ABS). Recognized globally as a leader in certified performance and business assurance solutions, ABS QE provides accredited management system certification audits, training and supply chain assessment services in over 40 countries. • ISO 9001:2015 specifies the requirements for a quality management system. • ISO 14001:2015 specifies the requirements for an environmental management system that an organization can use to enhance its environmental performance. • ISO 45001:2018 provides a global framework to improve employee safety, reduce workplace risks and create better, safer working conditions. The company is very proud of this success and in particular of all the team members involved in achieving this excellent result! This is taken as further proof to the competence, efficiency, good practices and experience of CMA and its staff members, showing how they are able to move forward within the Marine & Industry Automation world, adapting to new standards and regulations and successfully achieving their goals.

Lloyd’s Register signs Greek Diversity Charter Lloyd’s Register Greece has signed the Greek Diversity Charter, which lays the foundations for the promotion of social inclusion and equal opportunities in companies and organisations in the country. By signing the Charter at a ceremony held at the offices of KEANCell of Alternative Youth Activities, LR hopes to endorse diversity and a sense of wellbeing across its organisation, incorporating into its daily operations practices of efficient inclusion of diverse employees with multifaceted benefits. The Diversity Charter, an initiative of the European Commission for the Promotion of Diversity in Business, was established in Greece in 2019. Its goal is to act as a means of commitment to the implementation of equal opportunities and diversity in every work environment in the region. The country became the 23rd country to sign the Charter and the Diversity Charter in Greece is operated by KEAN - Cell of Alternative Youth Activities. Theodosis Stamatellos, South Europe Marine & Offshore Regional Manager at Lloyd’s Register stated: “We are very proud and excited in joining the Greek Diversity Charter, putting our “together we are one LR” mission into practice. Embracing the uniqueness of our people and celebrating the sense of belonging is the key pathway towards the sustainable development of our company and industry”. Rebecca Berry, Director of Culture, Diversity and Inclusion, concluded: “Lloyd’s Register aims to be a beacon of diversity and inclusion in our industry where all our colleagues feel seen, heard and valued, and we’re delighted to be part of this important and progressive

charter”. President of KEAN and Founder of Diversity Charter Greece, Stavros Milionis, said: “Lloyd’s Register, one of the oldest and most trusted maritime advisors, with active and effective action in the field of safety and education internationally, is now a member of the Diversity Charter Greece. We are confident that their participation in the Charter will be the starting point for joint planning and implementation of actions, aimed at highlighting and accepting diversity, and shaping a healthy social environment”.

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106 / Market NAFS | December 2021

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Δημοσίευση Τεχνικής Έκθεσης της ΕΕΕ για την απανθρακοποίηση του ναυτιλιακού τομέα Η Ένωσις Ελλήνων Εφοπλιστών (ΕΕΕ) δημοσίευσε Τεχνική Έκθεση αναφορικά με την απανθρακοποίηση του ναυτιλιακού τομέα, η οποία συμπληρώνει τη μελέτη της “Survey of Alternative Fuels - Technologies for Shipping” (Μάιος 2021) και παρουσιάζει από τεχνικής άποψης τα πιθανά εναλλακτικά ναυτιλιακά καύσιμα και τεχνολογίες πλοίων, που απαιτούνται να αναπτυχθούν για να καταστεί εφικτή η απανθρακοποίηση του τομέα των θαλασσίων μεταφορών. «Η Ελλάδα, δια του Πρωθυπουργού κ. Κυριάκου Μητσοτάκη και της σχετικής πρότασής του για τη δημιουργία Κέντρου Ερευνών για Εναλλακτικά Ναυτιλιακά Καύσιμα και Τεχνολογίες στην ΕΕ, δείχνει τον δρόμο προς την επιτυχή υλοποίηση της απανθρακοποίησης της ναυτιλίας και την πραγματική μείωση των εκπομπών αερίων του θερμοκηπίου (Greenhouse Gas – GHG)», σημείωσε ο Πρόεδρος της ΕΕΕ, κ. Θεόδωρος Βενιάμης. «Η πρόταση του Πρωθυπουργού τοποθετεί την Ελλάδα στο προσκήνιο των ευρωπαϊκών εξελίξεων αναφορικά με τη βιωσιμότητα του περιβάλλοντος και της ευρωπαϊκής ναυτιλιακής βιομηχανίας, η οποία συνιστά κεφάλαιο στρατηγικής σημασίας για την ΕΕ», συνέχισε ο κ. Βενιάμης. Η ΕΕΕ, επιθυμώντας να συνεισφέρει, με την εξειδικευμένη γνώση της και την πρακτική της εμπειρία στη λειτουργία της ναυτιλίας, στις τρέχουσες συζητήσεις για το περιβάλλον, συγκέντρωσε και δημοσίευσε σχετικό τεχνικό πληροφοριακό υλικό. Από το

υλικό αυτό προκύπτει ότι η ανάπτυξη νέων, οικονομικά βιώσιμων και ασφαλών καυσίμων χαμηλής ή μηδενικής έντασης ρύπων, διαθέσιμων ανά την υφήλιο, καθώς και νέων τεχνολογιών πρόωσης πλοίων, αποτελεί ουσιαστική προϋπόθεση για την ενεργειακή μετάβαση της ναυτιλίας. Επισημαίνεται, επίσης, ότι η εκπλήρωση των ανωτέρω προϋποθέσεων πρέπει να βαρύνει φορείς εκτός ναυτιλίας, στο εξειδικευμένο αντικείμενο των οποίων εμπίπτουν. «Είναι σημαντικό, οι διαμορφωτές των πολιτικών και οι νομοθέτες να λάβουν υπόψη τους το δεδομένο αυτό, προτού νομοθετήσουν αποκλειστικά για τους πλοιοκτήτες. Είναι εξίσου σημαντικό να διασφαλιστεί ότι ο ρυπαίνων είναι αυτός που θα πληρώνει το κόστος που συνεπάγεται η εφαρμογή των σχετικών Κανονισμών της ΕΕ, όπως το ευρωπαϊκό Σύστημα Εμπορίας Δικαιωμάτων Εκπομπών (EU ETS), όπως εύστοχα διατυπώθηκε από τον Πρωθυπουργό της Ελλάδας. Ο ρυπαίνων, εν προκειμένω, είναι ο commercial operator του πλοίου και τις περισσότερες φορές είναι πρόσωπο διαφορετικό από τον πλοιοκτήτη, δηλαδή ο ναυλωτής. Η ανάθεση της σχετικής ευθύνης στα σωστά πρόσωπα, δηλαδή σε αυτούς που λαμβάνουν αποφάσεις που επιδρούν καθοριστικά στο περιβαλλοντικό αποτύπωμα των πλοίων, είναι θεμελιώδους σημασίας για την επιτυχή υλοποίηση των περιβαλλοντικών στόχων», τόνισε ο κ. Βενιάμης.

H Celestyal θέτει σε εφαρμογή τη νέα πλατφόρμα κρατήσεων Seaware Η Celestyal Cruises, η βραβευμένη και αναγνωρισμένη, ως η εξασφαλίζοντας πλήρη προστασία των προσωπικών δεδομένων νούμερο ένα επιλογή κρουαζιέρας στα ελληνικά νησιά και την των επισκεπτών. Πολλοί ταξιδιωτικοί σύμβουλοι είναι ήδη Ανατολική Μεσόγειο, είναι στην ευχάριστη θέση να ενημερώσει εξοικειωμένοι με αυτή την κορυφαία στον κλάδο πλατφόρμα όλους τους συνεργάτες της για την έναρξη λειτουργίας της παγκοσμίως καθώς τους παρέχει το σημαντικό πλεονέκτημα της νέας πλατφόρμας κρατήσεών της «Seaware». Αυτή η νέα ειδικά άμεσης πρόσβασης στις κρατήσεις των πελατών τους όλο το σχεδιασμένη πλατφόρμα κρατήσεων, η οποία απευθύνεται στους 24ωρο και 7 ημέρες την εβδομάδα. ταξιδιωτικούς συμβούλους και πράκτορες δημιουργήθηκε σε συνεργασία με την Versonix, την κορυφαία εταιρεία λογισμικών «Η εφαρμογή της πλατφόρμας κρατήσεων Seaware αποτελεί , the innovative technology company, that constantly leads the way δέσμευσής offering the η οποία έχει ως στόχο την παροχή πλήρως ενσωματωμένων ένα ακόμη παράδειγμα της συνεχούς μαςmost προς τους και εξατομικευμένων λύσεων στον ταξιδιωτικό και engines τον ταξιδιωτικούς μας συμβούλους και πράκτορες» ανέφερε ο reliable & high quality solutions in the fieldκλάδο of ship turbochargers, proudly presents the new pioneering ευρύτερο κλάδο αναψυχής. Γενικός Εμπορικός Διευθυντής της Celestyal Cruises, κ. Leslie service of “Portable Dynamic Balancing” on-board. Η πλατφόρμα Seaware παρέχει προηγμένες λειτουργίες CRM Peden. «Συνεργαζόμαστε στενά με την Versonix, πάνω από ένα (Customer Relationship Management), καθώς και πρόσβαση σε χρόνο τώρα προετοιμάζοντας αυτή την εφαρμογή και είμαστε σε A significant with regards to the of turbochargers isπολλούς the difficulty and, in some ένα μεγαλύτεροproblem εύρος πακέτων κρατήσεων για repair πριν καιand μετάmaintenance την συστηματική επικοινωνία με από τους ταξιδιωτικούς κρουαζιέρα. H νέα αυτή πλατφόρμα συνδυάζει υποχρεωτικά καιturbocharger πράκτορες, ώστε η μετάβαση στη νέα μας cases, the non-availability of rotor balancing devices.και Given μας the συμβούλους fact that the plays a significant role προαιρετικά στοιχεία, τιμολόγηση βάσει συγκεκριμένων κανόνων, πλατφόρμα κρατήσεων να είναι απρόσκοπτη. Αναμένουμε τη in the smooth operation of the ship and the rotor shaft is a high speed rotating part of it, the balancing is considχρονοδιαγράμματα πληρωμών και ακυρώσεων, εκδρομές στην σημαντική υιοθέτηση του νέου αυτού συστήματος από τους eredκαι absolutely for the as well as its life expectancy. ξηρά εμπειρίεςnecessary εν πλω, αλλά και τη performance, δυνατότητα διαμόρφωσης ταξιδιωτικούς μας συνεργάτες, δίνοντάς τους τον έλεγχο εξατομικευμένων επιλογών κρουαζιέρας καθώς και μεγάλων των κρατήσεών τους όλο το 24ωρο και όλες τις μέρες της T: (+30) 210 4000111 | M: (+30) 6932210060 | εβδομάδας, turbomed@otenet.gr | www.turbomed.gr οικογενειακών κρατήσεων. Επιπλέον, το σύστημα είναι πλήρως διευκολύνοντας ακόμα περισσότερο τη μεταξύ μας συμβατό και εναρμονισμένο με τα πρότυπα ασφαλείας των GDPR, συνεργασία.»

Yiannis Paraskevopoulos: The pioneer of Turbocharger repairs in Greece & Europe presents a new global innovation TURBOMED SA

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