nafs magazine
85
issue February 2012 ΚΩΔ. Γ.Γ. 2229 ISSN 1107-3179
the leading Greek Shipping magazine
SPECIAL EDITION Class societies
TED PETROPOULOS Financial focus
ΘΕΟΔΩΡΟΣ ΚΟΝΤΕΣ
Σημαντικά τα οφέλη από την ανάπτυξη της κρουαζιέρας
ΣΥΝΕΝΤΕΥΞΕΙΣ Εκπρόσωποι του κλάδου αμμοβολών
Germanischer Lloyd
Towards a Clean Future www.nafsgreen.gr
Posidonia 4-8 June 2012, Metropolitan Expo, Athens Greece
A unique blend of business and social interactions at the heart of Shipping Be part of the great Posidonia experience at a state of the art new venue
The International Shipping Exhibition
Organisers: Posidonia Exhibitions SA, e-mail: posidonia@posidonia-events.com
www.posidonia-events.com
contents
Περιοδικό ΝΑΥΣ, ΔΙΜΗΝΙΑΙΟ ΝΑΥΤΙΛΙΑΚΟ & ΟΙΚΟΝΟΜΙΚΟ ΠΕΡΙΟΔΙΚΟ, ΦΕΒΡΟΥΑΡΙΟΣ 2012, ΠΕΡΙΟΔΟΣ Β, ΤΕΥΧΟΣ 85 - ΕΤΟΣ: 15Ο Καράμπαμπα 12, Άγιος Δημήτριος, 17343, τηλ: 2104286606, fax: 2104286610, e-mail: nafsgreen@nafsgreen.gr, www.nafsgreen.gr Ιδρυτής: ΚΩΣΤΑΣ ΔΟΥΚΑΣ, Ιδιοκτήτης - Εκδότης: ΝΙΚΟΣ Κ. ΔΟΥΚΑΣ, Διεύθυνση Παραγωγής: Περιοδικό ΝΑΥΣ.
nafs mag. 04
60
18
26
66
71
06
Mirror
08
‘Ισαλος γραμμή
12
TED PETROPOULOS MD, Petrofin S.A
16
Alfa Laval
18
VICTORIA LIOUTA
20
KONSTANTINOS G.APOSTOLOPOULOS
22
DIMITRIS VRANOPOULOS
24
ΘΕΟΔΩΡΟΣ ΚΟΝΤΕΣ
26
GERMANISCHER LLOYD
38
SPECIAL EDITION: CLASS SOCIETIES
50
ΚΛΑΔΟΣ ΑΜΜΟΒΟΛΩΝ
60
DESMI a.s.
64 72
SHIPPING NEWS
Κυνοσούρα...2012 Apres moi, le deluge Financial focus
A steady flow of savings
Marine insurance risks after «Costa Concordia»
Maritime Piracy Nowadays : A calm before the Storm Classification Societies: Their importance in vessel newbuilding and drydocking surveys Σημαντικά τα οφέλη από την ανάπτυξη της κρουαζιέρας Towards a clean future
ABS, BVQI, DNV, LLOYD’S REGISTER, RINA
Το πρόβλημα και η λύση του Tests Warn Ship-Owners About Possible Shortcomings of IMO-Approved Ballast Water Treatment Systems
ΘΑΝΑΣΗΣ ΠΥΡΙΝΗΣ Η αλήθεια για το... μη ανταγωνιστικό Πέραμα
Ετήσια συνδρομή εσωτερικού 50 ευρώ. Ετήσια συνδρομή εξωτερικού USD 70. NAFS, SSN 1107-3179. Απαγορεύεται η αναδημοσίευση, η αναπαραγωγή, ολική, μερική ή περιληπτική, ή κατά παράφραση με οποιοδήποτε τρόπο, χωρίς προηγούμενη γραπτή άδεια του εκδότη, εκτός αν αναφέρεται το περιοδικό ΝΑΥΣ ως πηγή των πληροφοριών αυτών. Οι απόψεις των συνεργατών και αρθρογράφων της ΝΑΥΣ δεν απηχούν κατ’ ανάγκη και τις θέσεις του περιοδικού.
Tank Coating sand blasting - water blasting - tank cleaning
PLAKAS Πάντα με γνώμωνα την προστασία του περιβάλλοντος η εταιρία PLAKAS Tank Coating Co. έχει επενδύσει σε εξοπλισμό υπερσύγχρονης τεχνολογίας ώστε καμία ρύπανση να μην προκαλείται από τις εργασίες που λαμβάνουν χώρα στο πλοίο, διατηρώντας τον χώρο εργασίας απολύτως καθαρό, χωρίς ταυτόχρονα να προκαλείται καμία όχληση στον αστικό ιστό.
Λ. Δημοκρατίας 295 Πέραμα 188 63 Τηλ: 210 44 10 928 Fax: 210 44 17 726 info@plakas-nikolaos.gr
nafs mag. 06
mirror
γράφει ο Νίκος Κ. Δούκας
Κυνοσούρα 2012 Σε αυτό τον σκουπιδότοπο που απεικονίζεται στις φωτογραφίες έχει μετατραπεί ο τόπος που πριν από μερικές δεκαετίες επισκευάζονταν χιλιάδες εμπορικά πλοία και έδινε ζωή στη ναυτιλία και τα επαγγέλματα γύρω από αυτήν.
ς ε ν ό κ ι ε ς ή π ο ντρ
Τα ψέμματα τελείωσαν. Η Ζώνη πρέπει να πάρει μπρος Έχουμε πολλές φορές επισημάνει την αξία της
σε πολύ σύντομο χρονικό διάστημα, και αυτό
να παρουσιάζονται τεράστια ελλείμματα όταν οι
ναυπηγοεπισκευής στην Ελλάδα, τα οφέλη που
αποδεικνύεται από το γεγονός ότι την επομένη της
δεξαμενές δεν έχουν πλοίο για τουλάχιστον 250
προκύπτουν, αλλά και την συνεισφορά της στην
ψήφισης του Μνημονίου 2 οι ναυτιλιακοί παράγοντες
ημέρες τον χρόνο.
ανάπτυξη εν γένει της Ελληνικής Οικονομίας.
με επιστολή τους προς τον πρωθυπουργό ζητούν να
Τα συνδικάτα θα πρέπει να καταλάβουν ότι ήρθε η
Πρέπει τώρα να πάρει ξανά μπροστά η επισκευή και
παραμείνει στην θέση του.
ώρα ο κόσμος να δουλέψει. Τέρμα τα κλεισίματα της
να αφήσουμε κατά μέρος τα προσωπικά συμφέροντα
Τώρα είναι η ώρα για σοβαρές αποφάσεις.
ζώνης με προσχήματα που πλέον δεν έχουν καμία
και τις μικροπολιτικές σκοπιμότητες. Δεν έχει πια
Το κράτος πρέπει άμεσα να δημιουργήσει υποδομές
αξία και καμία ουσία.
καμία σημασία ποιος φταίει. Όλοι οι εμπλεκόμενοι
και να μειώσει τις ασφαλιστικές εοσφορές, ακόμα και
Οι βόριοι και οι νότιοι του Περάματος να σταματήσουν
έχουν το μερίδιο της ευθύνης που τους αναλογεί.
να επιδοτήσει μέρος του ημερομισθίου. Πρέπει να
να
Δεν έχει σημασία αν φταίει το κράτος, τα συνδικάτα, οι
ξεκαθαρίσει το καθεστώς λειτουργίας του Σκαραμαγκά
επιχειρηματικά τους δε.
επιχειρηματίες, οι εργαζόμενοι, η τοπική αυτοδιοίκηση,
και της Ελευσίνας.
Κοιτάξτε τις εικόνες και θα καταλάβετε πως δεν
ή ο ΟΛΠ. Δεν έχει πια κανένα ενδιαφέρον να ρίχνει ο
Οι επιχειρηματίες πρέπει να ρίξουν τις τιμές τους
υπάρχει
ένας το μπαλάκι στον άλλον.
- πράγμα που πολλοί το έχουν ήδη κάνει - και να
αποτέλεσμα. Χρειάζεται όλοι να καθήσουν στο
Σήμερα χρειάζονται άμεσα μέτρα για την επανάκαμψη
εξοπλιστούν όχι μόνο με “εργαλεία” αλλά και να
τραπέζι και να βάλουν μπροστά ένα master plan για
της Ναυπηγοεπισκευαστικής Ζώνης του Περάματος.
εφοδιαστούν με χαρτιά αντίστοιχα της αξιοπλοΐας του
το Πέραμα και την ναυπηγοεπισκευή.
Χρειάζονται να παρθούν μέτρα εχθές όχι σήμερα.
πλοίου.
Σήμερα, όχι αύριο. Φανταστείτε τι θα γινόταν αν
Προτάσεις υπάρχουν πολλές, απλά χρειάζεται ΟΛΟΙ
Ο ΟΛΠ ως επιχείρηση κοινής οφέλειας θα πρέπει
σήμερα στην Κυνοσούρα αντί για ατελείωτα μπάζα
να βάλουν νερό στο κρασί τους.
να μειώσει δραστικά τις τιμές στις δεξαμενές και
και σκουπίδια υπήρχαν μερικές πλωτές δεξαμενές για
Ο μέχρι πρότεινος υφυπουργός Ναυτιλίας κ. Άδωνις
τους χώρους που υπερβαίνουν κατά πολύ το
να υποδεχτούμε τα πλοία της μεγαλύτερης ναυτιλίας
Γεωργιάδης εργάστηκε προς αυτή την κατεύθυνση
κόστος διεθνώς, πράγμα που έχει ως αποτέλεσμα
του κόσμου. Της δικής μας.
σκέφτονται
άλλος
πως
οι
χρόνος
μεν
για
θα
εξοντώσουν
πειράματα
χωρίς
rorriM
nafs mag. 08
ίσαλος γραμμή
Η αναβολή των εκλογών φαίνεται ότι αρχίζει πλέον να μεθοδεύεται σε χρόνο πέραν του Μαρτίου, καθώς υπουργοί του ιστορικού ΠΑΣΟΚ κόπτονται να αποτρέψουν ή έστω να απομακρύνουν σε χρόνο αόριστο τις εκλογές για να αποφύγουν το επικείμενο πικρό ποτήρι της λαϊκής οργής. Αλλά, η αναβολή των εκλογών υποστηρίζεται ακόμη και από δημοσιογραφικούς κύκλους αλλά και από τον ΣΕΒ. Φυσικά, και από επώνυμους κύκλους της Ε.Ε οι οποίοι απερίφραστα δήλωσαν ότι αν από τις εκλογές προκύψει αντιμνημονιακή κυβέρνηση, δεν θα εκταμιευθεί το δάνειο μαμμούθ του δευτέρου μνημονίου. Είναι πράγματι ιλαροτραγική η εικόνα του πολυπληθούς υπουργικού συμβουλίου που προβάλλει η τηλεόραση, με τους δεκάδες υπουργούς καθισμένους σε τεράστιο δρύϊνο οβάλ τραπέζι ολυμπιακών διαστάσεων και την πληθώρα των υφυπουργών, δίκην ακροατών, να συμπληρώνουν την εικόνα του πληθωριστικού τούτου πολιτικού μοντέλου, του μοναδικού σε όλη την Ευρώπη, καθήμενων στην περιφέρεια του τεράστιου τραπεζιού.
Apres moi, le deluge
γράφει ο Κώστας Δούκας Κάθε εχέφρων ασχολούμενος με τα ναυτιλιακά διερωτάται ποιά αξία θα μπορούσε να είχε η επανασύσταση του ΥΕΝ κάτω από το σημερινό παράδοξο και εντελώς ασύνηθες πολιτικό σχήμα, του οποίου ο πρωθυπουργός δεν είναι εκλεγμένος από τον λαό, αλλά αντιθέτως είναι πιστός θεράπων του διεθνούς τραπεζικού κεφαλαίου και των εξουσιαζόμενων υπ’ αυτού κυβερνήσεων, δηλαδή των δανειστών μας. Οι στήλες αυτές, από τις πρώτες ημέρες αναλήψεως των πρωθυπουργικών καθηκόντων υπό τον τραπεζίτη κ. Λουκά Παπαδήμο, ειχαν προαναγγείλει, ότι το νέο πολιτικό σχήμα αποτελούσε κυβέρνηση «λεξοτανιλ» προκειμένου να ηρεμήσει για λίγο ο ελληνικός λαός από την ανάλγητη και πέραν πάσης προσδοκίας οικονομικής και κοινωνικής πολιτικής του κ. Γ. Παπανδρέου σε βάρος των πενεστέρων λαϊκών στρωμάτων αλλά και της μεσαίας τάξεως. Και πάλι οι στήλες αυτές είχαν τολμήσει πρόβλεψη, ότι η κυβέρνηση Παπαδήμου δεν πρόκειται να τηρήσει το χρονοδιάγραμμα περί προσφυγής σε εκλογές, άποψη που στη συνέχεια συμμερίσθηκαν όλα τα ΜΜΕ, παρά την εμμονή της μείζονος αξιωματικής αντιπολίτευσης ότι οι εκλογές θα διεξαχθούν προ του Πάσχα. Η αναβολή των εκλογών φαίνεται ότι αρχίζει πλέον να μεθοδεύεται σε χρόνο πέραν του Μαρτίου, καθώς υπουργοί του ιστορικού ΠΑΣΟΚ κόπτονται να αποτρέψουν ή έστω να απομακρύνουν σε χρόνο αόριστο τις εκλογές για να αποφύγουν το επικείμενο πικρό ποτήρι της λαϊκής οργής. Αλλά, η αναβολή των εκλογών υποστηρίζεται ακόμη και από δημοσιογραφικούς κύκλους αλλά και από τον ΣΕΒ. Η γενική χαλαρότητα και η ακυβερνησία που επικρατεί στην χώρα, υπό την δαμόκλειο σπάθη του ΔΝΤ και των Ευρωπαίων, τα απειράριθμα σενάρια καταστροφολογίας που διατυπώνονται καθημερινά από τους ντόπιους και τους διεθνείς αξιωματούχους, οι εκβιαστικές και απειλητικές επισκέψεις των υπαλληλίσκων της τρόϊκας και το γενικότερο θέατρο του παραλόγου που παίζεται σε βάρος του λαού, ο οποίος πληρώνει αιματηρά τα επίχειρα της ανικανότητας και της διαφθοράς του πολιτικού κόσμου και των διαπλεκομένων, οδηγούμενος καθημερινά σε διαρκώς βαθύτερη φτώχεια, εξαθλίωση και ψυχική κατάπτωση δημιουργούν την πεποίθηση, ότι ποτέ δεν θα μπορέσει να πάρει κεφάλι η χώρα λόγω της οικονομικής άπνοιας, της ανεργίας, της ανυπαρξίας σχεδίου ανάπτυξης και της πρωτοφανούς πολιτικής και κοινωνικής παρακμής. Κάτω από τις συνθήκες αυτές σε τι θα ωφελούσε άραγε η επανασύσταση του ΥΕΝ, όταν κανείς δεν γνωρίζει «τι τέξεται η επιούσα», όταν η άθικτη γραφειοκρατία απολακτίζει κάθε προοπτική επένδυσης και όταν τεράστια εθνοφθόρα προβλήματα αναμένουν λύση, αλλά η λύση αναβάλλεται άγνωστο για πόσο, άγνωστο γιατί. Είναι πράγματι ιλαροτραγική η εικόνα του πολυπληθούς υπουργικού συμβουλίου που προβάλλει η τηλεόραση, με τους δεκάδες υπουργούς καθισμένους σε τεράστιο δρύϊνο οβάλ τραπέζει ολυμπιακών διαστάσεων και την πληθώρα των υφυπουργών, δίκην ακροατών, να συμπληρώνουν την εικόνα του πληθωριστικού τούτου πολιτικού μοντέλου, του μοναδικού σε όλη την Ευρώπη, καθήμενοι στην περιφέρεια του τεράστιου τραπεζιού. Σε τι θα μπορούσε να ωφελήσει άραγε η εμπορική ναυτιλία, η ποντοπόρος και η ακτοπλοϊα, από ένα ανεξάρτητο ΥΕΝ, το οποίο βρισκόταν πάντοτε “τελευταίον τη τάξει”, εν μέσω υπουργών με αλληλοεπικαλυπτόμενες αρμοδιότητες και ευρισκομένων σε διαρκείς διενέξεις μεταξύ τους, εις τρόπον ώστε να υπονομεύεται υπό του ενός του έργο του άλλου και να ευτελίζεται, εν των γεννάσθαι κάθε πολιτική, που θα επέλυε ζωτικά προβλήματα της ναυτιλίας, της μόνης ζώσης και παραγωγικής βιομηχανίας, η οποία θα μπορούσε να σώσει τη χώρα από την πτώχευση. Ο ευφυολόγος και αλήστου μνήμης Γιώργος Κατσιφάρας, όταν ήταν υπουργός Εμπορικής Ναυτιλίας, έλεγε στους ναυτιλιακούς συντάκτες ότι... κρύωνε στο υπουργικό συμβούλιο, διότι πέραν αυτού δεν υπήρχε άλλος υπουργός δίπλα στην καρέκλα του. Το υπουργείο Ναυτιλίας ήταν το τελευταίο, παρά την μεγάλη συνεισφορά της ναυτιλίας στο ΑΕΠ. Ένα τέτοιο ανεξάρτητο πλην υποβαθμισμένο ΥΕΝ δεν θα εξυπηρετούσε την αναπτυξιακή ορμή της ναυτλίας. Σήμερα, κάτω από την άχρωμη πολυσυμμετοχική μνημονιακή κυβέρνηση «λεξοτανίλ» του κ. Λ. Παπαδήμου και με χρονικό ορόσημο των εκλογών τον Μάιο – ημερομηνία που θεωρείται αμφίβολο αν θα τηρηθεί - η επανασύσταση του ΥΕΝ, με τις προδιαγραφές του φτωχού συγγενούς, δεν θα προσέθετε τίποτα στην γενικότερη εικόνα απραξίας της κυβερνησεως, η οποία κατατρύχεται από την μονομανή επιδίωξη να εφαρμόσει κατά γράμμα και χωρίς κόκκινες γραμμές το δεύτερο μνημόνιο, με εφαρμογή του αγγλικού δικαίου, που θα χαλκεύσει δεκαετή τουλάχιστον δεσμά στον ελληνικό λαό. Όχι, το νέο ΥΕΝ θα πρέπει να αναβαθμισθεί, ώστε να μπορεί να αξιοποιήσει την εμπορική ναυτιλία σαν το μακρύ χέρι ανάπτυξης της χώρας, που είναι το μεγάλο ζητούμενο και όχι μια ευκαιριακή ανασύσταση του υπό την πίεση του εφοπλιστικού κόσμου, για να λειτουργήσει στο πλαίσιο μια κυβέρνησης που περιγράψαμε και που προχωρεί, όπως λέει, για τη σωτηρία της χώρας αλλά με μια μεθοδολογία που θυμίζει το λουδοβίκειο απόφθεγμα: Apres moi, le deluge* (Μετά από εμένα ο κατακλυσμός). Κ. ΔΟΥΚΑΣ
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www.krohne-skarpenord.com
sense
the marine
of technology
London Office INTRA MARE LTD Southgate N14 5BP, U.K Tel: +44 20 8242 5520 e-mail: info@intramare.com
Piraeus Office INTRA MARE HELLAS, 4 Skouze Str. - 185 36 Piraeus - Greece tel: +30-210-4293843 - fax: +30-210-4293845 e-mail: info@intramare.gr
Oslo Office TANKER ENGINEERING AS Colbjornsens Gate 13 - 0256 Oslo - Norway Tel: +47 22441515 e-mail: haaarset@online.no web: www.intramare.gr
Cyprus Office Limassol - Cyprus Tel: + 357 25 348568 e-mail: info@intramare.net
nafs mag. 12
financial focus
Equilibrium? Where art thou, Equilibrium? By Ted Petropoulos Head, Petrofin Research Living through the worst dry bulk shipping market that most can remember is affecting confidence. Owners, having gone through a prolonged phase of over-exuberance and talking of a ‘new paradigm’ and believing in the long term robustness of shipping, fuelled by China and longer ton-mile distances, splashed heavily in new building orders. Now, with demand having slowed down and net tonnage supply having reached unbelievably high levels, a huge tonnage surplus has materialized whilst the order book still looms large. As if the above was not sufficient, we also face an unprecedented banking crisis, affecting all western banks, but most heavily, the European banks that make up 90% of ship lending. Banks, the shipping industry’s partner, have been slow fox-trotting along owners for 3 years in anticipation of a recovery which has not yet materialised. To the contrary, market conditions, freights and values have gone from bad to worse. Banks, who face their own uphill struggle to achieve capital adequacy and absorb sovereign debt and bad loan provisions, have started to show their uneasiness and they too are considering how long will it be that they will need to support owners, restructure debts and forgive covenant infringements. I have, however, good news to both banks and owners. This crisis will pass and a market equilibrium shall return. No doubt at all about this. The only questions that still remains is ‘when?’! It is the answer to the fundamental question of ‘when?’ that will determine the fate of many owners and the losses of many banks. As neither the banks not the owners know when the market shall recover, they are both trying to ‘survive’. Until now, such survival has, on the whole,
been achieved via co-operation. Owners focus on
ing orders and throttles existing commitments. Own-
liquidity, cost cutting, maximizing revenues, spinning
ers with vessels on order, have the chance of either
off all non-core assets and activities as well as by
walking away, or postponing the order or committing
contributing further own resources to the extent that
more capital. Thus far, they have mainly chosen the
they can do so.
route of postponement, thus spreading out the order book. This slippage, however, has not resulted in
Banks have been patient and have provided loan re-
a reduced order book and in occasions where own-
structures in return for higher margins and evidence
ers have walked out, the vessels were still eventually
of owner commitment. However, to both banks and
built for another owner.
owners, time is beginning to run out, as all the easy solutions have been utilized and the situation is grim-
As the market situation worsens, there will be more
mer than before.
layoffs, scrapping and cancellations / defaults. Shipbuilding capacity has already started to be reduced
The ‘credit crunch’, whereby fresh bank credit is
primarily in China and to a lesser extent in South Ko-
low, difficult and expensive, is actually helping the
rea and Japan.
shipping industry. It discourages further newbuild-
However, all the above is ‘evolutionary’ and not ‘im-
financial focus nafs mag. 13 mediate’ in effect.
Net Fleet Growth / Growth Without Scrapping / Cargo Bulk Trade Growth / World GDP Growth
esSmaSon
Having laid out the basic parameters in the issue of where the dry bulk market is, I wish to concentrate
20.00%
on the fundamental question of ‘when’, i.e. ‘when’ will
18.05%
Sources: Cargo Bulk Trade Growth: Platou 2011-‐2012, Howe Robinson Fleet: Simpson Spence and Young / Petrofin World GDP: World Bank, Howe Robinson
the market equilibrium be reached and ‘when’ will the current surplus be absorbed? 15.00%
16.70%
14.36%
The general consensus is that the market will take a
12.12%
long long time to absorb surplus capacity. However, rather than providing unsubstantiated beliefs and crystal ball gazing, I will seek to present reasoned
12.63%
10.00% 7.74%
analysis of where we are going.
9.53%
9.00%
8.84%
7.30% 7.24%
The difficulties associated with ‘forecasting’ in that is depends on the collective actions of both owners
18.81%
6.41% 5.00%
4.72%
and banks, as well as the global economy and world
6.36% 6.05%
6.07% 5.26% 4.25%
trade which in turn depends on global sentiment,
4.10%
2.84% 2.00%
confidence, central bank and state actions.
7.21% 6.55%
6.95%
7.03%
6.82%
6.00%
6.67% 4.10%
3.60%
6.54%
7.24% 5.30%
4.20%
4.00%
3.80%
2.70%
3.10%
2.50% 1.50%
2014
2013
2012
end 2011
-‐2.30%
end 2010
end 2009
end 2008
end 2007
end 2006
end 2005
end 2004
end 2003
This shows demand and supply for the dry bulk fleet
end 2002
end 2001
0.00%
Let me begin then. Please see Graph 1 by Platou. over the last 10 years. The key to reading this chart is by reference to the utilization rate. As you will ob-
-‐5.00% Net Fleet Growth
serve, the utilization rate crossed the 90% mark in
Growth Without Scrapping
Cargo Bulk Trade Growth
World GDP Growth
mid-2003 and stayed about this rate until the end of 2008, when the banking crisis began. As the rate approached 100%, shipping experienced
each of the above years resulting in a fall of the fleet
market. However, what is needed is not only for
utilisation rate.
demand growth to match supply growth, but for the current surplus to be reduced and for utilisation rates
very bullish market conditions, which led to overordering and created the current problem.
For astute readers, I should hasten to add that there
to rise.
are other factors that affect the supply side, such as
Although the adjustment process shall be slow
The utilisation rate movements explain why we en-
congestion, slow steaming, lay-up and weather. As
and the danger of further orders is always present,
joyed a reasonable market in the second half of 2009
such, to some extent, the large surpluses have been
should the above prognosis materialise in 2012,
and the whole of 2010, but have been sliding in 2011
cushioned by the above factors, though not elimi-
we should see a rise of the utilisation rate to levels
and early 2012. In answering the fundamental ques-
nated, hence the increasing supply and utilization
above 90%, hence a recovery in 2013 and 2014 to
tion of ‘when’, we need to see when the utilization
rate falls.
at least 2010 market conditions. The recovery of the utilisation rate shall not be smooth but erratic. How-
rate will cross the 90% rate. Currently, we are at approximately 85%, where the 15% surplus has driven
Let us now move to the world of ‘reasoned progno-
ever, as 2013 and 2014 dry bulk growth expectations
rates down to operating expense levels.
sis’.
are for higher growth than 2012, it is forecasted that
The 2012 green line forecast shows an estimated
the current fleet surplus shall slowly absorbed.
To provide a reasonable prognosis to the key ques-
pronounced fall in the pre-scrapping net fleet growth
A rush of new orders can and will delay the mar-
tion, I refer readers to Graph 2. Please bear with me,
to 12.63% after cancellations, postponements and
ket recovery whilst a pick-up of Chinese and global
as I go through it.
on account of a slowdown in new orders in accord-
growth will shorten the period until the current sur-
ance with our analysis. As you will see, the gap with
plus shall be absorbed.
The green line until 2011 shows the net dry bulk fleet
the blue line is increasing due to record scrapping
growth without scrapping. As you will see, it peaked
forecasts for 2012. To give readers a better idea,
In conclusion, as the current order book works
at 18.81% in 2011. For 2012 and beyond, the green
the scheduled newbuilding deliveries for 2012 are
through the ship building system, demand / supply
line represents orders that will be delivered in each
132.6mDWT (Clarkson’s Fleet Register – February
conditions should return to near equilibrium from
year after estimated postponements, cancellations
2012). This figure after postponements, cancella-
2013-2014. However, what is needed is the current
and new orders placed with deliveries in each year.
tions etc, as well as scrapping and due to the bad
supply to be reduced by a period of demand exceed-
The blue line shows the net dry bulk fleet growth
market conditions, is expected to fall to a net 40m
ing supply and the utilisation rates rising to 90% and
after scrapping with the difference between the two
DWT fleet increase. Hence a considerable market
above. This will require considerable new order re-
lines representing scrapping. Due to scrapping in
induced adjustment.
straint by owners and banks, a lot of postponements, reduced shipbuilding capacity, continued scrapping
2011, the actual net tonnage growth was 14.36% as opposed to pre-scrapping of 18.81%.
The result, if our assumptions as to the above pa-
and fleet inefficiency, as well as pick-up in demand.
The purple line at the bottom of the graph shows
rameters hold true, is for a net fleet growth after
The above pre-conditions for a robust recovery may
World GDP growth per annum, whereas the red line
scrapping of only 6.54% for 2012. This, should it
appear daunting but not improbable. For owners
since 2010, shows the cargo bulk trade growth. It is
materialize, would be very good news. For 2013,
and banks, surviving the next 1-2 years will remain
this red line, together with the blue line that deter-
the net fleet increase is estimated at 7.24% falling
their main goal. For those that survive the famine
mine if there is a minimal surplus.
to 5.3% in 2014.
years, the future, once the market shall recover,
Although world GDP growth for 2012 is expected to
looks very promising.
As you will see, in both 2010 and 2011, net fleet af-
slowdown from 3.8% in 2011 to 2.5% per annum,
ter scrapping increases have been 16.7% in 2010
Cargo bulk trade growth according to Howe Robin-
and 14.36% in 2011, clearly rates that could never
son, is expected to rise in 2012 to 7.3%. This com-
be matched by cargo growth which remained at 9%
pares well with the 6.54% net fleet increase, which
and 6% per annum. Hence, there was a surplus in
shows for the first time, since 2008, a more balanced
nafs mag. 14
shipping news
E.E.E. Εκλογή νέου Διοικητικού Συμβουλίου για την προσεχή τριετία
Ελληνική Εμπορική Ναυτιλία: Ο πλέον αξιόπιστος εταίρος της Ε.Ε. Στα πλαίσια των τακτικών επαφών της Ενώσεως
οποία υποσκάπτουν τη διεθνή ανταγωνιστικότητα
Ελλήνων Εφοπλιστών με τα θεσμικά κοινοτικά
του κοινοτικού στόλου και δίνουν λαβή για λήψη
όργανα, αντιπροσωπεία της υπό τον Πρόεδρο, κ.
άλλων περιφερειακών μέτρων από χώρες όπως
Θ. Βενιάμη, πραγματοποίησε επίσημη επίσκεψη
οι ΗΠΑ, Κίνα, Ρωσία, Ινδία, Βραζιλία εις βάρος
στις Βρυξέλλες (23-25/1/12). Στην αντιπροσωπεία
τελικά του ελεύθερου εμπορίου. Στο φαινόμενο
μετείχαν οι κ.κ. Χ. Κανελλάκης, Ι. Κ. Λύρας, η Δρ. Α.
της πειρατείας διαπιστώθηκε εκ μέρους της ΕΕ
Μπρεδήμα και η κα. Κ. Πέππα.
μεγάλη πρόοδος και πλήρης συνειδητοποίηση
Στις
Ο κ. Θεόδωρος Βενιάμης Στην
Ετήσια
Τακτική
Γενική
Συνέλευση
των
μελών της ΕΕΕ που πραγματοποιήθηκε στις 8 Φεβρουαρίου 2012, στο Ίδρυμα Ευγενίδου, ο Πρόεδρος κ. Θεόδωρος Βενιάμης προέβη στον Απολογισμό των πεπραγμένων της Ενώσεως για το 2011, καθώς και σε εκτενή αναφορά στις ναυτιλιακές εξελίξεις, σε εθνικό, κοινοτικό και διεθνές επίπεδο για το ίδιο έτος. (Το κείμενο του Απολογισμού επισυνάπτεται). Οι εργασίες της Συνέλευσης συνεχίσθηκαν με αρχαιρεσίες για την ανάδειξη νέας Διοίκησης τριετούς θητείας. Το νεοεκλεγέν Διοικητικό Συμβούλιο, συνήλθε στις 9 Φεβρουαρίου 2012 στα γραφεία της ΕΕΕ και μετά την επικύρωση των εκλογικών αποτελεσμάτων, συγκροτήθηκε σε Σώμα ως εξής: Πρόεδρος: κ. Θεόδωρος Βενιάμης Αντιπρόεδροι: κ.κ. Χρήστος Κανελλάκης, Μιχαήλ Χανδρής Γραμματείς:
κ.κ.
Παναγιώτης
Λασκαρίδης,
Κωνσταντίνος Μαρτίνος Ταμίας: Δρ. Ματθαίος Δημ. Λώς Αναπλ. Ταμίας: κ. Αναστάσιος Παπαγιαννόπουλος Μέλη οι κ.κ. : Αγγελάκης
Γεώργιος,
Αγγελικούσης
Ιωάννης,
Αγγελόπουλος Κωνσταντίνος, Γράτσος Γεώργιος, Δαλακούρας
Γεώργιος,
Ιωαννίδης
Ιωάννης,
Καρούσης Κωνσταντίνος, Κολλάκης ΠαντελήςΕλευθέριος
(Λου),
Κούστας
Ιωάννης,
Κωνσταντίνος,
Κουμάνταρος
Γεώργιος,
Κωνσταντακόπουλος
Λαιμός
Αντώνιος-Θωμάς,
Λεκανίδης Στέφανος, Λιβανός Γεώργιος, Λύρας Κ.
Ιωάννης,
Μακρυμίχαλος
Γεώργιος,
Ξυλάς
Ιωάννης, Οικονόμου Γεώργιος, Πολέμης Σπυρίδων, Προκοπίου Γεώργιος, Τραυλού Μελπομένη, Τσάκος Νικόλαος, Φαφαλιός Λουκάς.
συναντήσεις
της
αντιπροσωπείας
της
των διαστάσεών του, ανθρωπιστικών, εμπορικών,
ΕΕΕ διαπιστώθηκαν θετικές εξελίξεις σε μια
πολιτικών και οικονομικών. Η ΕΕΕ τόνισε τον
σειρά θεμάτων που απασχολούν την ελληνική
εμφανή κίνδυνο διατάραξης της ομαλής διακίνησης
εμπορική ναυτιλία. Στην Ευρωπαϊκή Επιτροπή η
του διεθνούς εμπορίου μεταξύ Δύσης και Ανατολής
αντιπροσωπεία συναντήθηκε με τον Αντιπρόεδρο
και τις σοβαρές οικονομικές επιπτώσεις δεδομένου
και Επίτροπο Μεταφορών, κ. Σ. Κάλλας, καθώς
ότι αποδεδειγμένα η πειρατεία κοστίζει ετησίως
και με τις Επιτρόπους Κ. Χέντεγκαρντ (Δράσης
στην παγκόσμια οικονομία 7,5 – 14 δις δολάρια,
για το Κλίμα), Μ. Δαμανάκη (Θαλάσσιας Πολιτικής
κόστος
και Αλιείας)
και Α.
Υπήρξε σύμπτωση απόψεων για την αναγκαιότητα
Πολιτισμού,
Πολυγλωσσίας
Βασιλείου
(Εκπαίδευσης,
μετακυλύεται
στον
καταναλωτή.
Νεολαίας).
διαμόρφωσης σχετικών πρωτοβουλιών από την
Επίσης, η αντιπροσωπεία είχε συναντήσεις με
ΕΕ, τα θεσμικά όργανα της οποίας αποδεικνύουν
τον Αναπληρωτή Γενικό Διευθυντή Μεταφορών,
πλέον
κ. Φ. Καραμήτσο, τον Διευθυντή για την πειρατεία
αντιμετώπιση του προβλήματος με συντονισμένες
στον Ινδικό Ωκεανό της Ευρωπαϊκής Υπηρεσίας
ενέργειες και αποφασιστικότητα. Η χρήση ένοπλων
Εξωτερικής
καθώς
φρουρών επί των εμπορικών πλοίων αρκετών
Διεύθυνσης
κοινοτικών σημαιών, σύντομα και της ελληνικής,
Απασχόλησης και Κοινωνικών Υποθέσεων και
αναφέρθηκε ως ένα αναγκαίο συμπληρωματικό
της Διεύθυνσης
Συμβουλίου
μέτρο, στο παρόν στάδιο, για την προστασία των
Υπουργών. Στο Ευρωπαϊκό Κοινοβούλιο έλαβαν
ναυτικών και του πλοίου, το οποίο όμως δεν πρέπει
χώρα συναντήσεις με τον Ευρωβουλευτή κ. Μ.
να αναχαιτίσει τις παγκόσμιες προσπάθειες για
Σίμψον, Πρόεδρο της Επιτροπής Μεταφορών
πάταξη του φαινομένου. Επίσης, συμφωνήθηκε
και
Γ.
η συνεχής αλληλοενημέρωση μεταξύ των δύο
Μάισνερ, Συντονίστρια Φιλελευθέρων (Επιτροπή
πλευρών και η αμοιβαία συνδρομή στην επίλυση
Μεταφορών),
του προβλήματος.
και
Δράσης,
κ.
αξιωματούχους
της
και
που
Κ.
Γενικής
Μεταφορών
Τουρισμού, τον
την
Βερβέκε,
του
Ευρωβουλευτή
Ευρωβουλευτή
κ.
κα.
Π. Λίζε
έμπρακτα
πολιτική
βούληση
για
την
(Επιτροπή Περιβάλλοντος) καθώς και με Έλληνες Ευρωβουλευτές.
Όσον αφορά το σημαντικό θέμα της μείωσης των ατμοσφαιρικών εκπομπών των πλοίων, η ΕΕΕ
Η επίσκεψη πραγματοποιήθηκε σε μία εξαιρετικά
επικρότησε την επιτυχία του αρμόδιου Διεθνούς
δύσκολη
η
Ναυτιλιακού Οργανισμού (ΙΜΟ), να ηγηθεί των
Ελλάδα όσο και η υπόλοιπη Ευρωζώνη, και κατ’
εξελίξεων, υιοθετώντας τεχνικά και λειτουργικά μέτρα
επέκταση η ΕΕ, αντιμετωπίζουν οικονομική ύφεση
με διεθνή εφαρμογή για την ενεργειακή απόδοση
πρωτοφανούς έκτασης που οδηγεί σε καθημερινές
των πλοίων, καθώς και την αναγκαιότητα να του
ανακατατάξεις. Στο δυσμενές αυτό οικονομικό
δοθεί πίστωση χρόνου για την εξεύρεση διεθνούς
περιβάλλον, η ευρωπαϊκή ναυτιλία, ενώ δεν
λύσης προς περαιτέρω μείωση των εκπομπών.
αποτελεί μέρος του προβλήματος, καλείται αφενός
Για άλλη μια φορά τονίσθηκε το ανεφάρμοστο του
να αντιμετωπίσει σοβαρά λειτουργικά εμπόδια
συστήματος εμπορίας εκπομπών (Emissions Trade
στην ομαλή διεξαγωγή των θαλάσσιων μεταφορών
Scheme – ETS) στη ναυτιλία. Επίσης, η διένεξη
και αφετέρου να συνδράμει κατά το δυνατό στην
μεταξύ ΕΕ και 46 χωρών συμπεριλαμβανομένων
οικονομική ανάπτυξη της Ευρώπης διατηρώντας
των ΗΠΑ, εξ αφορμής της μονομερούς υπαγωγής
την στρατηγική θέση της στην παγκόσμια ναυτιλιακή
των διεθνών εναέριων μεταφορών στο ευρωπαϊκό
σκηνή.
Emissions Trading Scheme, έχει δημιουργήσει
Στις
χρονική
συναντήσεις
συγκυρία
τονίσθηκε
όπου
ιδιαίτερα
τόσο
ότι
η
προβληματισμό
όσον
αφορά
την
υιοθέτηση
βιωσιμότητα της κοινοτικής ναυτιλίας εξαρτάται
περιφερειακών λύσεων στη ναυτιλία. Παράλληλα,
από
εκδηλώθηκε προθυμία της Ευρωπαϊκής Επιτροπής
του
τη
διατήρηση
στόλου
της
ανταγωνιστικότητας
της. Αναπόσπαστο
ανταγωνιστικότητας
είναι
η
στοιχείο
παράταση
της
να εξετάσει εναλλακτικές προτάσεις, σε συνεργασία
της
με τους εκπροσώπους της ναυτιλίας.
ισχύος των Κατευθυντήριων Γραμμών για τις επιδοτήσεις στις θαλάσσιες μεταφορές, άποψη
Συμπερασματικά, διαπιστώθηκε ότι η ελληνική
που υποστηρίζει θερμά το σύνολο του κοινοτικού
εμπορική ναυτιλία παραμένει ο πλέον αξιόπιστος
εφοπλισμού και έχει γίνει αντιληπτή από τους
στρατηγικός εταίρος της ΕΕ και ευπρόσδεκτος
κοινοτικούς αξιωματούχους. Εξίσου αναγκαία είναι
συνομιλητής των θεσμικών οργάνων της, σε υψηλό
η αποφυγή λήψης περιφερειακών μέτρων, τα
επίπεδο.
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nafs mag. 16
technical issues The AQUA freshwater
Alfa Laval: A steady flow of savings The AQUA FRESHWATER GENERATOR
Alfa Laval on board
Alfa Laval can be found on most ships and in most onboard processes. This includes freshwater generation, where Alfa Laval has led the way since 1955. Drawing on our many years of experience, we create new advances based on well-known technologies. A perfect example is the AQUA freshwater generator, which takes vacuum desalination to new levels of efficiency and economy. AQUA’s all-in-one plate technology cuts seawater requirements in half. And just as importantly, it makes AQUA exceptionally easy to operate and maintain.
generator handles the entire desalination process with a single plate pack and one type of titanium plate. The result is an efficient and easily handled solution.
Two sides of the AQUA story
The story of the AQUA freshwater generator is the story of a remarkable innovation, fully tested both on and off shore. AQUA represents a major process breakthrough, with benefits for ship owners, ship operators and shipyards alike.
One half of the story … Through unique plate technology that requires only half as much seawater, AQUA generates both fresh water and savings for ship owners and ship operators. Half the seawater flow translates into half the pumping requirements, with a corresponding reduction in electrical energy. In other words, less fuel is consumed in running the freshwater generator, and less CO2 is released into the atmosphere as a result. In addition, AQUA features wetted parts in titanium and an optimized flow that keeps the natural build scaling to a minimum. So like Alfa Laval’s global resources and support, AQUA is a solution that will be available for the lifetime of the ship.
… and the other half In cutting the need for seawater in half, AQUA creates substantial benefits for shipyards as well. Since there is only half the seawater to move, the pumps that are installed with AQUA can be smaller. And that means a lower investment cost. Likewise, there is less energy to invest in planning an AQUA installation. The dimensions of the connecting pipework can be smaller than that of other solutions, and the compact design of the freshwater generator allows flexible placement in any engine room layout. Since the plate pack opens easily within the space of the AQUA frame, only a minimal service area is needed.
AQUA – inside and out
The AQUA freshwater generator handles the entire desalination process with a single plate pack and one type of titanium plate. The result is an efficient and easily handled solution.
Serving it all on one plate
fall into the sump at the bottom of the freshwater generator. Only clean freshwater vapour reaches the top section, where it is cooled and condensed into fresh water.
The AQUA plate pack contains purpose-made plates
Perfect distribution across the plates ensures that dry spots are eliminated, which means the natural scaling
with 3-in-1 technology. Evaporation, separation and con-
process is minimized. And because the vacuum is contained in the plate pack itself, no outer shell is necessary.
densation occur on a single type of plate, designed with
In many cases, additional plates are all that is needed to increase freshwater capacity.
Alfa Laval’s fluid handling expertise.
Room to move and grow
Feed water passes through the lower section of the plate
The space-saving construction of AQUA combines ease of installation with ease of use. The AQUA plate pack
pack, where it is evaporated at 40-60°C in a vacuum of
simply slides open for maintenance, which means that only a minimal service area is required around the compact
85-95%. As the vapour rises between the plates, it pass-
frame.
es through the separator section, which causes brine to
Not only is the freshwater generator itself smaller than other solutions, so are the pumps and pipes connected to it.
nafs mag. 17
Doing the job with less
The AQUA freshwater generator operates economically with only half the seawater flow. Though it provides exceptional long-term efficiency, it requires only minimal maintenance.
Less seawater, less impact AQUA makes efficient use of the heat that already exists on board, employing jacket water, steam injection or a Hot Water Loop as a heating medium. But just as importantly, it makes efficient use of seawater. This means that AQUA provides better operating economy, not only compared to shell-and-tube models, but also compared
necessary pumping capacity and allows smaller seawater pumps to be installed. This in turn reduces the consumption of electrical energy, which is usually produced through the burning of expensive fuel. Naturally, a reduction in fuel use means money saved. But it also means savings for the environment. Cutting fuel consumption means cutting CO2 emissions, and that makes AQUA as good for the climate as it is for your economy.
Less work and worry Just as AQUA requires less electrical energy to generate freshwater, it demands less energy from you. AQUA’s
to other plate-based freshwater generators.
operation is fully automatic, and its very low hold-up vol-
Because it requires only half the seawater flow needed
ume prevents any sloshing due to pitch and roll. Moreo-
by any other freshwater generator, AQUA reduces the
ver, the system continuously controls the quality of the
fresh water, which has a lower salinity than that provided by other solutions. Due to optimized technology that inhibits the natural scaling process, AQUA also provides longer maintenance intervals. When maintenance is necessary, there are few bolts to handle and no pipes to dismantle, and correct and easy reassembly is ensured by AQUA’s design features. Among these are gaskets with rubber flaps that indicate proper plate assembly, as well as distance pipes that ensure proper plate alignment and correct tightening. Best of all, AQUA’s wetted surfaces are all made of titanium, which means there is no risk of corrosion or erosion. Natural scaling can be kept to a minimum with a Cleaning-in-Place (CIP) system and biodegradable chemicals – without opening the freshwater generator.
Keeping it simple With its streamlined installation and maintenance-friendly setup, the AQUA freshwater generator reduces both initial investments and lifecycle costs. This makes it an ideal solution for use on ships and rigs, as well as in remote onshore locations.
Easy to fit or retrofit
AQUA means good news, both for shipyards and for those looking to retrofit. Possible to install in any direction, it allows for a more compact and flexible installation. In fact, AQUA saves considerable space and weight over other types of freshwater generator. Not only does AQUA itself have a smaller footprint, it also has a service area up to 50% smaller than that of shell-and-tube models. In contrast to other plate-based models, the vacuum is contained in the plate pack, so there is no outer shell that requires extra space to open. Also reduced is the size of the seawater pumps and pipes, since AQUA needs only half of the seawater required by other solutions. So the total installation, including both the freshwater generator and the surrounding equipment, can be made with less difficulty and a lower investment.
Performance that lasts
As a start-and-forget answer to freshwater needs, AQUA provides long-term as well as shortterm benefits. This is due to its use of proven Alfa Laval technology, tested both on and off shore. For example, AQUA takes full advantage of Alfa Laval’s expertise in fluid handling. By better distributing a smaller amount of water, AQUA avoids the creation of dry spots, which helps to inhibit the natural process of scaling. Together with the use of corrosion- and erosion-resistant titanium for the plates and other wetted parts, this ensures a trouble-free installation that will last the life of the ship. Likewise, AQUA is built to expand as demands increase. Because the same efficient design covers the whole operating range, additional plates are often all that is needed to increase freshwater capacity. In other words, AQUA is a single solution for both today’s and tomorrow’s freshwater needs. And since Alfa Laval is a global supplier, we can also meet your need for service and support – around the clock and around the world.
Alfa Laval can be found on board most ships and provides support through a global organization. Our products include systems for fuel conditioning, separation, heating, cooling, tank cleaning, filtration, desalination, waste treatment and ballast water treatment. As a leading supplier, we strive for the most efficient, reliable and environmental solutions. Our drive is the partnership with our many customers – together we set the standard. For more information, please visit www.alfalaval.com/marine
nafs mag. 18
insurance market
Victoria Liouta, managing director Vilmar International S.A Marine Insurance Risks after “Costa Concordia” It has been only few days after the new year has
with the massive liabilities, however all claims great-
large marine claims based on costly investigation of
started that we watched in the news a huge tragic and
er than $8million will get pooled within the IG of P&I
liabilities involved.
a casualty which seriously concerns the insurance in-
Clubs which is protected by external reinsurance for
I can only note that insurance is necessary to anyone’s
dustry. The sinking of Costa Concordia cruise ship off
claims that exceed $60 million. With that in mind and
business when such unexpected casualties and other
Tuscan coast of Italy on January 13 has already loss-
considering that the fiscal year for all P&I Clubs is the
heavy burdened incidents happen which give rise to
es which reach about $1 billion with the bulk of burden
end of February the Costa Concordia disaster will defi-
many liabilities and claims. It is time to consider the
going to reinsurers. A big portion of it will obviously
nitely have a serious crash on all insurance results for
importance of insuring ship and passengers, on the
cover damage to the ship and the balance will cover
this year leaving still unknown how much will fall on the
other hand, insurance world is suffering with heavy
personal injuries, liability and environmental losses.
hull side and how much on the P&I market.
costs which again have serious impact on the insur-
Referring to the latter, the losses will be lessened if
It may be possible that the two ship’s Clubs will have
ance rates for owners and ships.
the fuel oil and lubricants are successfully removed by
very little retained premium to pay this loss and is likely
Then again, far from the ship’s insurance depressing
Royal Boskalis Westminster’s Smit Salvage company
that they financially suffer badly this year, especially if
results, the incident might have an assessable impact
which started already the pumping of fuel. Weather
big pollution claims arise in case fuel is leaked from
on bookings with the season still not started and pos-
conditions are important to facilitate the operation oth-
vessel’s tanks. It is also expected that the reinsur-
sibly a long-term impact on cruise industry growth irre-
erwise bigger problems and complications may arise.
ance cost will rise among the 13 Clubs of International
spective if even the most sensitive American travelers
It is admitted that the wrecked cruiseliner turned out to
Group and the Clubs which insure cruise liners will see
continue to travel. Owners will obviously assume dif-
be the biggest insured loss in maritime history, carry-
their cost of cover higher within the Pool.
ficult fiscal year resulted from pretty evident cause that
ing over 4,000 passengers and crew, killing at least 15
It is nevertheless noticeable that other sources refer to
human factor plays the most important role in such
and injuring many others. The insurance world of the
the shipwreck as not big enough to dent the insurance
tragedies. Other consequences are being discussed
ship and her owners has to consider two issues: the
industry’s capital reserves and the fact that the losses
on the various market’s tables after the disastrous
two clubs that insure each other for personal injuries
are very well spread in various markets and heavily
incident including among others, the change of IMO
and shipwreck as well as environmental damage and
reinsured as well, the impact on the hull side might
rules for passenger vessels, quality of training given
the consortium of insurers who underwrite the ship
not be that catastrophic this year. Yet, the market talks
to entertainment and hospitality staff on cruise liners,
itself. The ship is insured for 405 million euros by in-
about losses which exceed the ones in Exxon Valdez
tighter ship safety procedures, crew training standards
surers among which are GARD, XL, RSA, Generali,
disaster in Alaska.
etc. to prevent a repeat of Costa Concordia shipwreck.
AXA, Hannover Re, Allianz and Chartis. Sources in
Many companies, insurance or other, work on the de-
When such catastrophic incidents happen many rules
the market state that “the participants on the policy
tails of the disaster and it remains to come to firm con-
change and immediately insurance markets adjust the
will be fairly well spread across the market” which may
clusions on cost or liability issues, still, the timing of the
risk and the possibility of similar tragedies.
also mean that the losses are expected to be easy for
disaster may be proved difficult for some insurers who
It is official status that this loss will put pressure to ma-
the industry to absorb.
announced their losses already for 2011. Any resolu-
rine insurance before the year begun and apparently
London based Standard Club which has confirmed is
tion of the claims will not be quick and it is well known
insurers will have to raise their prices. It remains to
the leading P&I insurer of the ship is already dealing
to the market that it usually takes years to settle these
see the results.
ilmar ilmar
International s.a International s.a
Claims Consultants & Insurance Brokers Claims Consultants & Insurance Brokers
107-109, Filonos Str. 6th Fl. - Piraeus 18536, Greece Tel: +30 210 4511615 - Fax: +30 210 4511616 Email: info@vilmar.gr 107-109, Filonos Str. 6th Fl. - Piraeus 18536, Greece Tel: +30 210 4511615 - Fax: +30 210 4511616 Email: info@vilmar.gr
nafs mag. 20
piracy report
article
Konstantinos G. Apostolopoulos:
Maritime Piracy Nowadays : A calm before the Storm ASPIDA MARTIME SECURITY
“Piracy rates seem to be a rather controversial phenomenon. Although pirate attacks see a continuous increase, at the same time successful hijackings have decreased. This is a result of the presence of Naval and Military forces concentrated above and beyond the Arabian Sea strengthened by the use of Private Contracted Armed Security Personnel. It is important to note though that serious and continuing threat remains in the wider area of the Indian Ocean and especially in the Gulf of Aden.” Konstantinos G. Apostolopoulos Sales Manager,Aspida Maritime Security
Maritime Piracy is a contemporary ‘reality’ of the
note though that serious and continuing threat
practice.
High Seas. Currently at its peak, Piracy could
remains in the wider area of the Indian Ocean
Frankly, shipowners’ decision to engage PCASP
be considered as one of the most nuisance, yet
and especially in the Gulf of Aden. Bob Jaques
should be made after due consideration of all
dangerous for crew and vessels, threats. This
(Seatrade Magazine, Issue 5), writes that:
the risks and subject to a (non-existent yet)
phenomenon has raised numerous debates
“Piracy attacks off the cost of Somalia and out in
comprehensive legal framework. Owners and
coming from all parties concerned. As per today,
the Indian Ocean have reached critical levels.”
Masters should follow the IMO guidelines which
no clear answers have been given and no long
There is a belief that pirates cannot easily return
has made some progress this year towards
term or even comprehensive solutions have
to the level of success as of 2010. On the one
recognizing the use of armed guards and should
been adopted. Existing and up-and-coming
hand we have depletion in the quality of pirate
also get advise from their Flag State and insurer.
actions that require great attention are herewith
crews as many of the experienced pirates are
Certainly, armed guards as a pirate deterrent
discussed.
now in prison and on the other hand there is
remains a ‘hot issue’. There is a great concern
The International Maritime Bureau PRC has
a new wave of opportunistic and under-skilled
about the presence of the rifles onto the ship on
recorded 439 incidents of Piracy & Robbery in
pirates. The fact that the new generation of
that the pirates will become more aggressive.
2011, compared to 445 in 2010. 237 of the in-
pirates are inexperienced, acting in an oppor-
Some others believe that the private hiring of
cidents are accredited to Somali Pirates. These
tunistic manner & operating closer to the shore,
armed guards could lead owners facing criminal
incidents continue to intimidate an extended
pose a threat to become more violent. Along the
prosecution. Although the above if not appropri-
geographical region – from the Southern part of
same lines, Thimio Mitropoulos, IMO secretary
ate care is put in place, may be true; shipown-
the Red Sea in the west to 76o East longitude
general, has stated that “pirates have become
ers attention should remain in the fact that
and beyond in the east. Incidents have also
bolder, more audacious, more aggressive and
numerous Private Maritime Security Companies
been reported off the coast of Oman / Arabian
violent than before. They subject their captives
(PMSC) ‘pop up’ and sale ‘professional’ offering
Sea in the north extending southward to 22o
to terror, abuse, and torture”. The latest such
guardianship with low cost.
South.
unfortunate incident took place at MV Shiuh Fu
Most of the attacks incorporate the use of fire
where pirates adopted a new and graphic tactic
ures that lead to the decrease of incidents are
arms which is a cause of great concern to the
to force owners to pay ransom; they cut the arm
a result of combined efforts from Naval Forces,
merchant navy fleet as it forms a serious threat
of the captain of the ship. This event marks the
Best Management Practices (BMP), use of cita-
not only to injury and death of seafarers but also
first noted incident of force amputation in recent
dels and Privately Contracted Armed Security
loss to the ship, cargo and damage the environ-
years as well as a significant turn in the way
Personnel (PCASP), attention should be given
ment. The pirates fire automatic weapons and
pirates treat hostages.
when deploying the later. Owners should be
Rocket Propelled Grenade (R.P.G) at merchant
Although shipowners are aware of the threat,
careful when they see low cost “professional
vessels in an attempt to immobilize them or to
some believe that the risk of hijacking is really
PMSC’s”. Each armed security mission is a
board and hijack them. As of recorded incidents
low (0,3%, source One Earth Future). They
small military operation and entails high costs.
Bulk Carriers, Chemical Tankers, Containers,
think that a quick payment to the pirates would
Very low prices actually mean that a provider is
Tankers, General Cargo have been noticed to
result to quick release of crew and vessel. Some
cutting corners. Maritime Security is not a com-
be the most vulnerable types to be attacked.
others prefer to reroute ships in order to avoid
modity and PMSCs should not be chosen based
Piracy rates seem to be a rather controversial
risky waters. Meanwhile, shipping operators and
just on price. Unsuitable insurance, improper
phenomenon. Although pirate attacks see a
insurers advocate for the use of armed guards -
and illegal weaponry, poorly trained personnel,
continuous increase, at the same time success-
a practice that is governed by the nation in which
lack of procedures and adherence to port regula-
ful hijackings have decreased. This is a result of
a given vessel is registered. There is a range of
tions may result to a lower price but may lead to
the presence of Naval and Military forces con-
flag requirements regarding the approval of the
complications, vessel delays, arrests and liability
centrated above and beyond the Arabian Sea
use of armed guards, from those that prohibit to
claims. So the price may be lower but at what
strengthened by the use of Private Contracted
those that recommend them. At the same time
actual cost? In the Security quality is essential if
Armed Security Personnel. It is important to
International Chamber of Shipping supports the
not demanded.
Although nowadays counter-meas-
nafs mag. 22
international shipyards
article
Dimitris Vranopoulos: Classification Societies: Their importance
in vessel newbuilding and drydocking surveys MD, MARINE PLUS S.A
• Certification of materials / components, appraisal of
age – Equipment Loss/Damage. 2) Lay – Up Surveys:
materials and equipment used in the construction of the
Cold-Hot Lay – up. 3) Re-Activation Survey 4) Ship
ship, including inspection at works when required: After
A. Origins In the second half of the 18th century, marine insurers based at Lloyds Coffee House in London, developed an independent mechanism for the technical assessment of ships which were candidates for marine insurance. At that time, an attempt was made to “classify” on an annual basis the condition of each ship. Hull was classified as A,E,I,O or U. Equipment was graded G,M or B (Good, Middling or Bad). The “classification” concept soon spread to other countries and insurance markets, eg Bureau Veritas (BV) was founded in Antwerp, then moved to Paris in 1832. Lloyds Register was established in 1834, Rina in 1861. Other societies followed (DNV, GL, NK, RS etc). Each classification set their own standards and rules for vessels to be either “in” class or “out” of class.
B. Modern Times Classification societies met on several occasions to try to bring uniformity in rules applicable to ship construction and maintenance, and in 1968 the main 7 societies formed IACS (International Association of Classification Societies). A year later, in recognition of their combined technical knowledge and experience of their members IACS was given consultative status with the IMO (International Maritime Organization). Today, IACS has 13 members, covering 90% of all ships engaged in commercial tonnage involved in international trade worldwide. In total there are over 50 organizations providing some form of classification services to the world shipping fleet.
C. Scope of Classification Societies NEWBUILDINGS For vessels to be constructed, class rules are developed to establish standards for structural strength, watertight integrity, suitability of the propulsion and steering systems, power generation and auxiliary systems built in to the vessel to assist in its operation. In particular, class undertakes: • Ship design review, approval of plans and drawings: When an owner first requests that a vessel be classed, the shipyard or design agent presents drawings and calculations to class for a systematic detailed review for compliance with the class rules.
Sales Survey 5) Port State Control Inspections.
attend the vessel at the shipyard from keel laying to
D. How Class Interfaces With the Shipowner
delivery. The surveyors verify that the approved plans
From the above it is clear that owners need to work
are followed and the rules are adhered to. During the
constructively and in harmony with class, otherwise their
construction of the vessel, surveyors witness, at the
vessels will not be able to operate commercially. This is
place of manufacture or fabrication, the tests of materi-
often a fine balance, especially when market conditions
als for the hull and key machinery as required by rules.
are extreme i.e. very high or very low freight market. In
• Surveys during construction at shipyards: Class
a high market, owners want to complete repairs as soon
Surveyors survey the building (block fabrication – sec-
as possible to take advantage of the good market. In a
tion ASSY), installation and testing of the structural and
very depressed market, such as the one we are facing
principal mechanical and electrical systems.
today, owners are more cost – sensitive and tend to do
• Attendance at test and sea trials.
the absolute necessary to comply with class rules and
• Certification: Upon satisfactory completion of the de-
secure the necessary certificates.
a design has been approved by class, class surveyors
sign review, site surveys including sea trials, an interim class certificate is issued. Final certification normally
Despite class societies competing amongst themselves
requires approval by a broader industry – based class
for the same business – with exception in most cases
committee. IACS members have incorporated series
for newbuilding where the class society contracts with
of unified rules (UR), minimum technical requirements
the shipbuilding yard and not the owner – they have a
adopted by IACS members which once ratified by
mandate to ensure vessels under their class comply
each class member are incorporated in their rules and
with their rules and regulations, as well as with all other
practices. A recent example relating to newbuildings are
statutory requirements they have been endorsed to
the common structural rules (CSR), a comprehensive
monitor. Prudent owners for the most see it is in their in-
set of minimum requirements for the classification of
terest to cooperate and comply with class requirements,
hull structures of bulk carriers and double hull tankers
however a certain amount of “flexibility” is expected to
effective since 2006.
be exercised by the attending class surveyors, whose
Statutory Services: IACS members have “recognized
experience is often critical when dealing with “grey” or
Organization” (RO) status from SOLAS and other IMO
“marginal” areas. In addition, owners expect class to
conventions, and as such can undertake on behalf of
give priority and expertise in cases such as collision
flag states a series of surveys to verify that vessels
etc, where the commercial consequences of delayed
comply with international conventions. These relate
response may be catastrophic. In my experience, during
mainly to safety at sea and protection of the environ-
a vessel’s scheduled drydocking, it is important for sur-
ment. They are generally referred to as “Statutory
veyors to maintain fairness and impartiality at all times,
requirements”, and cover four main areas: 1) Ship’s
and to ensure they conduct their surveys in an efficient
design and structural integrity – loadline and stability in
and well organized manner. Many owners have com-
intact / damaged condition 2) Pollution control related to
plained that during repairs, a surveyor will keep adding
normal ship operation (MARPOL) 3) Accident preven-
additional works which could have been assigned at
tion, including navigational aids / pollution / fir protection
an earlier time, thus causing un - necessary delay to
(SOLAS) 4) The situation after an accident including
completion of repairs and consequently delay of vessel
containment and escape.
coming back into commercial operations. This has a lot
Periodical Surveys After Vessel Construction: Once a
to do with the personality and experience of the attend-
vessel is operational, the following class surveys apply
ing surveyor, as well as the owner’s representative.
for the vessel to maintain it’s class status: 1) Annual surveys 2) Intermediate Survey 3) Special Survey 4)
Conclusion
Drydocking Survey 5) Tailshaft Survey 6) Boiler Survey
Class Societies, and in particular IACS members, have
7) Machinery Survey. In a typical 5 – year cycle, a ves-
a critical role to play in maintaining ship’s integrity and
sel will be drydocked twice, once during intermediate
seaworthiness, as well as assisting flag states and IMO
survey and once at special survey. In addition, the
conventions to be upheld for the protection of the envi-
following statutory surveys will also be performed on
ronment and safety at sea. In my experience, prudent
behalf of the flag state: 1) Safety construction 2) Safety
owners see class as an important partner in ensuring
Equipment 3) Safety Radio 4) Loadline 5) MARPOL.
that their vessels continue to earn income but at the
SOLAS requires additional thickness measurements,
same time protect human life and the environment.
verified by class, to be taken for safety construction
Greek owners in particular have shown their dedica-
renewal.
tion to safe ships and eco-friendly ships by both their
Non-Periodical Surveys Performed by class: 1) Damage
constructive participation in IMO / EU etc as well as
Surveys (Grounding – Collision – Contact – Fire –
establishing voluntary self – regulating initiatives such
Flooding – Machinery Damage – Heavy Weather Dam-
as HELMEPA. This trend will continue in future.
nafs mag. 24
συνέντευξη
Θεόδωρος Κόντες:
Σημαντικά τα οφέλη από την ανάπτυξη της κρουαζιέρας Πρόεδρος της Ένωσης Εφοπλιστών Κρουαζιεροπλοίων και Φορέων Ναυτιλίας.
«Το Ελληνικό Κρουαζιερόπλοιο έχει την ιστορία του και είναι σε θέση να λειτουργήσει σε μία ελεύθερη αγορά, αρκεί να έχουν εξασφαλιστεί όροι ανταγωνισμού που δεν θα υπολοίπονται αυτών που τα άλλα κράτη έχουν προβλέψει για τα πλοία της Σημαίας τους». Αυτό τονίζει μεταξύ άλλων στη ΝΑΥΣ ο Πρόεδρος της Ένωσης Εφοπλιστών Κρουαζιεροπλοίων και Φορέων Ναυτιλίας κ. Θεόδωρος Κόντες, σε σχετική συνέντευξη. Ο κ. Κόντες επισημαίνει μεταξύ άλλων ότι ένα «μπουμ», της Ελληνικής Κρουαζιέρας, θα εσήμαινε πολλαπλά οφέλη για την Χώρα. Αναλυτικά, η συνέντευξη του Πρόεδρου της Ένωσης Εφοπλιστών Κρουαζιεροπλοίων και Φορέων Ναυτιλίας, έχει ως εξής: Κρουαζιέρας, θα εσήμαινε πολλαπλά οφέλη για την
σε τέτοιου είδους εξελιγμένα και σύγχρονα πλοία
Χώρα, ένεκα της ποικιλίας δραστηριοτήτων που
οφείλεται στον ανθρώπινο παράγωντα. Φυσικά,
δημιουργούνται από τον κλάδο αυτό της τουριστικής
παράλληλα με την αξιοπλοια ενός πλοίου, είναι
ναυτιλίας, από τον οποίο αναπτύσσεται η τοπική
ανάγκη να υπάρχει και η ανάλογη επάνδρωση και
Ν:Τι σημαίνει για το ελληνικό κρουαζιερόπλοιο
κοινωνία των λιμένων προσεγγίσεως της χώρας και
εκπαίδευση των πληρωμάτων σε όλα αυτά τα μέσα
(πλοιοκτησία και ναυτικούς) η πλήρης άρση του
ιδιαίτερα της νησιωτικής, όπου αυξάνονται οι θέσεις
και συστήματα που η τεχνολογία έχει αναβαθμίσει
καμποτάζ; Ελήφθησαν υπ’ όψιν τα συμφέροντα
εργασίας, λειτουργούν όλοι οι τομείς ανεφοδιασμού
στον μέγιστο βαθμό. Όμως, ο βαθμός ανταπόκρισης
των υπό ελληνική σημαία κρουαζιεροπλοίων και
των πλοίων, διευρύνεται ο κύκλος δραστηριότητος
των πληρωμάτων σε περιπτώσεις κινδύνων είναι
των ελληνικών πληρωμάτων ή επωφελούνται από
των ναυτιλιακών γραφείων, ο ναυποεπισκευαστικός
κάτι το οποίο έχει σχέση και με τις συνθήκες του
τα νησιά - διαμάντια του Αιγαίου μόνο τα ξένα
τομέας και τόσα άλλα.
ατυχήματος, αλλά και με την νοοτροπία του κάθε
κρουαζιερόπλοια;
ατόμου και την ικανότητα να μπορέσει να αντιδράσει
ΘΚ:Η Απελευθέρωση του Cabotage για τα
Ν: Η μεγέθυνση των κρουαζιεροπλοίων με
σωστά σε πραγματικά γεγονότα. Δεν παραλείπουμε
Κρουαζιερόπλοια που δεν φέρουν κοινοτική σημαία,
τη δυνατότητα μεταφοράς πολλών χιλιάδων
να αναφέρουμε ότι, η ανάγκη της εκπαιδεύσεως και
αφορά μία ρύθμιση που σκοπό έχει να δημιουργήσει
επιβατών κατά μονάδα είναι προφανές ότι θέτει
μετεκπαιδεύσεως όχι μόνο των πληρωμάτων των
ένα καθεστώς ελεύθερης αγοράς, όπως συμβαίνει με
νέες παραμέτρους ασφαλείας, όπως κατέδειξε το
πλοίων, αλλά γενικά όλων των απασχολουμένων
όλα τα άλλα ναυτιλιακά κράτη της Ε.Ε., η νομοθεσία
τραγικό ατύχημα του Costa Concordia. Παρά τις
σε μέσα μαζικής μεταφοράς, πρέπει να είναι πάντα
των οποίων επίσης δεν προβλέπει τέτοιους
υψηλές προδιαγραφές ναυπήγησης, ο ανθρώπινος
υψηλής προτεραιότητος και αυτό αποτελεί πρώτα
περιορισμούς.
παράγοντας εξακολουθεί να αποτελεί την κύρια αιτία
από όλα ευθύνη των αρμοδίων κρατικών αρχών.
Το Ελληνικό Κρουαζιερόπλοιο έχει την ιστορία του και
ατυχήματος. Ποιά είναι η άποψή σας επ’ αυτών καθώς
Τέλος, όσον αφορά την λιμενική υποδομή των
είναι σε θέση να λειτουργήσει σε μία ελεύθερη αγορά,
επίσης και: α) Για το αν η ναυτική ικανότητα ναυτίλων
Ελληνικών λιμένων και ιδιαίτερα του νησιωτικού
αρκεί να έχουν εξασφαλιστεί όροι αναγωνισμού που
και πληρωμάτων ανταποκρίνεται στα τεράστια αυτά
χώρου, είναι γεγονός ότι υπάρχουν σοβαρές ελείψεις
δεν θα υπολοίπονται αυτών που τα άλλα κράτη έχουν
μεγέθη πλοίων και στους νέους κανόνες ασφαλείας
και η Ένωση μας βρίσκεται σε στενή συνεργασία με
προβλέψει για τα πλοία της Σημαίας τους.
και β) Αν οι λιμενικές εγκαταστάσεις και ο εξοπλισμός
τους Οργανισμούς λιμένος και τα Λιμενικά ταμεία,
Όσον αφορά τους Έλληνες ναυτικούς, εκτιμάτε ότι
των ελληνικών νησιών και λιμένων είναι σε θέση να
λιμένων όπου προσεγγίζουν τα κρουαζιερόπλοια.
η προτιμησή των, όχι μόνο στα με Ελληνική Σημαία
ανταποκριθούν στις νέες απαιτήσεις.
Το γεγονός δε ότι Οργανισμοί λιμένων συμβαίνει
πλοία, αλλά και στα άλλα ελληνόκτητα ακόμη και σε
να είναι μέλη στην Ένωση μας, διευκολύνει ακόμα
τρίτες πλοιοκτησίες, δεν θα σταματήσει για αυτούς
ΘΚ: Είναι γεγονός ότι την τελευταία δεκαπενταετία
περισσότερο την εκπλήρωση κοινών στόχων, που
που επιθυμούν πράγματι να έχουν εργασία.
παρατηρήται γιγαντισμός στην κατασκευή των
είναι η εξυπηρέτηση των πλοίων και των δι’ αυτών
Κρουαζιεροπλοίων και σύμφωνα με αυτά που
διακινουμένων επιβατών – τουριστών.
Ν:Άλλοτε, πολλές ελληνικές εταιρίες
παρακολουθούμε, η τάση αυτή θα συνεχιστεί και
κρουαζιεροπλοίων διέπλεαν το Αιγαίο, την Ανατολική
στο μέλλον. Το αρμόδιο ναυτιλιακό Όργανο για την
Ν Δώστε μας ένα πλήρες προφιλ της Ένωσης
Μεσόγειο και την Μέση Ανατολή αλλά και τη Δυτική
ασφάλεια των πλοίων, ο IMO, μελετά την τελευταία
Εφοπλιστών Κρουαζιεροπλοίων και Φορέων
Μεσόγειο, με αφετηρία τον Πειραιά. Ποιοί οι λόγοι
πενταετία έντονα τα μέτρα ασφαλείας που θα
Ναυτιλίας.
συρρίκνωσης της ελληνικής κρουαζιέρας;
πρέπει να πληρούν αυτές οι πλωτές πολιτείες και
ΘΚ Η νεοσύστατη Ένωση μας στόχο και σκοπό
ΘΚ: Οι λόγοι συρρίκνωσης της Ελληνικής
προκειμένου να ελαχιστοποιηθούν οι κίνδυνοι από
έχει να βοηθήσει, με όλους τους τρόπους, στην
Κρουαζιέρας οφείλονται αποκλειστικά στην αδράνεια
ένα ατύχημα, αναβαθμίζονται όλοι οι τομείς που
αναβάθμιση και την αναπτυξή της Κρουαζιέρας, ώστε
της Πολιτείας να λάβει τα αναγκαία μέτρα στήριξης,
έχουν σχέση με την πυρκαγιά, τα σωστικά μέσα, την
να μπορέσει να επανέλθει στα αξιοζήλευτα επίπεδα
παρά τις επισημάνσεις και παρεμβάσεις των
εγκατάλειψη, την στεγανή υποδιαίρεση, την ευστάθεια
του παρελθόντος.
διαχειριστριών εταιρειών, αλλά και των συλλογικών
κλπ. Αν ανατρέξει κανείς στις στατιστικές ναυτικών
Το Σωματείο μας, στο οποίο είναι μέλη πλοικτήτριες
οργάνων εκπροσώπησης του εφοπλισμού της
ατυχημάτων των τελευταίων τεσσάρων δεκαετιών ή
– διαχειρίστριες Εταιρείες Κρουαζιεροπλοίων,
Κρουαζιέρας.
ακόμη και παλαιότερα, θα διαπιστώσει ότι το ποσοστό
Νηογνώμονες, Οργανισμοί λιμένων, Τουριστικοί και
Τα μέτρα που θα έπρεπε από χρόνια να έχουν ληφθεί
που την παλιά εποχή οφείλετο σε σφάλμα του πλοίου
Ναυτιλιακοί πράκτορες, συγκροτημένες Ενώσεις
από την Ελλάδα, άλλα ναυτιλιακά κράτη τα έχουν
ήτο πολλαπλάσιο από αυτό που συμβαίνει σήμερα.
– Σωματεία που διαθέτουν στολίσκους σκαφών
εξασφαλίσει, παρέχοντας έτσι ανταγωνιστικούς όρους
Αυτό σημαίνει ότι ο Διεθνής Ναυτιλιακός Οργανισμός
αποεπιβίβασης των τουριστών από κρουαζιερόπλοια
λειτουργίας.
και οι μελέτες που εκπονούνται, ιδιαίτερα ύστερα από
και άλλοι φορείς της ναυτιλίας, λειτουργεί συλλογικά.
κάθε ναυτικό ατύχημα, οδηγούν με τα συμπεράσματα
Συνεργαζόμαστε με τα μέλη, ακούμε τις απόψεις των
Ν: Κατά πόσο θα μπορούσε να συμβάλει ένα
στην λήψη όλο και πιο αυστηρών κριτηρίων. Φυσικά,
και κατευθύνουμε ενέργειες και πράξεις, όσον αφορά
«μπουμ» της ελληνικής κρουαζιέρας στην ανάπτυξη
η τάση αναπροσαρμογής και εκσυγχρονισμού των
τη λήψη μέτρων στήριξης του κλάδου, απευθυνόμενοι
της ελληνικής οικονομίας που είναι και το ζητούμενο
συστημάτων ασφαλείας των πλοίων υπάρχει ακόμα
στους κρατικούς φορείς, τις Διοικήσεις των λιμένων
στα σημερινά αδιέξοδα της Ελλάδος; Ποιά μέτρα
και όταν δεν συμβαίνουν ναυτικά ατυχήματα.
και σε κάθε άλλο φορέα που έχει αρμοδιότητα σε
πρέπει να ληφθούν προς τον σκοπό αυτό;
Σύμφωνα λοιπόν με τα παραπάνω, το πολύ
τομέα που σχετίζεται με την λειτουργία των πλοίων
ΘΚ Ένα «μπουμ», όπως αναφέρετε της Ελληνικής
μεγάλο ποσοστό σήμερα των αιτιών ατυχήματος,
και των επιχειρήσεων αυτού του κλάδου.
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nafs mag. 26
cover story
Germanischer Lloyd Towards a Clean Future Germanischer Lloyd (GL), a part of the GL Group, of-
of the EU member states. GL is continually among
well as the new ILO Maritime Labour Convention and
fers classification services, plan approval, inspection
the top classification societies recognized by the Flag
many others.
and certification of materials and components as well
States, with the yearly statistics from the Paris MOU
as technical assessments for ships in service. Found-
and USCG reflecting GL’s uncompromising quality.
ed in 1867 GL has grown into one of the world’s lead-
GL’s Maritime Solutions unit provides expert advice
The GL Group
ing classification societies. GL is dedicated to provid-
for optimising hull design, propeller performance,
The GL Group operates in three main areas: mari-
ing high quality services, which ensure the safety of
engine output, energy management and even crew
time, oil and gas and renewable energy. In the busi-
life and property at sea, and minimize impacts on the
performance. FutureShip, a GL company, specialises
ness segment Maritime Services Germanischer Lloyd
marine environment. GL’s experts serve as advisors to
in consulting services for fleet development, design,
provides traditional classification services, certification
governments, the IMO, flag and port states.
operation, environmental and regulatory matters as
of international of maritime and industrial standards,
An independent partner to industry and government,
well as management certification. FutureShip offers
fleet service and condition monitoring, and training.
Germanischer Lloyd’s activities as a classification
performance and energy efficiency enhancement con-
Advanced engineering and consulting, maritime soft-
society cover a broad range of fields, from develop-
sultancy, advanced engineering services and strategic
ware and support are provided by the Maritime Solu-
ing standards, rules and guidelines for the design,
consulting.
tions unit.
construction and operation of ships to regular inspec-
GL Maritime Software, GL’s software provider and
The business segment Oil and Gas is represented
tions and surveys to ensure compliance. Owners of
systems integrator for the maritime industry, delivers
by GL Noble Denton, which provides expert technical
GL-classed vessels are assisted through a multitude
custom-designed software solutions for efficient busi-
advice and practical assistance to the oil and gas in-
of supporting services which keep them abreast of
ness processes and advanced decision support with
dustry with a strong focus on safety and risk consult-
international regulations, innovative technology and
regard to navigation, operating efficiency, on-board
ing, marine warranty, certification and verification, and
other important developments.
management and Port State Controls.
software applications.
As a classification service GL is particularly strong
Through GL Academy, GL offers one of the most com-
In the business segment Renewables GL Garrad Has-
in the classification of container ships, multi-purpose
prehensive training programmes for nautical officers
san is the renewable energy consultancy business of
vessels, tankers, bulk carriers, high-speed ferries,
and other crew members as well as shore-based staff.
the GL Group. It offers independent technical and en-
cruise ships, mega yachts and sports boats. GL cur-
GL Academy courses cover such topics as emergency
gineering services, products, and training courses to
rently surveys more than 7000 ships on a regular ba-
preparedness and response, crisis management,
the onshore and offshore wind, wave, tidal and solar
sis, and GL’s fleet in service now surpasses 100 mil-
maintenance of life-saving equipment, navigation in
sectors. In addition, GL Renewables Certification is a
lion in gross tonnage.
adverse weather conditions, hull and equipment dam-
fully independent accredited third party certification
GL is authorised to perform statutory surveys, approv-
age, transport of hazardous goods, ballast water and
body for renewable energy projects and equipment.
als and certification services as a Recognized Organi-
waste management, flag state administration and reg-
The GL Group employs nearly seven thousand people
zation (RO), on behalf of 130 flag states, including all
ulations, practical on-board ISPS security exercises as
working in more than eighty countries.
cover story nafs mag. 27
interview
Athanasios Reisopoulos:
G
GL promotes safety and environmental responsibility in the shipping industry
“ ermanischer Lloyd can help owners and yards by promoting technologies that will see vessels built with greater fuel efficiency and which meet the regulatory requirements – yards need to be building vessels for tomorrow, not today. As a classification society, GL has the duty and responsibility to promote safety and environmental responsibility in the shipping industry for the common good and in some ways this means taking a leading role in promoting energy efficiency and safety standards”. Athanasios Reisopoulos
Vice President, Area manager for Southern Europe,GL What are the expectations of the shipowner from a
fective and efficient solutions for international ship-
classification society, nowadays that rules and regu-
yards to overcome the problems from the economic
lations change rapidly?
crisis?
Owners expect, and rightly so, that their classifica-
Recent pointed comments from the shipping finan-
tion society is not only reacting to new rules and
cial sector make clear the essential challenge for
design concepts, which show where the maritime in-
regulations but anticipating the direction that future
shipowners and yards in a financial crisis. Although
dustry might be heading – the zero emission contain-
regulatory action will take. In many ways classifica-
there is over capacity in many areas of shipping,
er feeder vessel is a prime example of this. Recog-
tion societies are best placed to advise owners on
technology is advancing rapidly, regulations to im-
nizing an opportunity where wind energy resources
these issues, as experts from classification socie-
prove efficiency are just over the horizon and own-
were not being fully utilized, the concept behind this
ties are often involved in consulting upon Flag State
ers in possession of an aging fleet could find them-
vessel uses wind generated electricity to produce the
regulations and IMO conventions.
selves, in just a few short years time, priced out of
hydrogen which fuels the ship.
Today there is really no excuse for an owner to be
the market by more modern fleets, operating at much
taken by surprise by news rules and regulations. At
higher margins. As such, Germanischer Lloyd can
Shipowners are forced to change over time due to
Germanischer Lloyd (GL) we have a system of com-
help owners and yards by promoting technologies
rules and regulations. To what extent the classifica-
mittees that span the globe and regularly meet with a
that will see vessels built with greater fuel efficiency
tion society should change the future in order to pre-
broad range of stakeholders in the maritime industry,
and which meet the regulatory requirements – yards
serve the efficiency of ships and to avoid possible
to both inform and discuss new regulations and to
need to be building vessels for tomorrow, not today.
environmental disasters?
take the pulse of those in industry directly. As well
GL helps by enabling yards to more easily meet the
as the committees, GL regularly runs its exchange
demands of future markets. The development of
All organisations must evolve, and the rapid pace of
forums which bring together GL and industry experts
rules which simplify the design, build and classifica-
change in technology means that those organisa-
and deal with the topics which are set to impact in-
tion process for new types of ships can support or
tions that stand still, pretty quickly go the way of the
dustry. Recent examples include a look at the use
even create a market – ships to support offshore in-
dinosaur. This evolutionary process drives GL on a
of scrubber systems to reduce emissions to air, the
stallations being a prime example of a market where
day to day basis, we recognised very early on the
latest features to reduce the environmental impact of
significant capacity will need to be developed in the
growing trend driving greater energy efficiency and
shipping, and the incoming Maritime Labor Conven-
next few years.
reduced fuel consumption in shipping and actively
tion
promoted technologies that pushed the industry in
and how industry will respond to its require-
ments.
What is the contribution of a class society in energy
this direction. Slow steaming for example was ac-
Part of taking a proactive approach toward the regu-
efficiency and environmental protection as a means
tively promoted by GL before many in the industry
latory environment is not waiting for rules to take ef-
for a sustainable shipping?
had caught on to its benefits – now this is almost universal.
fect before one acts but to, as far as possible, get out in front of those rules. This is why GL was the first
Class societies contribute on a number of fronts. GL
As a classification society, GL has the duty and re-
classification society to offer voluntary EEDI certifica-
experts contribute to the development of Interna-
sponsibility to promote safety and environmental re-
tion for newbuildings and why GL continues to pro-
tional Rules from the promotion of energy efficien-
sponsibility in the shipping industry for the common
mote early adoption of incoming standards. In 2011
cy, which will lead to more sustainable shipping. At
good and in some ways this means taking a leading
GL updated the requirements of our Environmental
present one of the important areas of focus for GL is
role in promoting energy efficiency and safety stand-
Passport, a voluntary class notation, which now
the investigation of alternative fuels, primarily LNG
ards. One of the ways that this is changing the role of
includes, amongst others, the installation of an ap-
but also the use of fuel cell vessels, for reduced and
the classification society is in the expanded services
proved ballast water system and the preparation of
zero emission shipping. GL has carried out a number
that customers request, and now expect, to be avail-
an inventory of hazardous materials, all in advance
of studies on the potential use of LNG in the mari-
able to them. Through GL’s Maritime Solutions we
of the entry into force of the respective regulations.
time industry and has partnered with engine and tank
are providing expert advice on optimising hull design,
Obtaining such a notation and certification not only
makers, ship builders and ports to assess the many
propeller performance, engine output, energy man-
enables owners to avoid delays when regulations
factors which will have to be addressed before LNG
agement and even crew performance. GL’s Maritime
enter into force, but demonstrate a commitment to
sees more widespread implementation in shipping.
Software unit is providing the specialist software sys-
protecting the environment as well as demonstrate
GL released it’s own rules for the use of gas as fuel
tems, growing in acceptance and importance across
the energy efficiency of a vessel which will become
in ships.
the industry, and enable efficiency gains in ship op-
even more important in charter rates negotiations.
To promote the adoption of measures which posi-
eration, through supporting the decisions of the crew
tively impact upon the environment, GL’s strategic
onboard, reducing maintenance when it is not yet
research and development department works on
necessary, and monitoring emissions.
In what ways can a classification society provide ef-
nafs mag. 28
cover story
Germanischer Lloyd: Better Economics with a Safer Tanker – BEST-plus A novel Aframax crude oil tanker design concept
Background and Motivation
Oil tanker safety has improved over the last decades and this has been documented in a recent Formal Safety Assessment (FSA) study for large oil tankers submitted to the IMO. The risk picture for modern oil tankers shows that the risk to the environment is dominated by collision, grounding and fire. The FSA study suggested considering larger double hull widths and double bottom heights as potential cost effective risk control options. Since the introduction of the double hull concept, oil tanker design has not evolved, and changes have recently been driven primarily by improving production at the ship yards. Little attention has been paid to the product’s performance over the lifecycle and, in particular, the fuel-efficiency – as measured by the EEDI – has not improved in the last 20 years, despite the general improvement in systems and their efficiency. The recently developed Energy Efficiency Design Index (EEDI), which is planned as a future mandatory newbuilding standard, is a simple but accurate measure of a vessel’s inherent fuel efficiency, which compares CO2 emissions to transport work. Although oil tankers are considered to be among the most energy efficient vessels today, with an EEDI value ranging from 2 to 6 g CO 2 / (t*nm), they emitted approximately 115 million tonnes of CO 2 in 2009, which is an 8 per cent increase compared to 2007. The current share of oil tanker CO2 emissions is approximately 12 per cent of the total CO2 emissions from international shipping. In response, Germanischer Lloyd and the National Technical University of Athens (NTUA) teamed up in 2008 to develop a novel Aframax tanker design concept, which won the Lloyd’s List Greek Shipping Award for technical achievement in 2009. GL also received feedback from shipyards and oil tanker operators regarding the desired features of new tanker designs, and these were incorporated in the new design concept called BEST-plus. BEST-plus enhances the attractiveness of the initial design concept by also integrating hydrodynamic optimisation of the hull form and, thus, r educing fuel consumption and emissions. GL and NTUA again cooperated on the new design concept, and were supported by FRIENDSHIP SYSTEMS – a GL company and provider of the FRIENDSHIP-Framework Computer Aided Design (CAD) and Computational Fluid Dynamics (CFD) integration platform.
Market Analysis and Design Scenario
Based on current growth rates, oil transport demand is expected to be lower than available oil tanker supply for the next couple of years. However, even small changes in demand will open up opportunities for new Aframax tankers starting in 2014. This was recently documented by the International Association of Independent Tanker Owners (INTERTANKO).
cover story nafs mag. 29
A second analysis based on Fairplay data shows that ap-
environment, which integrates tools to pr edict required
which was used as reference in our 2008 study. Com-
proximately 0 per cent of existing Aframax tonnage will
propulsion power, stability, oil outflow index, cargo ca-
pared to the reference design, a seven per cent improve-
be older than 15 years in 2012, and this could trigger
pacity and hull structural scantlings according to IACS
ment in cost of transport was realised due to the better
replacement activities. The novel BEST-plus design con-
CSR. This was achieved through the linking of the
hull form for the best design variant. It is noted that many
cept anticipates this possible demand for new tanker ton-
FRIENDSHIP-Framework with SHIPFLOW, NAPA and
design variants are optimal in a Pareto frontier analysis,
nage by integrating only available technologies.
POSEIDON, and by using parametric models for the hull
which means that the selection of one variant for the final
The novel design concept targets the typical Aframax oil
form, layout and structure, respectively.
design depends on the weighting of the different optimi-
tanker trades in the Caribbean Sea. Facilities in the main U.S. ports and the U.S. Emission Control Area (ECA) set the operating conditions. If a Mexican ECA would be implemented as well, approximately 30 per cent of the total transit distance for this trade would be inside of an ECA. The current design assumes the use of MGO as fuel when sailing in an ECA. LNG as ship fuel, or the use of scrubbers, are considered as alternatives to the basic design concept. The need for relatively high speed, which has been mentioned by ship operators active in this trade, must be considered with regard to the upcoming EEDI requirement to ensure superior competitiveness of the vessel.
Design Targets – Safer, Greener, Smarter The design concept addresses the need for safer shipping by reducing the oil outflow in case of an accident. It contributes to greener shipping by improving energy efficiency and, thus, reducing CO2 emissions per unit transport. In addition, the design offers smarter shipping by reducing fuel costs with an optimised hull form, and by increasing revenues with greater cargo capacity.
sation targets. Therefore, depending upon the choice of
Resulting Design – Simply the BEST
The resulting design concept features a best-in-class cargo capacity with unrivalled speed performance. The main particulars are comparable with those of similar-
The design approach used an advanced optimisation
or for cost-of-transport might be selected.
A Design for Smarter Shipping
The resulting hull form facilitates a speed of 15.6 knots
sized Aframax tankers. The optimisation targeted speed
at design draft with a 95 per cent confidence interval.
at three different drafts, a cargo capacity taking due ac-
The speed at ballast draft of 7.4 metres is 16.8 knots.
count of cargo volume and mass, hull structural mass,
This represents a favourable speed increase when com-
cargo oil tank and ballast tank layout as well as double
pared with recently built vessels of the same size. With
hull width and double bottom height, which determine the
a standard main engine for Aframax oil tankers, a MAN
oil outflow volumes in accidents. Related design parame-
6S60MC-C, the fuel consumption is comparable to simi-
ters were systematically varied and approximately 2,500
lar vessels.
design variants were generated and assessed. Cost of transport (ratio of annual capital, fuel and other operating costs to annually transported cargo mass), normalised with respect to the reference design, was used as the primary target function for the optimisation. Capital costs are based on a typical newbuilding price of 58 million US dollars and 25 years lifetime. Fuel costs are computed according to a dedicated roundtrip model (with HFO at 500 USD/t and MGO at 800 USD/t) for the Caribbean trade. Other operating costs are constant (approx. 3 million USD/ year) and based on Moore
Design Approach
the designer, a design optimised for oil outflow, for EEDI,
Stephens, Opcost 2009. The reference design for comparing cost of transport is an existing pre-CSR tanker,
A Design for Greener Shipping
With this high speed and large cargo capacity, the vessel easily meets future EEDI requirements. Indeed, the attained EEDI value is merely 84 per cent of the latest published reference line value for this ship size. This means the vessel would be in compliance with EEDI regulations even if the first reduction to the required EEDI had already begun. At current estimates, this will happen at the earliest on 1 January 2015. Although a vessel contracted before EEDI has entered into force does not formally need to comply, competitive vessels entering the market, e.g. in 2017, will be more energy-efficient and, therefore,
nafs mag. 30
cover story
more likely to attract cargo than older vessels with lower energy-efficiency. The new BESTplus design concept will remain highly competitive.
A Design for Safer Shipping
To reduce oil outflow in accidents, the double hull side width was eventually set to 2.65 metres. In addition, to further reduce cargo tank penetration in grounding events, the inner bottom of the cargo oil tank 1 was raised from 2.10 metres to 2.75 metres. To ensure structural continuity, an inclined inner bottom is proposed between two frames. Work is continuing to evaluate the hull structure with finite element analysis according to IACS CSR.
LNG as Ship Fuel
Using LNG as ship fuel reduces SOx by 90 per cent and CO2 emissions by 20 per cent. In addition, with LNG prices to day, a price-parity with HFO is considered to be possible in the medium-term. Oil tankers with their relatively large deck area offer sufficient space for the installation of the required gas tanks and for the gas preparation room. In our case, about 2,000 m3 are needed to facilitate two roundtrips. However, the LNG-as-fuel supply is limited today and will only gradually be built up. The second challenge is the significant additional capital expenditure, which is estimated to be around 20 per cent of the typical newbuilding price of an Aframax oil tanker.
Outlook
The novel Aframax oil tanker design concept – created using an advanced optimisation framework – has the lowest cost of transport and the highest speed of comparable de - signs, and features a low EEDI and a low oil outflow index – simply the BEST. With a possible market upswing due to expected replacement needs for older tonnage, and by integrating only existing technologies, the novel design concept looks attractive for those shipowners who want to stay ahead of their competitors for the next decade.
cover story nafs mag. 31
article
Konstantinos Siozos: Compiling a SEEMP “The SEEMP was adopted by the IMO (MEPC 62, July 2011) and is now a part of MARPOL Annex VI. The SEEMP is mandatory for all sea going ships (both new and existing ships) larger than 400 GT from 1 January 2013. In short the requirements are that: each ship shall keep on board a ship specific SEEMP, the SEEMP shall be developed taking into account IMO guidelines (MEPC/Circ.683) and for existing ships, the SEEMP will be checked at the first intermediate or renewal survey whichever is the first, on or after 1 January 2013.” Konstantinos Siozos
Germanischer Lloyd
Senior Surveyor,ISO/ISM & MarSec Auditor District Manager for Greece/Cyprus/Croatia/ Israel/Serbia lows companies to reduce fuel consumption through simple operational measures and making investments that can improve performance and pay off in reduced costs. The IMO Guideline (MEPC.1/Circ. 683) specifies SEEMP as a cyclic process with
tool used. The EEOI (Energy Efficiency Operational
4 steps in each cycle: Planning, Implemen-
Index) is a suggested method for monitoring the per-
tation, Monitoring, Self-Evaluation & Im-
formance and represents the actual transport effi-
provement. Selected measures with goals
ciency of the ship in service. It balances the air pollu-
to be achieved are at the core of a SEEMP,
tion (emitted CO2) of the vessel against its transport
this
improvement
work of the vessel. This is based on data collected
through lessons learned. The measures
over several voyages and can be can be certified by
could involve different aspects of ship op-
a classification society.
enables
continuous
eration: fuel efficient operations, improved voyage planning, optimise ship handling,
With each round of the Plan-Do-Check-Act system
fleet management, and cargo handling.
that the SEEMP follows, the measures and their implementation need to be evaluated and assessed
The fuel crunch is causing headaches across the shipping world. Alongside rising prices an increased focus on the environmental performance of the maritime industry as a whole has led to the introduction of the first global industry wide measures to combat CO2 emissions – the EEDI and the SEEMP. These measures, which are soon set to take effect, will
Building a SEEMP, will require ship specific
for their effectiveness. Record keeping of the evalu-
information and a systematic approach to
ation and implementation process is crucial, giving
demonstrate both a vessel’s current con-
information as to the activities for self-evaluation
dition and the measures that have been
(effectiveness of EE-Measures, implementation of
implemented and how they are paying off.
EE-Measures, Feed-back, etc.). The evaluation will
Energy efficiency measures should be listed specific
result in the assessment of ship performance with
to the vessel. Additionally a company-specific guid-
respect to the defined goals and feedback that can
ance on energy efficient operation of ships, training
be used in the next cycle of improvement.
and the goals set for energy saving can also be reported.
The data collected and ship performance records can be used to build fleet wide measures, assess-
Further enhancement of energy efficiency might in-
ing where sister vessels or vessels on similar routes
volve the following activities:
differ in their performance, identifying inefficiencies
pared for their introduction.
Onboard energy survey: Surveys of the engine room
and best practices in a way that can involve crews
and other locations for sources of energy losses.
– enhancing collective learning across a whole fleet.
The SEEMP was adopted by the IMO (MEPC 62,
Installation of devices to measure energy consump-
More than just a paper tiger, the SEEMP has the
tion: Accurate fuel flow meters separate for each
potential to enhance the deployment of data sharing
consumer, SFOC, caloric content, etc.
and the modern software tools that go along with the
have a sweeping effect on most of the world’s commercial sea going vessels and owners must be pre-
July 2011) and is now a part of MARPOL Annex VI. The SEEMP is mandatory for all sea going ships (both new and existing ships) larger than 400 GT
sophisticated analysis of a vessel’s and a fleet’s perIn a thorough SEEMP development process, the
formance. It also seems certain to increase the com-
current state of energy consumption should be re-
mercial pressure on inefficient operators as compa-
ported, giving for example: a list of implemented en-
nies which take advantage of fuel saving measures
ergy efficient measures and their effectiveness, a list
are driven to maximise their efficiencies. Vessels
of main sources of energy losses with estimation of
with a SEEMP in place has already shown to make
the amount of lost energy, etc. It is recommended
marked improvements in fuel consumption and as
on or after 1 January 2013.
to quantify energy consumption and potential energy
the processes and systems become more familiar
loss whenever possible (e.g. in kWh or in equivalent
to the shipping industry this seems certain to grow.
Envisioned as a management tool to assist a com-
tons of fuel or in % of total energy consumption).
from 1 January 2013. In short the requirements are that: each ship shall keep on board a ship specific SEEMP, the SEEMP shall be developed taking into account IMO guidelines (MEPC/Circ.683) and for existing ships, the SEEMP will be checked at the first intermediate or renewal survey whichever is the first,
pany in improving energy efficiency of ships in operation, a SEEMP must be specific for each ship in a fleet and should be used together with established environmental management systems. A SEEMP al-
Key to the SEEMP process is the implementation and monitoring of the measures in place. These must be recorded in the SEEMP, including the monitoring
nafs mag. 32
cover story
Dr. Pierre C. Sames: LNG by Numbers
interview
Germanischer Lloyd
“A raft of measures to reduce the shipping industry’s impact on the environment are on the horizon. The required cuts in emissions to air have the experts pointing to LNG as the best solution for vessels to comply with the impending regulations – but what are the costs? GL expert Dr Pierre Sames about the factors influencing the decision to invest in LNG-fuelled vessels and the challenges facing the development of LNG infrastructure .” Dr. Pierre C. Sames Senior Vice President Strategic Research and Development
Dr Sames, what factors do shipowners need to
What are the average costs of investment and how
There are many contributing factors, but one par-
consider when thinking about investing in a lique-
can an owner accurately assess whether a deci-
ticular concern we considered in the joint MAN/GL
fied natural gas-fuelled vessel today?
sion to implement LNG on a vessel would make
study is investment costs and their dependence on
sense?
the availability of refuelling stations. For example,
For a shipowner considering the installation an
GL has recently completed a new joint study with
a vessel operating on a typical deep-sea route be-
LNG system on a vessel, the first question is the
MAN that analyses the costs and benefits of LNG-
tween Asia and Europe would require a tank capa-
price difference between LNG and heavy fuel oil.
powered container vessels. The results suggest an
ble of holding enough fuel for one half of the ship’s
Provided that the price levels are more or less
additional initial investment in the order of 300 to
round trip. On a very large vessel this would be
equal, it certainly makes commercial sense to opt
500 dollars per kilowatt, taking all the LNG-related
in the region of 10,000 cubic metres. However, a
for LNG. And the more time a ship spends inside
equipment into account. We also investigated the
ship that can carry only enough fuel for half of its
of Emission Control Areas (ECAs), the faster the
payback times for various configurations, ship
round trip would be more exposed to fluctuating
additional investment will pay off. The equation as
sizes, routes, ECA exposures and fuel prices, and
fuel costs at its destinations.
such is quite simple, but market prices are rather
conducted extensive research to identify the domi-
On the other hand, limiting the tank size will directly
intransparent. So the crucial question is: Can we
nant parameters for this calculation. The study
affect the construction cost as LNG tanks are very
identify reliable figures to base our decision on?
shows that the price difference between heavy fuel
expensive. It also means that less cargo space will
oil and LNG and the amount of time a vessel oper-
be taken up by the tank, which increases the in-
In the case of heavy fuel oil, the figures are rela-
ates in ECA zones are the most significant factors
come potential of the vessel. As more LNG fuelling
tively transparent. What leads to uncertainty in the
in determining the payback time for the investment
stations are constructed in ports, the acceptance
LNG market?
in LNG before 2020.
of this technology will benefit accordingly.
The absence of a global market for LNG makes
The establishment of more Emission Control Areas
There is increasing pressure on ports and ship op-
it extremely difficult today to predict what the cost
could then also act as a spur to LNG adoption?
erators to improve the turnaround time for bunker-
of LNG will be five years from now. This is further
ing. How are LNG-fuelled vessels affected by this?
complicated by the marked difference in LNG
Indeed. We know, for example, that deep-sea ves-
prices between the US, Europe and Asia, which is
sels typically spend five to six per cent of their op-
We are just beginning to delve into the question
much larger than that in heavy fuel oil prices. In the
erating time in ECAs. But this figure could grow
how much time it actually takes to bunker LNG
U.S., LNG currently costs one-fourth of what ship
considerably on a number of shipping routes once
safely. What we do know is that our customers will
operators would have to pay in Asia.
the new requirements for ship fuel quality, which
expect a similarly convenient bunkering process
However, we can predict with some certainty that
are equivalent to those in northern Europe, take ef-
for LNG as for heavy fuel oil, including an accept-
LNG will be, and remain for the foreseeable future,
fect along the North American coastlines in August
able time frame.
more economical than marine gas oil (MGO), and
2012. In addition, a number of other sea areas are
Today the process of preparing for LNG bunker-
this difference will drive the return on investment in
expected to introduce similar restrictions on emis-
ing involves cooling down and inerting the systems
vessels operating in ECAs. However, the decision
sions before 2020, the effective date of the global
and potentially the tank itself before beginning the
to adopt LNG rests primarily on the price difference
sulphur limits on heavy fuel oil. Again, it makes
actual refuelling process. But there are efforts un-
between LNG and heavy fuel oil. And there are in-
sense to look more closely at LNG for vessels op-
derway to reduce the required preparation time.
dications that ship operators may receive LNG at
erating more in Emission Control Areas.
For example, it is possible to begin cooling down
the price of heavy fuel oil in Europe today if they negotiate well.
the hoses before making the actual connection. What other factors are relevant for the adoption of
Similarly, the ship’s crew could start cooling down
LNG as a ship fuel?
the board-side system before connecting. There
cover story nafs mag. 33
are a number of options we have not fully explored.
participating in an EU-funded project called “Clean
As commercial interest builds we will see the rapid
North Sea Shipping”, and is planning to present an
development of new technology to facilitate LNG
“LNG Showcase Hamburg” together with HPA at
bunkering that is not established today. This is a
the European Maritime Day next May.
technical challenge that can be overcome, and it
Several of our present R&D projects examine the
is certainly one of the reasons why short-sea ship-
practical and safety aspects of potential LNG bun-
ping is at the forefront of LNG adoption. You might
kering facilities in Hamburg and other ports, with a
say, it serves as an experimental laboratory for
focus on technical feasibility.
deep-sea vessels. Shipowners need supply options, suppliers need How is access to LNG bunkering developing?
vessels to supply – this seems to be a bit of a
A number of ports offer LNG facilities, particu-
chicken-and egg dilemma.
larly in northern Europe. In the spring of 2011, a new LNG terminal was commissioned by Linde at
Yes, and this is one of the reasons why GL has
Nynäshamn, south of Stockholm, which will offer
taken such a strong stance in support of this tech-
LNG ship refuelling very soon. Recently Gasnor
nology. We believe we can be a driving force in
announced they will make LNG available in the
this area, and have become involved in a number
German port of Brunsbüttel. The company plans to
of activities, such as research, the development of
supply the liquefied gas by truck initially, and pos-
rules and design concepts, and some initial com-
sibly build a small terminal in the future provided
mercial applications. Our contribution and support
that demand develops accordingly.
of the “Bit Viking” conversion project is a good example.
Such announcements from the supply industry are
Without substantial expert support from classi-
very helpful in encouraging shipowners to consider
fication societies such as GL, technologies such
using LNG. It is important to demonstrate to own-
as LNG will not be developed, at least not at the
ers that the supply side is willing to make a start
speed we are presently seeing. It is very satisfy-
and build up the required infrastructure as demand
ing for us to contribute to this development, to truly
grows.
inspire people to use the available technology and
GL is currently working with the Hamburg Port Au-
to engage with us to implement it. I certainly hope
thority (HPA) to explore possible options for offer-
the industry will eventually look back and say that
ing LNG ship fuel in Hamburg. In addition, GL is
moving in this direction was the right decision.
GL has recently completed a new joint study with MAN that analyses the costs and benefits of LNG-powered container vessels. The results suggest an additional initial investment in the order of 300 to 500 dollars per kilowatt, taking all the LNG-related equipment into account. We also investigated the payback times for various configurations, ship sizes, routes, ECA exposures and fuel prices, and conducted extensive research to identify the dominant parameters for this calculation. The study shows that the price difference between heavy fuel oil and LNG and the amount of time a vessel operates in ECA zones are the most significant factors in determining the payback time for the investment in LNG before 2020.
nafs mag. 34
cover story
Germanischer Lloyd: From Go Faster to Go Greener: Fuel Saving in Shipping There seems to be no doubt that the last few years represent a radical shift in how we view technology. From an emphasis on bigger, better, faster, more we now look to technology to minimise, to use less fuel, produce less pollution, and provide more efficiency. In the maritime industry we can see this shift writ large, spurred by regulatory, political and consumer demand. As the lynchpin of global trade shipping is in some senses showing how a global industry can respond to these challenges, by introducing the first mandatory industry wide measure to reduce carbon emissions. Efficiency measures can be broken down into two main categories: design and operation. These measures offer two primary types of benefits efficiency gains and impact reduction, which often overlap..
Smooth shipping
these systems into full support systems will result in the general optimisation of vessels and across entire fleets. These operational support systems will develop as they
Reducing drag and in-
become more widely used; databases of specific ship
creasing
types and models will become more sophisticated result-
aerodynamic
properties have of course
ing in ongoing efficiency gains.
long been standard practice in the aerospace and
To that end FutureShip now offers alongside its own
automotive industries. The
products software systems from Marorka, a leading pro-
complexity of the interac-
vider of energy management for the shipping industry.
tions in shipping, however,
This will lead to greater integration of both partners’ prod-
has meant that the effi-
uct portfolios in the field of fuel efficiency, energy man-
ciency gains promised by
agement and related consulting, such as Marorka SPM.
these techniques are only
The stand-alone Ship Performance Monitoring System
now starting to be realised.
calculates fuel efficiency based on fuel consumption, GPS and log speed, propeller power and main engine
Improvements in hull coat-
RPM.
ings and the minimisation
Design features
Computing technology allows designers the option of running many thousands of variants through modelling software to select the best traits for a particular purpose. Reference designs can be modelled and then modified to bring out the preferred traits, whether speed, cargo capacity, or energy-efficiency, etc. It is a question of weighting the desired traits correctly to obtain the best variant for the task at hand.
of hull surface roughness
Additionally, an automated interface to FutureShip’s trim
can result in a consider-
optimisation tool, ECO-Assistant, can now be ordered,
able reduction of fuel use.
which works alongside Marorka’s Marorka Maren Oper-
Calculations suggest that a
ating Platform (OP3). A product which can be connected
25 micromillimetre reduction in hull roughness can cut
to all of the relevant onboard systems for extensive data
fuel consumption by 0.7% to 1%.
collection from propulsion, navigation, machinery, and
Line optimisation can result in efficiency gains and re-
cargo systems as well as weather and oceanic fore-
duce vibration and noise, while the use of rotors and
casts. Modular expansions based on and connected to
other onboard propulsion aids enable slower steaming
Marorka Maren OP3, such as propulsion performance
– reducing engine output, vibration, noise and emissions.
optimisation, simulation of voyage schedules and costs,
Operational features
monitoring of power and steam production efficiency, are also available.
Within the design environment, the combination of a
The ability to build complex models and include them
variety of computer tools enables 3D models to be put
into transferable systems has already had a significant
These systems have been able to be placed aboard
together and assessed for many factors all at once – the
impact on ship operations and is most likely to produce
ships partly through the use of onshore parallel comput-
use of parallel computing has allowed the employment
even greater benefits in the future. The daily operation of
ing. Working from virtual models, these tools are able to
of advanced computing techniques and 3D virtual mod-
vessels and fleets will be impacted by an ever increasing
perform the complex calculations onshore, reducing the
elling to an unprecedented extent. New advanced ship
use of decision-support systems.
need for onboard computing power and allowing the use of pre-calculated results that require the input of only a
designs will benefit from these techniques – giving a bet-
limited number of operational parameters.
ter “breeding” stock for designs to come.
There are a number of operational systems that aid ef-
Increasing computing power means that ship design is
ficiency and reducing environmental impacts already in
more and more a virtual activity; 3D models in software
use today including: trim optimisation, engine system
In tough times there is a tendency in all of us to take
environments take the place of replicas in tanks. With the
performance optimisation, weather routing, voyage ex-
a step back, to tighten the belt and think – “If we can
utilisation of integrated software suites, various factors
ecution and performance monitoring. In 2011 GL Mari-
just get through this year, then we’ll be all right.” History
can be weighed in building designs, with the resulting
time Software’s navigational decision-making support
shows us though that the firms that emerge best from
ship evolving from the selection and re-selection of those
system GL SeaScout 2.0 was installed on board Reed-
such times are those that take the opportunity to devel-
factors. In the GL Best-Plus Aframax tanker design con-
erei Claus-Peter Offen’s 14,000 TEU newbuilding “MSC
op, that don’t shrink from the challenge and push them-
cept, for example, some 17,000 variants were assessed
Savona”. GL SeaScout is an integrated onboard system
selves out of their comfort zones. The companies which
using software models until an optimal combination of
that provides ships’ officers with decision-making sup-
seize the advantages offered by new technologies and
speed, cargo capacity and safety was found. The result-
port.
work together with like-minded partners to advance and promote them will surely find themselves in a stronger,
ing design increased speed and cargo capacity while reducing potential oil outflows, mainly through hull op-
At present, these systems exist both as stand-alones
not weaker position when the market comes out of its
timisation.
and as parts of a suite of systems. Greater integration of
doldrums.
cover story nafs mag. 35
Illustration: Christian Eisenberg
Germanischer Lloyd: Size matters More than 15,000 container units can be stowed on board the world’s largest container carriers. Even larger ships are in the planning stages –and the growth trend continues Ship size is something John Meredith is worried about.
as reported initially, but in fact 15,000 TEU. And that
26 to 22 knots.” With that, Probst is touching on an-
While size is a working parameter of his business,
was not the only news. Although the worldwide eco-
other major trend in container shipping. For a long time,
the development over the past few years has simply
nomic crisis, which had dealt the shipping industry a
high service speeds played a decisive role in container
been too fast. “It is not yet clear by how much the
severe blow, was not yet over, the designers at Maersk
shipping. Now efficiency and reduced fuel consumption
container carriers can grow before we run into serious
had already planned their next step. In February 2011,
is increasingly in the focus of attention. Calculations of
problems,” the head of the port operating company
the shipping company revealed its next coup: the next
operating economy performed by GL yield unequivo-
Hutchison recently told the trade journal Lloyd’s List.
generation of containerships would be able to carry no
cal proof of the cost benefits offered by a decrease in
Meredith should know. With headquarters in Hong
less than 18,000 TEU. The first unit of 20 currently on
service speed. Since 2006 – long before the global
Kong, Hutchison Port Holdings is the largest opera-
order is scheduled to come under way in 2013. Such
economic and financial crisis – the Hamburg-based
tor of container terminals worldwide, with facilities in
ships are likely to trigger more than 10,000 container
classification society has advocated “slow steaming”.
51 ports. Its European bases include Rotterdam and
movements per call in certain key ports. Port experts
In the meantime, this approach has gained widespread
Felixstowe. John Meredith fears that the ports will
like Hutchison’s helmsman John Meredith view these
acceptance by the market. The collapse of global trade
no longer be able to keep up with the rapid growth of
developments with scepticism. For such enormous
in 2008 led to a rethinking process in the industry. With-
the ships. In 2006, the Danish liner company Maersk
vessels, a terminal needs not only the corresponding
out slow steaming, the shipowners would have had to
launched the “Emma Maersk” as the fi rst mega-carrier
container cranes and quay facilities but also marshal-
lay up more ships during the crisis; moreover, in the
to accommodate more than 10,000 standard container
ling areas and sufficient handling equipment to be able
phase of economic recovery since March 2009, the
units (TEU). Since then, the shipping sector has been
to move the boxes quickly. But adequate space behind
concept has helped deal with overcapacities.
on a supersizing spree. A new type of containership –
the quay walls is often in short supply at many har-
designed with the aid of Germanischer Lloyd, amongst
bours.
others – was built at the leading South Korean yards of Hyundai, Samsung and Daewoo. With these ships, the wheelhouse is located apart from the engine room, rel-
Slow Steaming
Efficient Engines
This trend has been confirmed for newbuildings. Hull design and engines are being adapted of 21 knots is
Naval architects and designers, on the other hand, see
becoming standard. In comparison to 25 knots, which
atively far forward. Through this arrangement, consid-
no problems ahead in moving 18,000 TEU. “There will
was usual speed for a long period, particularly in the
erably more containers can be stacked on deck without
surely also be a run on the new carriers offering 18,000
Far East trade, this makes a huge difference,” says
obstructing the visibility of the crew in the forward di-
TEU. After all, size does give you cost savings,” says
Matthias Becker, General Manager Ship Design at
rection. Usually, these ships are 366 metres long and
Jan-Olaf Probst, Executive Vice President Ship New-
the Hamburg headquarters for Germany of the Finn-
between 48 and 52 metres wide. More than 90 ships
building at Germanischer Lloyd. “A number of shipping
ish engine manufacturer Wärtsilä. Wärtsilä as well as
with capacities exceeding 12,000 TEU were already in
companies will definitely join the 18,000 TEU class.” In
its greatest competitor in ship engines, MAN Diesel,
service in mid-2011, most belonging to this new type.
less than five years, the capacity horizon for container-
are working on optimising the engines and their fuel
ships has almost doubled. The logic of costs in liner
consumption – bearing in mind that the requirements
shipping is compelling. As long as larger ships can be
for climate protection and for the pollutant content of
Until now, the major shipping lines MSC and CMA
deployed efficiently, especially on long-distance routes
the exhaust gases will become stricter. While ship-
CGM, the two biggest competitors of Maersk, have
with high cargo volumes, they will be built. This is be-
ping companies are exercising new-found modesty in
been the leaders in the new generation of container
cause transport cost per container drops with the size
propulsion, it will be interesting to see just how far the
carrier. Back in 2009, MSC and the Hamburg ship-
of the ship – given a high utilisation level for the vessel.
growth in vessel size will go, particularly for container
owner Claus-Peter Offen commissioned the “MSC
Experts such GL’s Jan-Olaf Probst are already think-
ships. Even Hutchison’s Meredith does not believe that
Daniela” and in 2010 the “MSC Savona”. With a cargo
ing beyond the 18,000 TEU barrier. “Together with STX
the limit to growth will be reached at 18,000 TEU. How-
capacity of about 14,000 TEU each, these container
of South Korea, Germanischer Lloyd has produced a
ever, he would welcome more intensive discussions
giants marked a new size record. Maersk responded
study for a 22,000 TEU ship. This size could be built
with the shipping companies on the way forward for
promptly to this advance. At the beginning of 2010, the
without any problems,” the GL engineer says confi-
ship sizes. “We are already wondering when some-
Danish company announced that the “Emma Maersk”
dently. “The size is also growing to provide economic
body will announce a 24,000 TEU leviathan,” he says,
and her seven sister ships would not stow 10,000 TEU,
compensation for the drop in service speed from 25 or
“and also what we as port operators can do about it.
Race for Capacity
nafs mag. 36
cover story
GL Exchange Forum: Environmental Updates for the Maritime Industry GL’s Exchange Forum on “Environmental Updates
to how it stacks up economically. In his presenta-
formula of EEDI he showed a number of exam-
for the Maritime Industry” looked at the vital task of
tion Dr Pierre C. Sames, GL Senior Vice President
ples of technical measures aiming at increasing
reducing the maritime industry’s environmental im-
Strategic and head of Research & Development,
the energy efficiency of ships and reducing CO2
pact. With concern over the international economic
laid out some of the results which have emerged
emissions. Last but not least Mr. Reisopoulos pre-
situation dominating the headlines, the tendency is
from a GL joint study looking at the costs and ben-
sented GL’s concept study of a container feeder
for environmental issues to take a back seat. The
efits of LNG fuelled vessels.
vessel, which will operate with fuel cells and liquid
Forum, however, demonstrated that this goal was
Hydrogen, delivering this way zero emissions.
not only important in of itself but showed how going
Examining a range of containerships from 2.500 to
green could help the industry boost its bottom line.
18.000 TEU, the study, conducted in cooperation
Irrespective of which fuel a vessel may be using, in
with a leading engine manufacturer MAN Diesel &
both new designs and ship in operation significant
More than 150 representatives from the maritime
Turbo, models the cost and payback times of LNG
gains in the environmental impact of shipping can
industry, shipping companies, ship management
and scrubber systems – calculating a variety of
be made by maximising efficiencies. Prof. Dr. Ing.
agencies, maritime journalists and stakeholders
scenarios based on fuel price, investment costs,
Volker Bertram, from GL’s Maritime Solutions unit
met to hear presentations from GL experts and dis-
use of waste heat recovery systems, and route
FutureShip, presented a number of options where-
cuss the drivers, implementation and commercial
exposure to emission control areas (ECAs). For
by owners, operators and designers can make use
implications of the operational and design chal-
vessels operating predominately in ECAs (65%)
of the advances in integrating computer aided de-
lenges facing the maritime industry as it seeks to
Dr Sames noted that the study suggests that the
sign and computational fluid dynamics to improve
reduce its environmental footprint, while maintain-
payback on an LNG system was only two to three
vessel efficiency, reduce fuel use, and thereby limit
ing a solid commercial footing.
years, while for smaller vessels (2.500TEU) the
not only emissions but costs.
study demonstrates that at a price of 1$/mmBTU Mr. Athanasios Reisopoulos, Area Manager South-
less than HFO, LNG becomes the preferred op-
The presentations were concluded with the one
ern Europe welcomed the guests and introduced
tion.
delivered by Mr. Aristidis Efstathiou, Business
the speakers. Mr. Dimitrios Korkodilos, Managing
Development Manager Area Southern Europe, on
Director of Andriaki Shipping Co. Ltd and Chair-
Innovation to reduce the environmental impact of
“Guidelines for compiling a Shipboard Energy Ef-
man of the GL Hellenic Technical Committee con-
shipping has been spurred by a series of new reg-
ficiency Management Plan”.
tinued as moderator of the Forum.
ulations, both in force and up coming, introduced by both local and international maritime agen-
Mr. Efstathiou, highlighted the significant devel-
Mr. Korkodilos in his opening speech noted that:
cies. The 62nd session of the Marine Environment
opments in environmental regulation, decided at
“The introduction of new environmental regulations
Protection Committee (MEPC) of International
MEPC 62 in July 2011, where the SEEMP was
that affect ship design and operational aspects has
Maritime Organization (IMO), in particular brought
adopted and will soon become mandatory for all
been the main incentive for GL to organize this
significant changes to the regulatory landscape in
vessels (larger than 400 GT) at their first IAPP
Forum, together with keeping the Greek shipping
shipping with the Energy Efficiency Design Index
renewal or intermediate survey after 01 January
community updated on significant developments
(EEDI) and the Shipboard Energy Efficiency Man-
2013.
as well as available tools”.
agement Plan (SEEMP).
The more widespread use of LNG as an alternative
In his presentation, Mr. Athanasios Reisopoulos,
tinued, GL developed clear guidance on the form
to conventional shipping fuel has the potential to
GL’s Area Manager Southern Europe, examined
and implementation of the SEEMP. He presented
make an immediate positive impact on the mari-
how recent emission rule changes would chal-
user friendly standardized templates and energy
time industry’s environmental impact. The elimina-
lenge the shipping industry. Focusing on the main
management expertise developed by GL and Fu-
tion of sulphur and nitrous oxide emissions, par-
air pollutants in the exhaust gases of engines, he
tureship, in order to make it easier for vessel’s op-
ticulates and a considerable cut in carbon dioxide
explained the measures and technologies used in
erators to create a SEEMP either as a stand alone
are factors which make LNG an attractive option.
order to reduce emissions from shipping. Having
document or as an integral part of a broader man-
As ever, however, the question must be asked as
analyzed the effect of the main parameters in the
agement system.
In order to support its clients, Mr. Efstathiou con-
you can count on us! the GL-classed fleet has exceeded the 100 million Gt mark. our formula for your success is based on technical expertise, client proximity and business understanding. our clients count on their partnership with us. You can, too.
Germanischer Lloyd SE www.gl-group.com/100million-gt gl-piraeus@gl-group.com
nafs mag. 38
class societies
article
Sean Bond: Recent technical and regulatory developments concerning gas-fuelled ships AMERICAN BUREAU OF SHIPPING
“Today, LNG fuels a fleet of more than 380 LNG carriers, most of which burn part of their cargo as fuel, and a further fleet of some 22 small LNG-powered vessels. However, technical and other questions remain as to the suitability of LNG fuel for specific projects. As a result, concept designs and newbuilding plans must be assessed on a case-by-case basis depending on their intended operating profile, fuel availability, commercial feasibility and several other issues. As projects begin to be realized, project developers will better understand the usefulness of the concepts to their own circumstances .” Sean Bond ABS Director of Environmental Solutions technology, the industry is making progress developing
overcome. Instead, using LNG as a fuel becomes an
standards with the International Standards Organization
issue of design and suitability on a project-by-project
on LNG bunkering.
basis rather than a one-size-fits-all solution.
Today, LNG fuels a fleet of more than 380 LNG carri-
To address these issues, ABS has completed joint de-
The potential of LNG to be a ‘fuel of the future’ for the
ers, most of which burn part of their cargo as fuel, and
velopment projects with South Korean shipyards on
shipping industry is a subject we hear about almost
a further fleet of some 22 small LNG-powered vessels.
large vessel designs and worked with owners including
daily. There is no doubt that LNG ticks the box in terms
However, technical and other questions remain as to
AP Moller-Maersk on the practical implications of LNG
of emissions reductions compared to conventional fos-
the suitability of LNG fuel for specific projects. As a re-
as a fuel on the current and next generation of large
sil fuels. But the expansion of LNG as a fuel into the
sult, concept designs and newbuilding plans must be
containerships.
mainstream shipping industry throws up a combination
assessed on a case-by-case basis depending on their
In addition, Harvey Gulf International Marine has se-
of technological and regulatory challenges that the in-
intended operating profile, fuel availability, commercial
lected ABS as the class society for its two new dual
dustry must address.
feasibility and several other issues. As projects begin to
fuelled LNG-powered offshore supply vessels being
To some extent, this already is happening. ABS has pro-
be realized, project developers will better understand the
constructed at Trinity Offshore LLC for operation in the
vided insight over the past year on the drivers for adopt-
usefulness of the concepts to their own circumstances.
Gulf of Mexico.
ing LNG as a fuel, examining the Classification issues
Major issues include the question of LNG bunker supply
Projects like this reinforce the argument that a move
of technology, safety and the regulatory framework, and
and demand. LNG bunker suppliers rely on demand to
towards LNG as fuel could happen more quickly than
we definitely see there is interest.
develop the supply infrastructure, while operators and
has been anticipated. If we start to see positive opera-
LNG as a fuel is not new. What is changing is the scope
owners require a supply before investing in a vessel that
tional results and compelling economic results on early
and scale of application as LNG as fuel grows beyond
relies on that supply. In addition, the costs of bunkering
projects, the move towards LNG fuel could come quickly.
its traditional role on LNG Carriers and its use on a lim-
an LNG vessel are not necessarily known as there is not
For ships operating mainly in the IMO’s ECAs, LNG
ited number of small ferries during the past decade.
a large existing market for small volumes of LNG to be
could be a very attractive option, and here we are talk-
Expanding the application to new vessels types in di-
used on gas fuelled ships.
ing about as soon as 2015 and 2020 or 2025, depending
verse configurations has created a need for construc-
And as emission regulations for all ships continue to
on how the IMO judges low-sulphur fuel availability. That
tion and arrangement requirements as well as stand-
tighten, the cost and availability of alternatives to or-
in turn could lead to a ramping up of bunkering infra-
ards to maintain existing levels of safety in the shipping
dinary heavy fuel oil, including LNG, potentially will
structure, further strengthening the argument in favour
segments using the new fuel. That’s where we come
change over the coming decade. All of this has to be
of LNG.
in. As a Class Society our mission is to provide for the
weighted against the relative capital expenditure among
Of course, this too will have its consequences. Train-
safety of life, property and the natural environment.
competing fuel type concepts.
ing – and who will train the crew who will be handling
On the regulatory front, the fact that LNG fuelled projects
In many ways, the questions around LNG fuel supply
this bunker fuel – is an important issue which needs to
are moving forward for uses other than traditional LNG
are similar to those for low sulphur fuel oil: How good
be addressed. The ISO bunkering standard mentioned
carriers means Class Rules have had to evolve ahead
is security of supply?, Where are the bunkering loca-
above will help, and ABS is also developing training
of global regulation. For example, while the IMO has
tions?, How good is the availability? and What is the
resources around this issue, but this is something the
issued Interim Guidelines on Safety for Natural Gas
cost? Theseare the same questions that were asked
industry should take note of.
Fuelled Engines on Ships ABS has issued its Guide for
about today’s commonly used fuels before they became
The success of the LNG industry in training crews to
Propulsion and Auxiliary Systems for Gas Fuelled Ships
widely accepted.
handle the product safely and in increasing ship size
in May 2011, which incorporates elements of those
Regarding the fuel itself, owners also need to under-
as demand has grown shows these challenges can be
guidelines as well as additional needed criteria not yet
stand both its properties and handling. LNG is a mixture,
overcome. How LNG as a fuel works in this new envi-
specified in the IMO Guidelines.
not a homogenous product. It has different composi-
ronment is a somewhat different question. With many
On the regulatory side, the next step will be to complete
tions, which result in variable properties. The energy in
more gas-powered vessels in operation, the level of risk
the International Code of Safety for Gas Fuelled Ships,
each cubic meter and the methane number can impact
potentially is increased, so these risks have to be ad-
but its completion and ratification are not expected be-
the volume of fuel required and the way the fuel is han-
dressed and mitigated.
fore 2014. In the interim, Class will continue to support
dled as well as engine performance.
The use of LNG as fuel by the mainstream shipping in-
owners, designers and shipyards as they determine
Other items to consider include the power profile of the
dustry is a journey rather than a destination. The role
what the concepts will mean to them.
vessel and to what degree it operates below or at maxi-
of ABS has remained the same since its founding 150
Having recognized a need not just for Classification
mum power, an issue engine manufacturers already are
years ago; to promote the security of life, property and
Rules and their interpretation, but also for recognized
addressing.
the marine environment, in particular when the maritime
standards supporting the application and use of the
This does not means the technology issues cannot be
industry embarks in a new direction.
nafs mag. 40
class societies
article
Francois Teissier: Sensible ways to save fuels and reduce CO2 emissions BUREAU VERITAS
“Bureau Veritas has developed new tools to calculate the fuel consumption and emissions of existing vessels and to determine which of a range of fuelsaving measures will deliver the best results. At the same time it is developing an information package which will help owners comply with IMO and also help reduce their costs by developing an approved Ship Energy Efficiency Management Plan (SEEMP) which focuses on the real issues which will reduce costs efficiently. Sensible targets, clear thinking, good guidance, practical tools and global standards. This is what Bureau Veritas brings to help owners reducing emissions.” Francois Teissier Regional Chief Executive, Hellenic and Black Sea Region, Bureau Veritas
Everybody sensible wants to save fuel costs and
(EEDI) is a one-size-fits-all regulation which will not
of different fuel use mitigation measures. Change the
everybody sensible wants to reduce emissions. But
produce the ideal result in every case.
route, change the trim, change the speed, change
the reductions we need now will not come from new
That leaves ship owners and yards with the need to
the machinery, change the hull coating – whatever
technology. They will come from practical ways to
understand and comply with IMO’s requirements, but
the possible changes, SEECAT makes it possible
use the existing fleet and machinery better. That is
also the need to seek the right solutions for their in-
to quantify the effectiveness of them. So SEECAT
what concerns most ship owners.
dividual types of ship and trade. That is where expert
makes SEEMP work. One simple pathway to regula-
No-one can suddenly remove the world fleet from
assistance is needed, to analyse the current fuel use
tory compliance and lower fuel costs.
service, and new vessels are joining the fleet at an
of existing vessels and to suggest ways to improve
That is the sensible approach to fuel saving today,
unprecedented rate. These vessels are almost all
energy efficiency which both meet regulation and cut
backed by research to deliver longer term solution
diesel-powered, and will be with us for decades. To
costs in the most cost-effective way.
using gas power. And for those owners who want
tackle emission and fuel costs we have to make the
Bureau Veritas has developed new tools to calcu-
to go further and measure their energy efficiency
most of the energy use of the existing fleet.
late the fuel consumption and emissions of existing
across the fleet and across all operations Bureau
Of course in the future there is a really possibility
vessels and to determine which of a range of fuel-
Veritas is already bringing its expertise in shore-
that there will be more gas powered shipping, and
saving measures will deliver the best results. At the
and ship-based energy use together. Bureau Ver-
Bureau Veritas is right at the forefront of develop-
same time it is developing an information package
itas has completed the first certification audit of any
ing that. It was the first classification society to class
which will help owners comply with IMO and also
shipping company in the world to the new standard
vessels with dual fuel gas and diesel engines, and
help reduce their costs by developing an approved
ISO 50001- 2011 - Energy Management Systems.
has extensive experience in service with gas pow-
Ship Energy Efficiency Management Plan (SEEMP)
Northern Marine Management Ltd and Northern Ma-
ered vessels. That experience is being put to good
which focuses on the real issues which will reduce
rine Management (USA) LLC have achieved certifi-
use backing research projects into gas power, for all
costs efficiently. By turning to Bureau Veritas for as-
cation to BS ISO 50001, which ensures systematic
sizes and types of ship, including large container-
sistance, ship owners and shipyards can ensure that
monitoring and control of energy usage, helping to
ships, ferries and tankers. But Bureau Veritas prides
regulation and reality both take the shortest pathway
optimise efficiency, reduce fuel consumption, reduce
itself on taking a pragmatic approach to problems,
to saving fuel and saving costs.
the company’s environmental footprint and provide a
working with the concerns of ship owners. That is
A correctly developed SEEMP provides the frame-
cost saving for the vessels owners.
why we have produced guidance and new specific
work and process for identifying, monitoring and
software to help owners to comply with energy regu-
constantly improving energy efficiency. BV’s guid-
Northern Marine Management manages fifty-seven
lations, and also help them to save costs, fuel and
ance and web-based tools allow owners to structure
vessels, including the Stena tanker and gas carrier
emissions now. With the ships they have today, not
their SEEMP correctly. The SEEMP should include:
fleet and the chemical tankers of the Emirates Ship-
the ships they might have in the future.
determining the status of ship energy usage and
ping Company.
Two forces are pushing shipping towards more effi-
the expected improvements in energy efficiency;
cient ships. One is regulation, the other is a desire to
implementation of procedures for energy manage-
BS ISO 50001 Energy Management Systems is in-
reduce operating costs. Both forces have the same
ment; monitoring and measurement which provide a
tended to assist organizations in making better use
goal, to make ships burn less fuel per tonne mile.
quantitative indicator of the ship’s energy efficiency;
of their existing energy consuming assets, create
The International Maritime Organisation wants that
and finally evaluation of the effectiveness of the
transparency and facilitate communication on the
because it wants shipping to reduce its output of
planned measures to use the feedback to improve
management of energy resources and promote en-
CO2. Ship owners and charterers want that because
the SEEMP.
ergy management best practices and reinforce good
they need to contain costs in a very poor market.
That process sounds simple, but in practice it in-
energy management behaviours.
volves a lot of data, measurement and modelling. Although the goals are the same, regulation and
Which is why Bureau Veritas has developed SEE-
Sensible targets, clear thinking, good guidance,
cost-cutting for individual owners don’t always point
CAT (Ship Energy Efficiency Calculation Analysis
practical tools and global standards. This is what
down the same pathway. Every ship and every trade
Tool). This software models each ship type, captures
Bureau Veritas brings to help owners reducing emis-
is different, and requires a different approach to fuel
energy flows and usage, predicts emissions and al-
sions. Innovation for sure, but service and today’s
saving, but IMO’s Energy Efficiency Design Index
lows the owner to predict the cost and effectiveness
problems solved first.
nafs mag. 42
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article
Etienne Gernez*: Guidelines for Fuel Saving Measures on Bulk Carriers, Tankers and Container vessels DET NORSKE VERITAS
“The combination of low charter rates and high fuel prices is creating a strong interest in fuel saving measures. DNV has now updated the Fuel Saving Guideline for Bulk Carriers, which was released in April this year, and has issued three new guidelines covering tank, bulk, and container vessels.” Etienne Gernez Ships Hydrodynamics and Stability unit, DNV
revision has been a great success in assisting our
vessel, for example should you optimise the trimming
customers to find their way in the jungle of fuel saving
of the vessel to reduce resistance? Do you route the
measures.
vessel according to the forecasted weather, speed
In addition two more Fuel Saving Guidelines were
and contracted time of arrival in order to optimise the
produced, one for container vessels and one for
operation?
tanker vessels.
A matter of cost and savings
Due to a structural oversupply situation, too many, big
The aim is to provide an independent overview of
ships have been ordered over the last couple of years
different fuel saving measures feasible for both new-
and demand side has not grown with similar speed,
builds and retrofit on ships in operation, meeting the
easily implemented low-cost solutions to more com-
a tough competition on the main trades is leading to
needs of and requests from ship owners, charterers,
plex and technologically challenging systems, all pre-
low freight rates and charter rates. Cost reduction is
designers and yards. The Guidelines may serve as
sented together with an indicative return on invest-
number one priority both for liner companies but also
decision support.
ment assessment.
for charter owners in order to stay in the business.
A variety of individual measures and strategies for
Some of the presented measures are rather com-
Fuel oil costs are representing the biggest share of
optimising fuel consumption are known and partly
plex and need to be considered and decided upon
vessels’ total operating cost. Consequently reducing
applied in the industry. Some of the alternatives are
during the design process. Others can be retrofit but
fuel oil consumption is offering the highest potential
applicable to newbuilds, while others may be applied
require dry docking. However, in many cases fuel
for cost savings.
to existing ships too. Up to now, however, there has
saving does not need to be that comprehensive at
Environmental awareness is also increasing, which
been no systematic and impartial summary of the
all. The Guideline includes a number of measures
requires emission reduction and good EEDI perform-
most relevant measures and assessment of their
with a short payback time which are rather easy to
ance of ships in order to differentiate from competi-
savings potential.
implement.
tors.
The measures described in the Guideline span from
Examples are:
A large variety of single measures and strategies for
The Guideline contains four main categories of meas-
• Trim Optimisation: by changing the trim of the ves-
optimizing fuel consumption is known and partly ap-
ures – those which:
sel, the wave pattern around the vessel will also
plied in the industry. However, so far no systematic
• Reduce the hull resistance
change. Optimising the trim by minimising the wave
and impartial summary is available where the most
• Improve the propulsion efficiency
resistance leads to a reduction in the power needed,
relevant measures for ships are summarized and
• Improve the power plant efficiency
which again means lower fuel consumption. The
their potential is assessed.
• Improve the operational efficiency
most favourable trim may be found by CFD analysis.
On top of that although cutting costs is the desired outcome, yet there are many questions along the
• Propeller Polishing: cleaning the propeller will help Its content covers the following scope:
way:
avoid an increase in the propeller’s friction losses due to marine growth. The cleaning itself is rather simple
How is this measure working?
• Description of each measure
and may be carried out when the ship is anchored
How efficient is it?
• Compatibility of measures with each other
or berthing.
On what size of ship would it work best and be the
• Complexity of manufacturing
• Engine Tuning: the engine performance gradually
cheapest?
• Range of expected fuel savings
worsens. By tuning the engines to maintain a low
How to monitor the effect on fuel consumption?
• Expected maintenance needs
SFOC, this trend may be interrupted. A diesel engine
How is it installed?
• Indication of price range
analysis tool is necessary in order to continuously op-
Are there any additional maintenance costs?
• Class requirements
timise the maximum combustion pressure and mean
Does the crew need to be trained to use it? Is it safe and compliant with class and statutory requirements?
The market jungle
There is a variety of different fuel saving measures in the market today, and selecting the most appropriate
indicated pressure, leading to an optimised SFOC.
The net fuel saving
The expected fuel savings are given as ranges in the
Last year DNV acted on all of the above by issuing
ones is challenging. For instance, there are several
version 1 of a Fuel Saving Guideline for Bulk Carri-
Guidelines, as the net effect will vary from case to
options for improving propeller efficiency. Stators,
ers. This initial version of the Guideline for Bulk Carri-
case. The best way of validating a fuel saving meas-
ducts and fins are some of the possible devices in-
ers, has been presented at a number of conferences,
ure is to compare two identical vessels trading the
stalled pre- or post-swirl in order to save energy.
seminars and customer meetings. The feedback from
same route, one with and one without the respective
The machinery suppliers deliver solutions that in-
ship owners has been very positive and has led to
measure deployed. However, there are alternatives
crease the flexibility and optimise the efficiency of
a new revision 2 of the Guideline. The new revision
to full-scale results. Measures related to resistance
the engine. And then there are all the measures as-
has a broader scope and is more in-depth. The first
and propulsion may be validated through model tests
sociated with the operation and management of the
in a towing tank and by CFD calculations.
class societies nafs mag. 43
Fuel saving Guideline chart 1
Fuel saving Guideline chart 2
Fuel Comparison_Danuta_8.3m
nafs mag. 44
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article
Tore Longva: CO2 emissions from ships – impact of EEDI and SEEMP DET NORSKE VERITAS
“The first formal CO2 control regulations were adopted by IMO at the MEPC 62 in July 2011. These comprise the Energy Efficiency Design Index (EEDI) and Ship Energy Efficiency Management Plan (SEEMP), both of which will enter into force on 1 January 2013. A new International Energy Efficiency Certificate (IEEC) will be introduced for all vessels, and this includes a supplement recording particulars related to the ship’s energy efficiency, such as the propulsion system, the Attained EEDI for new builds, and the presence of a SEEMP.” Tore Longva Business Development Manager International Affairs
Energy Efficiency Design Index (EEDI) The EEDI requirements will apply to new ships above 400 GT only, where “new ship” means a ship: • for which the building contract is placed on or after 1 January 2013; or
• in the absence of a building contract, the keel of which is laid or which is at a similar stage of construction on or after 1 July 2013; or
• the delivery of which is on or after 1 July 2015
The EEDI is measured in grams CO2 per tonne-nm. The yard, designer or a consultant will have to develop an EEDI technical file containing the necessary documentation and calculations. Verification will be done in two stages: a preliminary verification at the design stage based on tank tests, manufacturers’ data and design particulars. During the sea trial the speed will be measured and the technical file will be updated, together with engine certificates and other necessary documentation. The EEDI technical file will then be verified by a flag administration or Recognized Organisation and the IEEC will be issued. The regulation differentiates between ship types which are required to calculate an Attained EEDI and those that must have an Attained EEDI below a certain Required EEDI. Ship types needing to comply with a specific Required EEDI level to obtain the IEEC are defined in the table below, which also indicates the time line for the tightening of the requirement levels.
The reference line value of a ship is calculated based on the following formula: a · Capacity-c, where the a and c parameters are given in the following table:
Ship type
Capacity a
c
Bulk carrier
dwt
961.79
0.477
Gas tanker
dwt
1120.00
0.456
Tanker
dwt
1218.80
0.488
Container
70% · dwt
174.22
0.201
General cargo dwt
107.48
0.216
Reefer
dwt
227.01
0.244
Combination
dwt
1218.80
0.488
In order to address concerns raised by developing countries, the regulations include a clause allowing
Ship Energy Efficiency Management Plan (SEEMP)
any Administration to waive the EEDI requirements
No changes were made to the SEEMP at MEPC
for ships flying its flag for a period of up to four years
62, but its inclusion in the Annex VI amendments
(linked to the contract date), or six years and six
makes it mandatory for all ships– both new and ex-
months (linked to the delivery date) after 1 January
isting - after it enters into force. The presence of a
2013. However, the preliminary indications are that
SEEMP will be checked during the first intermediate
the major flag states will be reluctant to invoke the
or renewal survey for the IAPP certificate, at which
waiver clause.
point the IEEC will be issued. The EEDI will not be
Complying to the requirements in Phases 0 and 1 is
calculated for existing vessels and thus not included
expected to come at low costs. There is no commer-
in the IEEC
cial reason to order a ship without a calculated EEDI as the second hand value may be lower and the ability to get a charter may be reduced as charterers will prefer ships with low (and thus calculated) EEDI.
Future CO2 regulations
The adoption of the amendments is a significant step towards the regulation of GHG emissions by
IMO. Nevertheless, the EU is likely to consider it insufficient in light of its own ambitions. The EU process for establishing a regional CO2 emission reduction mechanism for shipping is therefore expected to continue. Other parts of the international community also consider these regulations insufficient. There is therefore a strong political drive to regulate shipping further, e.g. through regional or international Market Based Measures (MBMs). Proposals under review range from a contribution or levy on CO2 emissions from shipping, via emission trading systems to schemes based on ship efficiency. If agreed, MBMs may appear towards the end of this decade. Commercial energy efficiency requirements are be-
class societies nafs mag. 45 coming increasingly important. The creation of vari-
not enable the main engine power and thus the
being issued before the entry into force in 2013:
ous voluntary schemes for rating environmental per-
EEDI to be reduced. At the moment, there are no
• February 2012 – MEPC 63: Guidelines for mini-
formance, including CO2 performance, is providing
guidelines for how such measures can be applied
mum propulsion power
tools that allow charterers and cargo owners to use
to reduce the EEDI, but these are expected to be
• October 2012 – MEPC 64: Guidelines on voluntary
only ships that satisfy their environmental require-
developed at a later stage, most likely through the
structural enhancement
ments. These rating schemes must be based on ro-
Peff parameter. Propulsion efficiency devices, such
• July 2013 – MEPC 65: Guidelines for CO2 abate-
bust methods and verifiable data in order to create a
as Mewis ducts or propeller boss cap fins can either
ment technologies
level playing field for the ship owner.
reduce the main engine power (Pme), or enable the
• March 2014 – MEPC 66: Guidelines for calcula-
ship to obtain a higher speed (Vref).
tion of EEDI for roro, passenger, diesel-electric and
Further, the use of biofuels is not covered by the cur-
hybrid propulsion ships
In addition, there will be compensation when using
rent framework as the carbon content cannot easily
The requirements and dates are subject to two re-
shaft generators (PPTO) and applying ice strength-
be determined. There are no indications regarding if
views: the first is on the requirements for small ships
ening (fj). Other correction factors, for example for
and when this will be developed.
and large bulkers and tankers and is due in July
Reducing the EEDI
voluntary structural enhancement, are under development. Some proposed measures, such as kites or solar panels, cannot provide power all the time and will
2013. The second review allows for a discussion
Further regulatory work
of both the requirements and the timeline for when Phases 2 and 3 are to enter into force, and is due in
A number of guidelines are going to be developed
January 2015.
during the next few years, with the most important
Method
Measures
Parameter affected
Reduce the main engine installed power
Improved hull and propeller efficiency Speed reduction/de-rate engine
P
Lower the specific fuel consumption
Switch to a more efficient engine Engine control tuning
SFC
Increase the speed (without increasing the installed power)
Improved hull and propeller efficiency (i.e. Mewis duct, propeller boss cap fin or other flow devices)
V
Use fuel/an energy source with a lower carbon content
I.e. LNG, biofuel (no guideline yet)
C
Innovative mechanical energy efficient technology
I.e. kites (no guideline yet)
P
Innovative electrical energy efficient technology
I.e. waste heat recovery
P
Increase the capacity
Larger ships
Capacity
Impact of EEDI and SEEMP
IMO commissioned a study by Lloyds Register and DNV to estimate the impact of the new requirements. The results from the study show that the EEDI will, as new ships are built, gradually reduce the emissions from the world fleet with 3% in 2020, 13% in 2030, and 30% in 2050. The SEEMP will not directly mandate an emission reduction, but by increased awareness of costs and reduction potentials the study estimated the reduction to between 5-10% from 2015 onwards.
Effect of a Ship Energy Efficiency Management plan
The EEDI will mandate improvements in hull design and machinery, while the SEEMP will require ship owner to develop a plan for their ships. There are significant potential for reduction by operational measure, and with the current fuel prices most are also cost-effective. However, there seem to be a limited uptake of these measures caused by non-financial barriers such as lack of capital, lack of competence, lack of cooperation between actor and split incentives. Higher fuel prices will only to lead to a limited extra implementation of measures, but over time it will drive technology development and innovation. Other incentives will have to be in place to implement the existing set of measures. The SEEMP will initiate monitoring and target setting and look at concrete measure to be implemented for each vessel. Awareness of the potential savings is expected to increase uptake of measures.
VLCC case
The effect of the new regulations was applied on a VLCC to see how the fuel consumption and cost would develop. The baseline case was a tanker using 23 000 tonnes of fuel per year, which with the present fuel prices would cost around 10 mill USD. The first figure shows how a new built vessel year by year towards 2050 would perform. A ship built according to the requirements in 2030 would use about 14 000 tonnes per year in 2030. In the figures below the fuel consumption of a new built VLCC. The fuel cost calculations in the second chart are based on a scenario where the sulphur regulation coming in 2020 will significantly increase the fuel prices, but the increase energy efficiency will reduce the expected cost from 50 mill USD to 30 mill USD per year.
ME ME, SFCAE
ref
FME, CFAE
eff
AEeff
nafs mag. 46
class societies
article
Apostolos Poulovassilis: The shipping world is fast becoming a more complex place the question of future fuels is one of the major challenges
LLOYD’S REGISTER “At Lloyd’s Register what we constantly strive to provide is impartial technical guidance. And as well as guidance, verification is crucial. Many claims are being made about performance, about greenhouse gas emissions and about safety of new arrangements. Owners and operators need data and they need it verified – what you can’t measure, you can’t manage. We are here to help the industry manage the changes we face by providing the independent insight that is required..” Apostolos Poulovassilis Lloyd’s Register Regional Marine Manager EMEA
Emissions regulation and higher energy prices are
mandated minimum requirements.
the two leading factors changing our industry. New
Register is the market leader in LNG carrier fleet share and provides a broad understanding of the
technologies and innovation will play a vital role in
At Lloyd’s Register what we constantly strive to pro-
risks involved based on long and substantial experi-
the immediate and long term future of shipping.
vide is impartial technical guidance. And as well as
ence.
guidance, verification is crucial. Many claims are
100 years ago a Lloyd’s Register surveyor attended
being made about performance, about greenhouse
The world’s first new LNG-fuelled tanker is classed
the sea trials of the first seagoing diesel powered
gas emissions and about safety of new arrange-
by Lloyd’s Register. The Argonon, a 6,100 dwt dual-
merchant ship, the East Asiatic Company’s innova-
ments. Owners and operators need data and they
fuelled chemical tanker, is a significant milestone for
tive Selandia. The propulsion technology on trial a
need it verified – what you can’t measure, you can’t
the Deep Shipping subsidiary, Argonon Shipping, in
century ago now dominates the industry and, for
manage.
its pursuit of cleaner transport solutions for Europe.
most merchant ships, in the last 50 years, there has
Lloyd’s Register helped the owners and regulators
been a clear orthodoxy in engine room arrange-
We are here to help the industry manage the chang-
identify their risks, meet regulatory requirements
ments and the type of fuel used. Nearly all ships now
es we face by providing the independent insight that
and overcome the technical challenges for the prec-
use marine heavy fuel oil in diesel engines.
is required.
edent-setting tanker.
Today we stand on the brink of a new era.
One example of a key area where we are helping is
Overall, we need to understand what will provide net
Lloyd’s Register has talked about this as a ‘new
in fuel and fuel management.
global environmental benefits and that makes com-
paradigm’. Any evolution will be gradual but already
mercial sense. This is all about what risks society
we can see changes happening.
Much has been heard and said about future fuels
wants to manage and how to balance environmental
recently. With high energy prices and challenging
and commercial ambitions.
New fuels, new engines and new designs are be-
emissions requirements, the industry is looking ei-
coming available. The difficulty for shipowners,
ther for alternatives or ways to manage their emis-
Our strategic research department and global tech-
builders, equipment makers and, don’t forget, fin-
sions – particularly in the new Emission Control Ar-
nology leaders are exploring a broad range of alter-
anciers is not only what technology to support but
eas (ECAs).
natives in joint research projects with the industry.
when to invest. The future is further clouded by the
Biofuels, methanol, fuel cells are all being exam-
weak market outlook and the hangover of the big-
Lloyd’s Register is well placed to provide support to
ined and cannot be dismissed. The new focus on
gest boom in new ordering in history – the new ships
operators in helping ensure that design and opera-
efficiency measures that we are seeing with recent
still being built are, in the main, little different to the
tional solutions are safe and efficient.
deliveries such as Delphin’s new 57,000 dwt bulk
ships in demand a decade or more ago.
carrier delivered in China this month will also reLNG is certainly a fuel of the future and has been
duce energy demand per tonne of cargo transported
Most new technology being brought into opera-
winning a great deal of attention on the back of its
whatever fuel is used.
tion now has been developed for relatively small or
low Sox, Nox and Particulate emissions – and is in
niche markets such as ferries and inland waterways
use already in small applications
– sectors where exposure to new regulation is most
Moreover, future patterns of consumption may have an impact on total energy requirements. What is be-
concentrated and where local emissions and other
Lloyd’s Register – as the classification leader in LNG
yond the remit of a classification society is attempt-
factors are felt most keenly.
Carrier market share - has significant expertise with
ing to predict future energy prices. But, ultimately,
LNG. We have been providing the industry with the
it is the relative price and performance of different
More clarity needs to be brought to the differences
deep technological understanding of the realities
fuels that will drive decision making about future fuel
between local air emission benefits and the green-
and risks involved with using LNG as Fuel for mer-
choices. LNG is certainly one of the fuels of the fu-
house gas impacts of shipping. At present the real
chant ships. Lloyd’s Register is classing Viking Line
ture – and if LNG as fuel is a potential option for
driver is local air emissions. The introduction of the
Ferry project, the largest (by a long way) LNG as
a client we will help them understand and manage
Energy Efficiency Design Index is the first global
Fuel application to date and Lloyd’s Register’s ex-
the technical risks, enabling them to make properly
greenhouse gas regulation in any industry, setting
pertise in gas goes back a long way. Today Lloyd’s
informed commercial and operational decisions.
nafs mag. 48
class societies
Spyros Zolotas: Energy savings make sense
article
REGISTRO ITALIANO NAVALE
“RINA has developed two tools to assist owners. The Green Plus notation integrates all the design, equipment and operational environmental impact mitigation features of the vessel into a single index. That gives the owner and designer a powerful, flexible tool to create the most environmentally effective vessel for a particular trade, and to be able to show clients and authorities their commitment to the environment through the award of the Green Plus notation.” Spyros Zolotas RINA Country Manager for Greece
Shipowners traditionally rely on the charterer pay-
diesel gensets to run at efficient loads all the time.
added benefit is that it will also form the backbone of
ing the fuel bill. But that no longer works. Charterers
RINA has good experience with building and class-
the IMO’s Ship Energy Efficiency Management Plan
are increasingly including energy saving clauses in
ing this type of power plant, which is flexible and ef-
(SEEMP).
charter parties for bulkers and tankers, giving own-
ficient. But the bunker infrastructure to support LNG
All ships will be required to have a SEEMP from
ers a real incentive to save fuel. And for ferry and
fuel will take some time to develop so the focus now
2013, which has to include the monitoring of the
passenger ship owners, and the increasing number
has to be on helping diesel-powered ships be more
status of ship energy usage and the expected im-
of Greek containership owners, energy consumption
efficient.
provements of ship energy efficiency. The plan has
is a big issue.
RINA has developed two tools to assist owners.
to show how energy improvements will be imple-
Energy consumption matters because bunker prices
The Green Plus notation integrates all the design,
mented including the development of the proce-
are high and energy saved is energy the owner does
equipment and operational environmental impact
dures for energy management and the definition
not have to pay for. It matters because there are new
mitigation features of the vessel into a single index.
of the tasks to be performed. SEEMP also covers
IMO rules on emissions and energy efficiency and
That gives the owner and designer a powerful, flex-
monitoring and measurement, which provide a
the EU is leading the way on Emission Control Areas
ible tool to create the most environmentally effec-
quantitative indicator of the ship energy efficiency
which place very strict limits on air emissions. All US
tive vessel for a particular trade, and to be able to
and self-evaluation and improvement.
waters are included in a new ECA this year. Burn-
show clients and authorities their commitment to the
Alongside the SEEMP, required for all ships, there
ing less fuel means lower emissions. And of course
environment through the award of the Green Plus
is the IMO Energy Efficiency Design Index for new
for passenger ships the operators need to be aware
notation.
vessels. It will give a number by which ships can be
of how their passengers feel. They need to be able
Green Plus is a tool which includes fuel efficiency
ranked for energy performance. Owners and opera-
to show they are doing all they can to operate their
but also ranges over all environmental impact
tors need to take great care in designing new ves-
vessels cleanly.
mitigation measures including garbage and waste
sels to ensure they will not be punished in a compet-
RINA is working closely with yards and owners to
streams. RINA’s Energy Saving System is focused
itive and energy conscious charter market. RINA’s
help them to design and operate ships which burn
only on the energy usage aspects of the vessel’s op-
Energy Efficiency System provides a practical help
less fuel. In the longer term there will be more gas-
erations. At its heart is an energy saving index which
based on experience both to reduce fuel consump-
fuelled ships so RINA has introduced rules for gas-
assesses the ship’s performance in terms of efficien-
tion and comply with the new regulations.
powered vessels. The trade-off there is benefits in
cy and energy conservation. It delivers owners a tool
By blending practical experience with a good un-
terms of cleanliness and emissions in return for oc-
for educating on-board staff in reducing energy use
derstanding of the regulations both in existence and
cupying more space for bunkers. Future ferries will
and it provides a fleet benchmark for good practices
upcoming, then developing user-friendly tools, RINA
use diesel-electric power plants, which allow the
on one vessel to be implemented on another. The
is ready to help shipping to save energy.
when a growing
BODY
covers huge distances
RINA GROUP making the best together
nafs mag. 50
κλάδος αμμοβολών
Βασίλης Κανακάκης:
συνέντευξη
Η Ελλάδα είναι tank coating station
CORAL LTD, Πρόεδρος της Πανελλήνιας Ένωσης Αμμοβολιστών Η ανυπαρξία κυβερνητικής ναυπηγοεπισκευαστικής πολιτικής, τα πολύ υψηλά ημερομίσθια στον χώρο μας, η έλλειψη υποδομών καθώς και η ανασφάλεια και αβεβαιότητα λειτουργίας των μεγάλων ναυπηγείων, είναι οι βασικοί λόγοι που έχουν οδηγήσει σε μαρασμό τη ναυπηγοεπισκευαστική ζώνη του Περάματος, σύμφωνα με τον κ. Βασίλη Κανακάκη, Πρόεδρο της Πανελλήνιας Ένωσης Αμμοβολιστών και Πρόεδρο της εταιρίας Coral ltd. Ο ίδιος τονίζει ότι «το θέμα της εργασιακής ειρήνης έπεξε μεγάλο ρόλο στη δημιουργία του σημερινού προβλήματος. Δεν μπορούμε καθημερινά να βρίσκουμε και μια αιτία να κάνουμε μια στάση εργασίας ή μια απεργία. Παράλληλα, από το 2008 άνοιξε ανταγωνιστική αγορά στην Τουρκία. Μέχρι το 2008 τα Τούρκικα ναυπηγεία ήταν κατασκευαστικά. Στην κάμψη που είχε το 2ο μισό του 2008 η ναυλαγορά, ακυρώθηκαν πολλές παραγγελίες σε ναυπηγεία κατασκευών νέων πλοίων με αποτέλεσμα να βρεθούν σε άσχημη κατάσταση τα Τούρκικα ναυπηγεία και να το γυρίσουν στην επισκευή. Όταν εκείνοι προσέφεραν τότε 2 δολάρια το κιλό την λαμαρίνα και στην Ελλάδα ήταν στα 4,5 ευρώ, αντιλαμβανόμαστε ότι όλα τα πλοία τράβηξαν για την Τουρκία. Αυτό σε συνδυασμό με την έλλειψη
Ο κ. Bασίλης Κανακάκης
των υποδομών στην Ελλάδα, τις ανακατατάξεις του Σκαραμαγκά, την επιβολή της 15ετούς ποινής να μην ασκεί εμπορική δραστηριότητα για το πολεμικό και εμπορικό ναυπηγείο και την αβεβαιότητα των
Στην κάμψη που είχε το 2ο μισό του 2008 η ναυλαγορά, ακυρώθηκαν πολλές παραγγελίες σε ναυπηγεία κατασκευών νέων πλοίων με αποτέλεσμα να βρεθούν σε άσχημη κατάσταση τα Τούρκικα ναυπηγεία και να το γυρίσουν στην επισκευή. Όταν εκείνοι προσέφεραν τότε 2 δολάρια το κιλό την λαμαρίνα και στην Ελλάδα ήταν στα 4,5 ευρώ, αντιλαμβανόμαστε ότι όλα τα πλοία τράβηξαν για την Τουρκία. Αυτό σε συνδυασμό με την έλλειψη των υποδομών στην Ελλάδα, τις ανακατατάξεις του Σκαραμαγκά, την επιβολή της 15ετούς ποινής να μην ασκεί εμπορική δραστηριότητα για το πολεμικό και εμπορικό ναυπηγείο και την αβεβαιότητα των ναυπηγείων Ελευσίνας, που είναι στο άρθρο 99 του Πτωχευτικού Κώδικα , ήταν φυσικό επακόλουθο να μην υπάρχει αντικείμενο εργασίας στο Πέραμα
ναυπηγείων Ελευσίνας, που είναι στο άρθρο 99 του Πτωχευτικού Κώδικα , ήταν φυσικό επακόλουθο να μην υπάρχει αντικείμενο εργασίας στο Πέραμα». Σε ερώτημα του ΝΑΥΣ για το τι πρέπει να γίνει από εδώ και στο εξής για την ανάκαμψη του χώρου ο κ. Κανακάκης ανέφερε τα εξής: “Κατ’ αρχήν θα πρέπει να υπάρξει μια στήριξη των μικρομεσαίων επιχειρήσεων του κλάδου από την πολιτεία. Να ληφθούν μέτρα από το υπουργείο Ανάπτυξης και να ενταχθούν οι επιχειρήσεις αυτές σε Ευρωπαϊκά προγράμματα που μέχρι σήμερα απαγορεύεται βάσει κωδικών που έχουν η υπαγωγή τους σε Ευρωπαϊκά επενδυτικά προγράμματα. Οι επιχειρήσεις του χώρου δεν έχουν στηριχθεί ουδέποτε από καμία επιχορήγηση, είτε ευρωπαϊκή είτε εθνική. Οι ελληνικές επιχειρήσεις έχουν επενδύσει με ίδια κεφάλαια και είναι από τις πιο σύγχρονες στην Ευρώπη, από τις πιο παραγωγικές και από τις πιο πρωτοπόρες. Χωρίς καμία βοήθεια και στήριξη από πουθενά. Πιστεύω ότι αν ξεκινήσει μια προσπάθεια στήριξης, αν σταθεροποιηθεί κάποιο καθεστώς των δύο μεγάλων ναυπηγείων ώστε να υπάρχουν δεξαμενές υποδοχής πλοίων που σήμερα δεν υπάρχουν και αν μπορέσουμε να βρούμε με τους εργαζόμενους τη χρυσή τομή σε ότι αφορά την αμοιβή τους και μειώσουμε το κόστος, θεωρώ ότι οι Έλληνες εφοπλιστές θα υποστηρίξουν τον τόπο τους και θα φέρουν τα πλοία τους ξανά στην Ελλάδα. Οι Έλληνες πλοιοκτήτες αγαπούν τον τόπο τους και θέλουν να τον στηρίξουν, αρκεί να τους δώσουμε την διαβεβαίωση ότι το πλοίο θα φεύγει στην ώρα του και το κόστος θα είναι στο πλαίσιο της λογικής. Έχουμε την μεγαλύτερη ναυτιλία στον κόσμο και αυτή η ναυτιλία θα στηρίξει την ναυπηγοεπισκευή όπως έχει συμβεί και στο παρελθόν». Και ο κ. Κανακάκης καταλήγει:”Η Ελλάδα είναι tank coating station. Υπάρχουν εταιρίες από τις πιο αξιόλογες στον κόσμο που μπορούν να ανταποκριθούν σε οποιοδήποτε μεγέθους έργο με σύγχρονο και πολλές φορές μοναδικό εξοπλισμό». Τέλος, για τον ΟΛΠ ο κ. Κανακάκης υπογραμμίζει τα εξής: «Ο ΟΛΠ από την ιδρυτική του πράξη ξεκίνησε ως οργανισμός κοινής οφέλειας. Αυτό σημαίνει ότι στέρησε στον Πειραιώτικο λαό την πρόσβαση στη θάλασσα. Ανταποδοτικά δεσμεύτηκε ότι θα δημιουργήσει, όπως και δημιούργησε, τη ναυπηγοεπισκευαστική ζώνη ώστε να υπάρχει απασχόληση. Είχε και έχει την υποχρέωση να κρατά μια ναυπηγοεπισκευαστική ζώνη σύγχρονη και προσιτή. Όταν από εταιρία κοινής ωφέλειας έγινε εταιρία του χρηματιστηρίου δεν διεγράφη αυτή η υποχρέωση για εμάς .Η ΝΕΖ εδώ και κάποιες δεκαετίες έχει εγκαταληφθεί χωρίς καμία επένδυση. Η χρέωση της δεξαμενής του ΟΛΠ θα έπρεπε να ήταν γύρω στα 1000 ευρώ την ημέρα (και όχι 7000) για να καλύψει τα έξοδα λειτουργίας και συντήρησης. Και πάλι με αυτές τις τιμές δεν τα καλύπτει τα έξοδα διότι οι δεξαμενές του Πειραιά έχουν 72 άτομα οργανική σύνθεση όταν ο Σκαραμαγκάς με 10 άτομα κινεί 4 δεξαμενές γίγαντες. Όσο υπάρχουν αυτές οι χρεώσεις δεν πρόκειται να μπει πλοίο στις δεξαμενές. Εκτός αυτού ο ΟΛΠ αντιμετωπίζει τους ναυπηγοεπισκευαστές σαν ανταγωνιστές. Υπερχρεώνει τις παρεχόμενες υπηρεσίες και τους χώρους που νοικιάζει σε αυτούς με αποτέλεσμα να μην μπορούν να ανταποκριθούν στις χρεώσεις. Το όλο θέμα του ΟΛΠ πρέπει να εξετασθεί από μηδενική βάση. (ΟΛΠ-εργολάβοι-Σωματεία)».
nafs mag. 52
shipping news
Financial Times World Shipping Congress:
news
Joseph J. Cox, πρόεδρος και CEO του Chamber of
Βαφειάς όσο και ο Ευάγγελος Πιστιόλης. Παρόντες
Shipping of America, ο Thomas Franck, πρόεδρος της
μεταξύ άλλων ήταν και οι κ.κ. Μιχάλης Μποδούρογλου,
Finnish Shipowners’ Association και CEO της Bore Ltd,
Γιάννης Δράγνης, Φραγκίσκος Κανελάκης, Βασίλης και
ο Thor Jørgen Guttormsen, πρόεδρος της Norwegian
Μιχάλης Δαλακούρας, Ν. Πίττας, Λεωνίδας Πολέμης,
Shipowners’ Association και της Leigh Höegh & Co, ο
Σπύρος
Jong Chul Lee, επικεφαλής της Korea Shipowners’ As-
Γαβριηλίδης, στελέχη της Navios Maritime, της MSC,
sociation και αντιπρόεδρος & CEO της STX PanOcean
τραπεζίτες όπως από την DVB Bank, την BNP Pari-
Corporation, ο Γιάννης Λύρας μέλος του ΔΣ και πρώην
bas, την ΕΧΙΜ , εκπρόσωποι μεγάλων νηογνωμόνων,
πρόεδρος της Ένωσης Ελλήνων Εφοπλιστών, η Tineke
ελληνικών τραπεζών όπως η Alpha Bank, ναυλομεσίτες
Netelenbos, πρόεδρος της Royal Association of Neth-
όπως
erlands Shipowners, ο Michael Parker, πρόεδρος του
πανεπιστήμια και μεγάλα νομικά γραφεία αλλά και
UK Chamber of Shipping και της CMA-CGM (UK) Hold-
asset managers. Αίσθηση προκάλεσαν τα στοιχεία
ings Ltd. Πρόεδρος της συνάντησης κορυφής και του
για την μεγάλη ζήτηση αξιωματικών του ναυτικού και
Congress ήταν ο πρόεδρος του International Cham-
ανεπάρκεια των σχολών της χώρας να δεχτεί όλους
ber of Shipping και της ABS U.K. National Committee,
του υποψηφίους παρά τη μεγάλη ανεργία. Έτσι το
Σπύρος Πολέμης. Διάχυτη ήταν η πεποίθησή τους ότι
ζήτημα της ναυτικής εκπαίδευσης και των δυνατοτήτων
η κρίση μπορεί να αποδειχθεί ευκαιρία τουλάχιστον
για απασχόληση των νέων Ελλήνων αποτελεί μια
για όσους διαθέτουν πρόσβαση στις κεφαλαιαγορές
σημαντική
ή
να
αποκαλυπτικά στοιχεία ο Γιώργος Καμπάνης Global
Την πεποίθηση τους ότι η ελληνική ναυτιλία αλλά και
επωφεληθούν από τις χαμηλές τιμές που επικρατούν
Leader της μονάδας Shipping & Ports της Deloitte.
άλλες, ανταγωνιστικές, εθνικές βιομηχανίες θαλάσσιων
στη δευτερογενή αγορά των ποντοπόρων.Κατά τη
Στο συνέδριο που έγινε υπό την αιγίδα του Διεθνούς
μεταφορών μπορούν να βγουν ακόμα και κερδισμένοι
διάρκεια του συνεδρίου παρουσιάσθηκαν τα θεμελιώδη
Ναυτιλιακού Επιμελητηρίου (International Chamber of
από την κρίση, η οποία όμως αναμένεται να διαρκέσει
μεγέθη των δανειακών χαρτοφυλακίων των τραπεζών
Shipping - ICS), που εκπροσωπήθηκε από τον πρόεδρό
καθόλη τη διάρκεια του 2012, διατύπωσαν Έλληνες
οπότε και κατέστη σαφές πως οι ευρωπαϊκές όπως
του
και ξένοι εφοπλιστές και παράγοντες του κλάδου στην
και οι ελληνικές τράπεζες έχουν βγει εκτός παιχνιδιού
συναντήσεων μεταξύ πλοιοκτητών, ναυλομεσιτών,
πρώτη συνάντηση κορυφής που έγινε στα πλαίσια
εξαιτίας των προβλημάτων κεφαλαιακής επάρκειας
τραπεζιτών, ασφαλιστών, στελεχών και εκπροσώπων
του World Shipping Congress,που διοργάνωσαν στην
που αντιμετωπίζουν. Οι επιχειρηματίες του κλάδου, οι
εταιρειών που παρέχουν υποστηρικτικές υπηρεσίες,
Αθήνα οι Financial Times με τη συνεργασία της Boussias
οποίοι με την αυξημένη προσέλευση τους γέμισαν τις
με αποτέλεσμα να αναδειχθεί σε forum σημαντικών
Communications.Σε μια μοναδική συγκυρία κατά την
αίθουσες
επιχειρηματικών επαφών.
οποία παραβρέθηκαν στα ίδια πάνελ οι επιχειρηματίες,
Spa στο Καβούρι έδειξαν ιδιαίτερο ενδιαφέρον και για
Η ενεργή συμμετοχή του Michael Skapinker, Assist-
επικεφαλής
εφοπλιστικών
τις ιδιωτικοποιήσεις των λιμανιών. Το ίδιο ενδιαφέρον
ant Editor των Financial Times και υπευθύνου των
ενώσεων του πλανήτη αλλά και διπλωμάτες και
επιδείχθηκε και κατά τη διάρκεια της κεκλεισμένων των
FT Special Reports όπως και του Robert Wright, Fi-
κορυφαίοι θεσμικοί παράγοντες, κατέστη σαφές ότι τα
θυρών συνάντησης κορυφής που πραγματοποιήθηκε
nancial Times Shipping and Logistics Correspondent,
μεγαλύτερα προβλήματα που αντιμετωπίζει ο κλάδος
την Κυριακή. Από την πλευρά του ο πρόεδρος και
αλλά και η κάλυψή του από μεγάλα ξένα πρακτορεία
είναι η υπερπροσφορά μεταφορικής δυναμικότητας
διευθύνων σύμβουλος του ΟΛΠ, Γιώργος Ανωμερίτης
ειδήσεων, έδωσαν διεθνή δημοσιότητα στις εργασίες
από τον μεγάλο αριθμό πλοίων που εμπορεύονται αλλά
έκανε λόγο μεταξύ άλλων για ταχείες διαδικασίες
του συνεδρίου και προέβαλαν την Αθήνα για μία ακόμη
και αυτών που έχουν παραγγελθεί, οι μεγάλες αυξήσεις
αποκρατικοποίησης και άμεση επίλυση προβλημάτων
φορά ως παγκόσμιο ναυτιλιακό κέντρο. Παράλληλα
των τιμών των καυσίμων, η πειρατεία και η έλλειψη
που σχετίζονταi με τη σιδηροδρομική διασύνδεση του
η παρουσία εκπροσώπων, ομιλητών και συνέδρων
επαρκών και προσιτών χρηματοδοτήσεων τόσο από
λιμανιού. Προβληματισμός πάντως επικράτησε για το
από την Ασία και ειδικότερα από χώρες όπως η Κίνα,
τις κεφαλαιαγορές όσο και από τα χρηματιστήρια.
ρόλο των ναυλωτών και τη δυνατότητα τους να τιμήσουν
η Κορέα και το Βιετνάμ παρείχε την ευκαιρία για τη
Στη συνάντηση κορυφής συμμετείχαν μεταξύ άλλων ο
τις συμφωνίες τους μεσούσης της κρίσης καθώς οι
δημιουργία μιας πρώτης τάξεως γέφυρας επικοινωνίας
γενικός γραμματέας της UNCTAD, (UN Conference on
περιπτώσεις όπου συμφωνίες αθετούνται ή ζητείται η
μεταξύ των βασικότερων εμπορικών πόλων της
Trade and Development), Dr. Supachai Panitchpakdi,
αναδιαπραγμάτευσή τους –κυρίως από εταιρείες της
διεθνούς οικονομίας βάζοντας τα θεμέλια για ένα νέο
ο Paolo D’ Amico, πρόεδρος της Italian Shipowners’
Κίνας- πληθαίνουν σε βάρος των συμφερόντων των
σημαντικό διεθνές forum τόσο της ναυτιλίας όσο και του
Association και της Amico Società di Navigazione, ο
πλοιοκτητών. Το σημείο αυτό έθιξαν τόσο ο Χάρης
παγκόσμιου εμπορίου.
Ηχηρό παρών από τις μεγάλες δυνάμεις της παγκόσμιας ναυτιλίας στην Αθήνα
των
σημαντικότερων
διαθέτουν
το
οικονομικό
εκτόπισμα
για
του ξενοδοχείου Divani Αpollon Palace &
Καπράλος,
ο
Γ.
Άλεκ
Κοτζιάς,
ευκαιρία
την
Τομάζος,
ακαδημαϊκοί
οποία
Αναστάσης
από
μεγάλα
υπογράμμισε
με
Σπύρο Πολέμη, πραγματοποιήθηκε πλήθος
nafs mag. 54
κλάδος αμμοβολών
συνέντευξη
Σταμάτης Πλάκας:
Έχουμε άμεση ανάγκη από πλωτές δεξαμενές PLAKAS BLASTING LTD
Η αξιοποίηση της Κυνοσούρας ως χώρο επισκευών
Γιατί από το 1985 έως το 2000 επισκευάστηκαν
από την χώρα μας».
πλοίων, η αποφαστικότητα της πολιτείας σε θέματα
10000 πλοία και τώρα δεν μπορεί να φτιαχθεί κανένα
Για την άνθηση της ναυπηγοεπισκευής στην γειτονική
υποδομών και ο σωστός συνδικαλισμός, είναι το
έτσι ξανφνικά; Γιατί άφησαν το Πέραμα στην μοίρα
μας Τουρκία, ο κ. Πλάκας επισημαίνει ότι « Οι Τούρκοι
τρίπτυχο που μπορεί να δώσει το φιλί της ζωής
του την στιγμή που με μια επένδυση 100-200 εκ.
κάνουν σήμερα αυτό που κάναμε εμείς πριν από 25
στη ναυπηγοεπισκευαστική ζώνη του Περάματος
ευρώ μπορεί να αναγεννηθεί και να φέρει πίσω στην
χρόνια. Εδώ όταν ένα πλοίο έρχεται στο λιμάνι έχει να
σύμφωνα με τον κ. Σταμάτη Πλάκα, της εταιρίας
χώρα πολλαπλάσια χρήματα;
αντιμετωπίσει παράλογα πράγματα. Πώς να έρθουν
Plakas Co., η οποία δραστηριοποιείται από το
Επίσης, το κόστος εργασίας στον χώρο της
πλοία να δέσουν στον μώλο της Δραπετσώνας και
1993 στον χώρο των αμμοβολών, υδροβολών,
ναυπηγοεπισκευής είναι υψηλό και καθορίζεται με
του Περάματος όταν οι θέσεις καταλαμβάνονται
και tank coating. Σύμφωνα με τον κ. Πλάκα, «στη
βάση τα Ευρωπαϊκά δεδομένα. Σήμερα, εκ των
από
ναυπηγοεπισκευαστική
Περάματος
πραγμάτων δεν μπορούν οι εταιρίες να δώσουν
κατασχετηρίων;
δεν υπάρχουν αρκετές πλωτές δεξαμενές. Είναι
υψηλά μεροκάματα, ιδιαίτερα τώρα που υπάρχει
θα αντιμετωπίσει μια σοβαρή έλλειψη υποδομών
παράλογο να μιλάμε για ανταγωνισμό και για εργασία
κρίση. Δεν μπορούμε να δώσουμε προσφορά για
(έλλειψη γερανών, έλλειψη δεξαμενών, έλλειψη
στη ζώνη του Περάματος όταν δεν έχουμε καμία
εργασίες σε ένα πλοίο και να γνωρίζουμε ότι ο κάθε
δεστρών! κλπ)».
δεξαμενή τη στιγμή που η γειτονική Τουρκία διαθέτει
εργάτης θέλει 250 ευρώ την ημέρα.
ζώνη
του
50 δεξαμενές.
παροπλισμένα
πλοία
λόγω
τραπεζικών
Μα και αν τελικά το πλοίο έρθει
Και ο κ. Πλάκας καταλήγει: «Όλα τα ανωτέρω σε
Ο ρόλος του κράτους ως καταλύτης στην ανάπτυξη
συνδυασμό με τον κακώς ενοούμενο συνδικαλισμό,
Σήμερα, όσοι ασχολούνται με τον χώρο γνωρίζουν
της ναυπηγοεπισκευαστικής ζώνης είναι ανύπαρκτος
δημιουργούν ένα εκρηκτικό μείγμα που έχει φέρει σε
πολύ καλά ότι το Πέραμα και η Κυνοσούρα είναι
κυρίως
θα
απόγνωση πλοιοκτήτες και εργολάβους επισκευών
περιοχές που θα μπορούσαν να χαρακτηριστούν
εισηγούντο τις απαραίτητες λύσεις στην πολιτική
πλοίων. Σήμερα, οι εταιρίες που ασχολούνται με
χρυσορυχεία (καλυμένα με σκουπίδια). Ιδιαίτερα
ηγεσία. Το αποτέλεσμα είναι ότι ένα πλοίο δεν
τον χώρο των επισκευών πλοίων έχουν χάσει
η Κυνοσούρα είναι σήμερα ένα νταμάρι καλυμένο
στέκεται στην Ελλάδα για επισκευές, την στιγμή
την αυτοπεποίθησή τους, μια αυτοπεποίηθηση
με σκουπίδια. Αναρωτιέμαι, πόσο δύσκολο είναι
που τα ναυπηγεία του Σκαραμαγκά είναι κλειστά,
που υπήρχε στο μέγιστο βαθμό την εποχή που ο
να καταλάβουν οι αρμόδιοι ότι στην περιοχή της
τα ναυπηγεία της Ελευσίνας απ’ότι φαίνεται δεν θα
συγκεκριμένος κλάδος είχε αντικείμενο εργασίας από
Κυνοσούρας πρέπει να φτιαχθούν δεξαμενές.
έχουν καλύτερη τύχη και οι δεξαμενές απουσιάζουν
το Πέραμα έως το Φάληρο».
λόγω
ΕΡΓΑΣΙΕΣ ΤΗΣ ΕΤΑΙΡΙΑΣ PLAKAS BLASTING
έλλειψης
τεχνοκρατών
που
nafs mag. 56
κλάδος αμμοβολών
Χρήστος Χούντας:
συνέντευξη
Χρειάζεται στροφή 180 μοιρών από συνδικάτα,
ΟΛΠ και πολιτεία
SERVICE CENTER Co LTD Μια ενδιαφέρουσα συνέντευξη για τα κακώς κείμενα στον χώρο της ναυπηγοεπισκευής στην Ελλάδα, πραγματοποίησε το περιοδικό ΝΑΥΣ με τον κ. Χρήστο Χούντα, ιδιοκτήτη της εταιρίας Service Center Co LTD, η οποία ειδικεύεται σε σύγχρονες μεθόδους συντήρησης παντός είδους ναυπηγήματος όπως η αμμοβολή, υδροβολή, γενικοί καθαρισμοί ακόμα και δεξαμενών επικίνδυνων φορτίων, χρωματισμός κλπ. Σύμφωνα με τον κ. Χούντα “το πιο σημαντικό από όλα είναι ο σεβασμός προς τον πελάτη που στην συγκεκριμένη περίπτωση λέγεται πλοίο. Η έλλειψη σεβασμού προς τον πλοιοκτήτη και την περιουσία του ευθύνεται πεντακάθαρα για το σημερινό μαρασμό. Και πρώτα – πρώτα το συνδικάτο των εργαζομένων που ανοίγει και κλείνει ότι ώρα θέλει τις πύλες της Ναυπηγοεπισκευαστικής Βάσης Περάματος για λόγους που μόνο εκείνο γνωρίζει”. Και ο κ. Χούντας συνεχίζει: “Το μεγάλο ερωτηματικό είναι πώς μια ολιγομελής ομάδα ανθρώπων μπορεί και κουμαντάρει όλους τους υπόλοιπους με αποτέλεσμα να υπάρχουν περιπτώσεις που οι εργαζόμενοι να μένουν εκτός εργασίας για ένα, ενάμισυ ή ακόμη και για δύο χρόνια. Να ληφθεί υπόψιν ότι με την άφιξη ενός πλοίου στον Πειραιά για επισκευές απασχολεί το λιγότερο τριάνταεννέα (39) ειδικότητες. Ας καταλάβουν επιτέλους οι εμπλεκόμενοι. Η ελληνική εμπορική ναυτιλία είναι η μεγαλύτερη του κόσμου. Τους Έλληνες πλοιοκτήτες τους έχω ζήσει χρόνια (λόγω και του επαγγέλματός
Ο κ. Χρήστος Χούντας
μου ως καπετάνιος) και έχω διαπιστώσει ότι είναι πολύ πατριώτες, επιχειρηματίες οι οποίοι έχουν προοδεύσει εκτός Ελλάδος, έχουν φέρει τα γραφεία τους στην πατρίδα τους και θέλουν να φέρνουν και τα πλοία τους για επισκευές.
Απόδειξη ότι όλα αυτά τα χρόνια, από το 1970 και μετά, η ναυπηγοεπισκευή έχει φέρει στην Ελλάδα δισεκατομμύρια. Όμως, η άσχημη κατάσταση που επικρατεί στο χώρο, τους οδήγησε στη γειτονική Τουρκία και αλλού. Σας πληροφορώ ότι τους Έλληνες πλοιοκτήτες τους ενδιαφέρει περισσότερο η ταχύτητα, η φιλία και η καλή δουλειά. Κανένας δεν δέχεται να φέρει το πλοίο του για μια επισκευή 15 ημερών η οποία τελικά θα διαρκέσει 3 μήνες! Νομίζω ότι αυτό που χρειάζεται ο κλάδος είναι ο σωστός ακομμάτιστος συνδικαλισμός με ανθρώπους που να είναι κατηρτισμένοι όσον αφορά τα συνδικαλιστικά θέματα. Ένας σωστός συνδικαλισμός φέρνει εργασία και όχι ανεργία, όπως συμβαίνει εδώ...”. Ο κ. Χούντας τονίζει επίσης ότι “από πλευράς υποδομών μπορεί να υστερούμε, αλλά η πείρα μας, η τέχνη μας και το φιλότιμο, μας βοηθά στο να ξεπερνούμε όλα τα εμπόδια. Σήμερα, όλοι οι εργολάβοι που ασχολούμαστε με την αμμοβολή και την συντήρηση του πλοίου, έχουμε επενδύσει πολλά κεφάλαια στον κατάλληλο εξοπλισμό”. Και συνεχίζει: “Ένας δεύτερος λόγος που αποθαρρύνει τους πλοιοκτήτες και εφοπλιστές να φέρουν τα πλοία τους στην Ελλάδα για επισκευή, είναι τα υψηλά κοστολόγια του ΟΛΠ. Για παράδειγμα, για να μπει ένα πλοίο στη μεγάλη πλωτή δεξαμενή του Περάματος χρειάζεται 7000 ευρώ ημερισίως, όταν η πιο ακριβή δεξαμενή στην Ευρώπη κοστίζει 3000 δολλάρια. Ο Οργανισμός Λιμένος Πειραιώς έχει τον χαρακτήρα κοινής ωφελείας και όχι κερδοφόρου επιχειρήσεως. Τρίτος σοβαρότατος λόγος είναι το απαράδεκτο κλείσιμο των Ελληνικών Ναυπηγείων Σκαραμαγκά και αναφέρω απαράδεκτο διότι αυτά τα ναυπηγεία είναι ένας πολύ μεγάλος κράχτης για την προσέλκυση πλοίων. Τέταρτος λόγος είναι η κατάργηση κάποιων επιδοτήσεων προς τους Έλληνες πλοιοκτήτες και εφοπλιστές, οι οποίοι έφερναν πλοία στην χώρα μας. Πιστεύω ότι ένα ποσοστό της τάξης του 10% επί των τιμολογίων για κάθε πλοίο που κάνει επισκευή στην Ελλάδα, είναι σημαντικό να υπάρχει. Επιπροσθέτως, άξιο σημείο αναφοράς είναι και οι λόγοι για τους οποίους έγινε η κατάργηση του Υπουργείου Εμπορικής Ναυτιλίας σε ένα κράτος που έχει την μεγαλύτερη ναυτιλία παγκοσμίως”! Και ο κ. Χούντας καταλήγει: “Όπως μπορεί εύκολα να αντιληφθεί κανείς, στη ναυπηγοεπισκευαστική βιομηχανία της Ελλάδος συμβαίνουν διάφορα παράλογα, τα οποία όμως δεν είναι ικανά να διαγράψουν από τον χάρτη το επάγγελμά μας. Και στο σημείο αυτό θέλω να ξέρουν οι αναγνώστες του περιοδικού σας, αυτοί οι λίγοι που φέρνουν τα πλοία τους για επισκευή στην χώρα μας, είναι γιατί εμείς οι εργολάβοι έχουμε αναπτύξει όλα αυτά τα χρόνια πολύ καλές διαπροσωπικές σχέσεις με τους πλοιοκτήτες και εφοπλιστές. Αυτή την καλή θέληση πρέπει να δείξουν όλοι οι εμπλεκόμενοι με το αντικείμενο της επισκευής και συντήρησης των πλοίων. Και πιστέψτε με, τότε όλα τα πράγματα θα αλλάξουν προς το καλύτερο γιατί η Ελληνική πλοιοκτησία αγαπά και δεν εγκαταλείπει την πατρίδα της...”!
ΕΠΑΓΓΕΛΜΑΤΑ ΑΠΑΣΧΟΛΗΣΗΣ ΚΑΤΑ ΤΗΝ ΑΦΙΞΗ – ΔΙΑΡΚΕΙΑ ΕΠΙΣΚΕΥΩΝ ΚΑΙ ΑΝΑΧΩΡΗΣΗ ΠΛΟΙΟΥ ΕΙΣ ΠΕΙΡΑΙΑ – ΒΟΛΟ – ΧΑΛΚΙΔΑ – ΣΥΡΑ 1. ΝΑΥΤΙΚΟΣ ΠΡΑΚΤΩΡ 2. ΥΠΗΡΕΣΙΑ ΥΓΕΙΟΝΟΜΙΟΥ – ΛΙΜΕΝΙΚΟ ΣΩΜΑ – ΑΣΤΥΝΟΜΙΑ (ΚΑΠΟΙΑ ΠΑΡΑΒΟΛΑ) 3. ΠΛΟΗΓΟΙ 4. ΡΥΜΟΥΛΚΑ ΚΑΙ ΠΛΗΡΩΜΑΤΑ ΑΥΤΩΝ
5. ΟΛΠ (ΔΙΑΘΕΣΗ ΠΡΟΒΛΗΤΕΣ, ΔΕΞΑΜΕΝΕΣ Κ.Λ.Π.)
6. ΝΑΥΠΗΓΕΙΑ ΕΛΕΥΣΙΝΟΣ – ΣΚΑΡΑΜΑΓΚΑ – ΣΥΡΑΣ – ΧΑΛΚΙΔΑΣ – ΒΟΛΟΥ (ΠΡΟΣΩΠΙΚΟ
ΓΡΑΦΕΙΩΝ) 7. ΤΡΟΦΟΔΟΤΕΣ ΑΝΤΑΛΛΑΚΤΙΚΩΝ (ΑΝΤΙΠΡΟΣΩΠΕΙΕΣ Κ.Λ.Π.) 8. ΤΡΟΦΟΔΟΤΕΣ ΤΡΟΦΙΜΩΝ (ΤΡΟΦΙΜΑ – ΠΟΤΑ Κ.Λ.Π.) 9. ΕΚΤΕΛΩΝΙΣΤΕΣ 10. ΝΑΥΠΗΓΟΙ 11. ΕΛΑΣΜΑΤΟΥΡΓΟΙ 12. ΣΩΛΗΝΟΥΡΓΟΙ 13. ΥΔΡΑΥΛΙΚΟΙ 14. ΚΑΘΑΡΙΣΤΕΣ – ΒΑΦΕΙΣ – ΑΜΜΟΒ/ΣΤΕΣ – ΥΔΡΟΒ/ΣΤΕΣ 15. ΗΛΕΚΤΡΟΛΟΓΟΙ 16. ΗΛΕΚΤΡΟΝΙΚΟΙ 17. ΜΗΧΑΝΟΥΡΓΟΙ 18. ΕΦΑΡΜΟΣΤΕΣ 19. ΜΑΝΟΥΒΡΑΔΟΡΟΙ 20. ΙΚΡΙΩΜΑΤΑ 21. ΓΕΡΑΝΟΙ ΣΤΕΡΙΑΣ 22. ΓΕΡΑΝΟΙ ΠΛΩΤΟΙ 23. ΜΟΝΩΤΕΣ
24. ΨΥΚΤΙΚΟΙ
25. ΜΑΡΑΓΚΟΙ
26. ΤΑΠΕΤΣΕΡΙΔΕΣ
27. ΦΟΡΤΗΓΑ – ΑΥΤΟΚΙΝΗΤΑ
28. ΚΑΤΑΣΤΗΜΑΤΑ ΕΞΥΠΗΡΕΤΗΣΗΣ ΠΛΗΡΩΜΑΤΩΝ
(ΤΑΒΕΡΝΕΣ – BAR – ΕΙΔΗ ΡΟΥΧΙΣΜΟΥ – ΤΑΧΥΔΡΟΜΕΙΑ Κ.Λ.Π.) 29. ΤΑΧΙ (ΜΕΤΑΦΟΡΑ ΠΛΗΡΩΜΑΤΩΝ Κ.Λ.Π.) 30. ΑΕΡΟΠΟΡΙΚΕΣ ΕΤΑΙΡΕΙΕΣ 31. ΕΤΑΙΡΕΙΕΣ ΚΑΥΣΙΜΩΝ – ΛΙΠΑΝΤΙΚΩΝ 32. ΕΤΑΙΡΕΙΕΣ ΠΑΡΑΛΑΒΗΣ ΑΠΟΡΡΙΜΑΤΩΝ Κ.Λ.Π. 33. ΛΑΝΤΖΕΣ (ΜΕΤΑΦΟΡΑ ΥΛΙΚΩΝ – ΠΛΗΡΩΜΑΤΩΝ – ΕΡΓΑΖΟΜΕΝΩΝ) 34. ΙΑΤΡΟΙ 35. ΦΑΡΜΑΚΕΙΑ 36. ΟΤΕ 37. ΛΟΓΙΣΤΕΣ 38. ΤΡΑΠΕΖΕΣ 39. ΤΟΥΡΙΣΜΟΣ
Sc
SERVICE CENTER Co. LTD
SAND BLASTING - TANK COATING - H.P. WATER JET UP 1200 BAR DRYDOCKING - SHIPS CLEANING - PAINTING
try and trust us Manousogiannaki 26 - Perama - Greece TEL: +30 210 43 28 085 - FAX: +30 210 43 18 634 - MOB: +30 6936 96 66 651 Web: www.servicecenter.gr - E-mail: info@servicecenter.gr - hks@hol.gr
nafs mag. 58
posidonia 2012
Τα Ποσειδώνια 2012 και η Ελληνική Ναυτιλία προβάλλουν την Ελλάδα σε ολόκληρο τον κόσμο Η παρουσία χιλιάδων συμμετεχόντων από
8,5 δισεκατομμύρια δολάρια ΗΠΑ σε νέες
Επιτροπής των Ποσειδωνίων και τέως Πρόεδρος
περισσότερες από 80 χώρες, η επιλογή ενός
ναυπηγήσεις, είναι για ακόμη μία φορά ο λόγος
της Ένωσης Ελλήνων Εφοπλιστών, πρόσθεσε:
υπερσύγχρονου εκθεσιακού κέντρου που
που η μεγαλύτερη εθνική συμμετοχή, η Κίνα,
«Καλωσορίζουμε όλους τους συμμετέχοντες στα
προσφέρει στους εκθέτες άριστες εγκαταστάσεις
αποφάσισε να αυξήσει το μέγεθος της παρουσίας
Ποσειδώνια 2012.
και πολλές επιλογές για να προωθήσουν τα
της στην έκθεση κατά 30% συνολικά. Σε 1.300 τ.μ.
Η φετινή διοργάνωση πραγματοποιείται σε μια
προϊόντα τους καθώς και η διοργάνωση για
εκθεσιακού χώρου θα προβάλλει τη ναυπηγική
στιγμή που το πνεύμα επιχειρηματικότητας, οι
πρώτη φορά μιας σειράς από συνέδρια και
βιομηχανία της σε μια προσπάθεια να προσελκύσει
ικανότητες και η διεθνής εμπειρία της Ελληνικής
σεμινάρια υψηλού επιπέδου επιβεβαιώνουν ότι τα
Έλληνες πλοιοκτήτες στα ναυπηγεία της. Επίσης,
Ναυτιλιακής κοινότητας αποτελούν σημαντικά
Ποσειδώνια 2012
για πρώτη φορά εφέτος τα Ποσειδώνια θα
ανταγωνιστικά πλεονεκτήματα που η Ελλάδα και
θα αποτελέσουν φέτος την πιο σημαντική
φιλοξενήσουν νορβηγικό εθνικό περίπτερο που
η Ευρωπαϊκή Ένωση οφείλουν να αξιοποιήσουν
εκδήλωση στη διεθνή επιχειρηματική και ναυτιλιακή
θα παρουσιάσει τις τεχνολογικές δυνατότητες
για την αντιμετώπιση των προκλήσεων που
ατζέντα.Τα φετινά Ποσειδώνια αναμένεται να
της χώρας του ενώ εκθέτες με μακρά παράδοση
βρίσκονται μπροστά μας». Το πρόγραμμα
τονώσουν τη διεθνή εικόνα της Ελλάδας και να
στον κλάδο από την Ιαπωνία, την Κορέα, τη
συνεδρίων και σεμιναρίων της έκθεσης Ποσειδώνια
στείλουν ένα ξεκάθαρο μήνυμα στις αγορές ότι η
Σιγκαπούρη, τις ΗΠΑ, τη Δανία και την Ολλανδία
2012 περιλαμβάνει μέχρι στιγμής τις εξής
Ελλάδα παρουσιάζει επιχειρηματικές ευκαιρίες και
θα αυξήσουν την συμμετοχή τους από 30 έως
επιβεβαιωμένες εκδηλώσεις:
αναπτυξιακές δυνατότητες, όπως αποδεικνύεται
και 110%. « Τα φετινά Ποσειδώνια θα τονώσουν
από τα μοναδικά επιτεύγματα της ελληνικής
σημαντικά τη διεθνή εικόνα της Ελλάδος, σε μια
Τρίτη, 5 Ιουνίου 2012
ναυτιλίας στην παγκόσμια αγορά.
στιγμή που έχει ιδιαίτερη σημασία η χώρα μας
- Tradewinds Shipowners Forum
Η παγκόσμια ναυτιλία αρχίζει να ξεπερνά σταδιακά
να στείλει θετικά μηνύματα σε όλο τον κόσμο.
- Σεμινάριο Αμερικανικής Πρεσβείας: Λύσεις και
τις δυσμενείς διεθνείς οικονομικές συνθήκες,
Θα αναδείξουν επίσης τη τεράστια σημασία της
τεχνολογία κατά της θαλάσσιας πειρατείας
όπως αντικατοπτρίζεται στα φετινά Ποσειδώνια,
ελληνικής ναυτιλίας για την οικονομία της χώρας
καθώς οι διοργανωτές της έκθεσης αναφέρουν ότι
μας.
Τετάρτη, 6 Ιουνίου 2012
ο αριθμός των εταιρειών και διεθνών οργανισμών
Ανώτερα στελέχη της παγκόσμιας ναυτιλιακής,
HELMEPA, επέτειος 30 χρόνων από την ίδρυση
που θα λάβουν μέρος από τις 4 έως τις 8 Ιουνίου
οικονομικής και εμπορικής κοινότητας θα βρεθούν
της: Διάσκεψη για την εξέλιξη της τεχνολογίας στον
2012 στο υπερσύγχρονο εκθεσιακό κέντρο
στην Ελλάδα για να παραστούν στα Ποσειδώνια,
περιβαλλοντικό σχεδιασμό και τη λειτουργία των
Metropolitan Expo, έχει
πλοίων
αυξηθεί. Η αύξηση αυτή οφείλεται κυρίως στη
Πέμπτη, 7 Ιουνίου 2012
μεγαλύτερη συμμετοχή
- Newsfront/Ναυτιλιακή &
παραδοσιακών
MARTECMA: Shipbuilding
ναυτιλιακών
conference 2012: Building
κρατών, καθώς και
for the Future
στη δυναμικότερη
- Σεμινάριο NAMEPA:
συμμετοχή ναυπηγείων
περιβαλλοντικά θέματα
και κατασκευαστών
και συμμόρφωση στις
ναυτιλιακού
Ηνωμένες Πολιτείες
εξοπλισμού, οι οποίοι διεκδικούν μεγαλύτερο μερίδιο
Παρασκευή, 8 Ιουνίου
στις παραγγελίες νέων ναυπηγήσεων των
αναγνωρίζοντας την ηγετική θέση που κατέχει η
2012
Ελληνικών ναυτιλιακών εταιρειών, όπως επίσης και
ελληνική ναυτιλία παγκοσμίως. Παράλληλα, μεγάλα
Πανεπιστήμιο Πειραιά, Τμήμα Ναυτιλιακών
εταιρειών και οργανισμών που υποστηρίζουν τον
οφέλη θα έχει και η οικονομία της Αθήνας και του
Σπουδών & Ευρωπαϊκό Ινστιτούτο Ναυτιλίας και
ελληνόκτητο στόλο.
Πειραιά από την παρουσία χιλιάδων επισκεπτών
Μεταφορών: Εφαρμογή «αιρετικών» μεθόδων
Τα Ποσειδώνια 2012 δεν θα παρουσιάσουν μόνο
που θα έρθουν στην χώρα μας για τα Ποσειδώνια,
στη ναυτιλιακή διοίκηση
νέες τεχνολογίες, προϊόντα και υπηρεσίες, αλλά
δίνοντας ώθηση στον εκθεσιακό τουρισμού υψηλού
θα εστιάσουν επίσης στα καίρια ζητήματα και
επιπέδου», δήλωσε ο κ. Θεμιστοκλής Βώκος,
Η εβδομάδα των Ποσειδωνίων 2012 θα ξεκινήσει
στις πρόσφατες εξελίξεις που επηρεάζουν το
Πρόεδρος των Εκθέσεων Ποσειδώνια.
την Παρασκευή 1 Ιουνίου με τον ιστιοπλοϊκό αγώνα
παγκόσμιο εμπόριο και τις θαλάσσιες μεταφορές.
«Εφέτος γυρίζουμε μια πολυαναμενόμενη σελίδα,
Posidonia Cup, με χορηγό το Lloyd’s Register,
Το πρόγραμμα συνεδρίων και σεμιναρίων, το
καθώς η έκθεση Ποσειδώνια θα φιλοξενηθεί
ο οποίος σηματοδοτεί παραδοσιακά την έναρξη
οποίο εγκαινιάζεται φέτος και θα φιλοξενηθεί
στο Metropolitan Expo, ένα υπερσύγχρονο
των Ποσειδωνίων. Το Τουρνουά ποδοσφαίρου
στον εκθεσιακό χώρο, πρόκειται να συμπεριλάβει
εκθεσιακό κέντρο 45.000 τετραγωνικών μέτρων,
Posidonia ShipSoccer Tournament θα διεξαχθεί
σημαντικά θέματα που επηρεάζουν σήμερα τον
το οποίο θα βελτιώσει ακόμη περισσότερο την
δύο ημέρες αργότερα, την Κυριακή 3 Ιουνίου, ενώ
κλάδο της ναυτιλίας. Φορείς λήψεως αποφάσεων
εικόνα και την παγκόσμια απήχηση της έκθεσης
η έκθεση θα είναι ανοιχτή για τους επισκέπτες
από τον κλάδο του εμπορίου, της χρηματοδότησης,
ως το σημαντικότερο οικονομικό φόρουμ της
από τις 4 έως τις 8 Ιουνίου.Τα Ποσειδώνια 2012
της ναυπηγικής βιομηχανίας, της περιβαλλοντικής
παγκόσμιας ναυτιλίας και θα καταφέρει να αυξήσει
τελούν υπό την αιγίδα του Υπουργείου Ανάπτυξης,
πολιτικής και της τεχνολογίας, θα αναλύσουν και
σημαντικά τον αριθμό των εκθετών και των
Ανταγωνιστικότητας και Ναυτιλίας, του Δήμου
θα συζητήσουν στρατηγικά θέματα, επιχειρώντας
επισκεπτών που προσελκύει. Ένα σημαντικό
Πειραιώς, του Ναυτικού Επιμελητηρίου Ελλάδος,
να αξιολογήσουν τις μακροοικονομικές προοπτικές
χαρακτηριστικό των φετινών Ποσειδωνίων είναι το
της Ένωσης Ελλήνων Εφοπλιστών, της Ελληνικής
για την παγκόσμια οικονομία και τις επιπτώσεις της
νέο πρόγραμμα συνεδρίων και σεμιναρίων, που
Επιτροπής Ναυτιλιακής Συνεργασίας, της Ένωσης
στο θαλάσσιο εμπόριο.
θα εξετάσει τις προκλήσεις που αντιμετωπίζει ο
Εφοπλιστών Ναυτιλίας Μικρών Αποστάσεων
Η συλλογική δύναμη των Ελλήνων εφοπλιστών,
ναυτιλιακός κλάδος», συνέχισε ο κος Βώκος.Ο
και του Συνδέσμου Επιχειρήσεων Επιβατηγού
οι οποίοι πέρυσι επένδυσαν συνολικά
κ. Γιάννης Λύρας, Πρόεδρος της Συντονιστικής
Ναυτιλίας.
nafs mag. 60
technical article
article
DESMI a.s: Tests Warn Ship-Owners About Possible Shortcomings of IMO-Approved Ballast Water Treatment Systems DESMI Ocean Guard A/S was established by A.P. Moller Maersk A/S, DESMI A/S and Skjølstrup & Grønborg ApS following a successful innovation project carried out by Maersk Maritime Technology, DESMI and Skjølstrup & Grønborg. It was decided to perform the required land-based tests at the accredited test institute in Hundested (Denmark) which is owned and operated by DHI (Danish Hydraulic Institute) whose expertise and assistance were greatly appreciated during the process. TEST PREMISES DESMI Ocean Guard was the first to conduct ballast water treatment tests with a UV based system in fresh water and during this process they met some unexpected challenges. Their findings offer new information to the ship owners that will soon have to ensure that their vessels are in accordance with IMO regulations. Ballast Water Treatment is a new topic in the marine world and not much experience has been gathered yet. That became very clear to DESMI Ocean Guard who chose to test their ballast water treatment system not only in saline but also in fresh water. IMO Resolution 174(58) only requires tests in two of three water types, viz. Fresh water with salinity lower than 3 ‰, Brackish water with salinity between 3-32 ‰ High-salinity water with salinity above 32 ‰ So far only the last two types have been tested by other companies offering UV-based concepts. DESMI Ocean Guard decided to test the system in fresh water and brackish water as these water qualities seemed to be more challenging. Additional requirements to silt (non-organic solids) in the test water are outlined in the IMO-Resolution, and this was taken into consideration knowing that ship owners have a natural concern about filters in their ballast water systems. Also, testing the system in fresh water is very relevant since quite a few larger harbours are fresh water harbours either the entire year round like Antwerp, or in some periods of the year like Hamburg and Bremerhaven. The same applies to several Asian harbours that are of strategic importance to A.P. Møller-Maersk. Therefore, a water treatment system that has been approved by IMO, but only tested in salt or brackish water, may unexpectedly deliver unsatisfactory test results.
DESMI Ocean Guard A/S was established by A.P.
find the answers themselves. It turned out that some
Moller Maersk A/S, DESMI A/S and Skjølstrup &
fresh water species are much softer than the ones
Grønborg ApS following a successful innovation
living in waters of higher salinity and could easier
project carried out by Maersk Maritime Technology,
squeeze through the tight filters.
DESMI and Skjølstrup & Grønborg. It was decided to perform the required land-based tests at the ac-
The IMO regulations are very strict when it comes
credited test institute in Hundested (Denmark) which
to larger organisms. Three water samples are taken
is owned and operated by DHI (Danish Hydraulic In-
and the average amount of organisms over 50 mi-
stitute) whose expertise and assistance were greatly
crons has to be less than 10 organisms per cubic
appreciated during the process
metre. Whereas when it comes to smaller organ-
TEST PROCEDURE
isms, it should be less than 10 organisms per millilitre.
The test water is treated in three steps filtration
DESMI Ocean Guard’s specialists realized that the
UV radiation
filter, which in the beginning seemed to be the sim-
and ozone generated in-situ by the UV-system
plest and least important part of the system, had a huge impact on the success of the test results when
The DESMI Ocean Guard system is very energy-
it comes to the larger organisms. Right now DESMI
efficient and compact. Maximum observed power
Ocean Guard has a patent pending related to the
consumption of the entire system is 11 kWh/100 m3.
novel way of using the filter. By using the unique DE-
This makes it very attractive to ship owners who are
SMI Ocean Guard method, more than 90% of the
very conscious about lack of space and power avail-
tests for larger organisms showed 0 viable organ-
ability onboard their vessels.
isms.
The first tests were carried out in brackish water and
Right now the system is going through the IMO ship-
the results were compatible with IMO regulations
board test onboard the container vessel of Thurø
right away. The fresh water tests, however, pre-
Maersk. The first two out of three required tests have
sented an unexpected outcome. They showed that
already been successfully completed. The salinity of
too many large organisms (over 50 microns) could
the water tested aboard Thurø Maersk is high (34
get through the system. It made specialists wonder,
‰), meaning that the DESMI Ocean Guard Ballast
because the filter mesh is 40 microns which was
Water Treatment System has right now been suc-
enough to effectively remove organisms larger than
cessfully tested in all three salinities. At present DE-
50 microns in brackish water.
SMI Ocean Guard awaits the required 6 months test interval to pass before the final test can be finalized
Since no similar tests have been done before, spe-
by March 2012. The system will be type-approved
cialists from DESMI Ocean Guard and DHI had to
shortly after this.
Tailormade Ballast Water Treatment Solutions In DESMI Ocean Guard we combine our experience from both operating marine equipment and our long history of supplying to the shipbuilding industry.
Un iq in f ue re res s hw ults ate r
Our expertise is your insurance when selecting the right ballast water treatment system to fulfill your requirements. Test us - contact us with your inquiry and let us show you what we are able to do. Proven technology No chemicals added Proven efficiency in all water salinities - including freshwater Cost-effective water treatment Simple operation Simple installation Minimum footprint Developed and tested according to IMO rules with performance exceeding requirements Treatment during discharge prevents problems with regrowth and harmful bacteria growth in the ballast tanks Ozone generated on-site by UV lamps is injected into the ballast water to ensure optimum treatment in any water qualities Local representative in Greece:
PROVEN TECHNOLOGY www.desmi.com
Intra Mare Hellas 4, Skouze Str. 185 36 Piraeus Greece Phone: +30 210 429 3843 Fax: +30 210 429 3845 E-mail: project@intramare.gr
nafs mag. 62
shipping news
news
Αισιοδοξία για το μέλλον από την Ένωση Τραπεζικών και Χρηματοοικονομικών Στελεχών Ελληνικής Ναυτιλίας “Η διεθνής δραστηριότητα των μελών της Ένωσή μας, μπορεί να δείξει τι μπορούν να πράξουν τα Ελληνικά τραπεζικά και χρηματοοικονομικά στελέχη σε όλους τους τομείς της Ελληνικής οικονομίας για να βοηθηθεί η χώρα να εξέλθει της κρίσης” Γιώργος Ξηραδάκης Γενικός Γραμματέας Από Αριστερά: Kώστας Οικονόμου (Μέλος- Τράπεζα Κύπρου), Γιώργος Ξηραδάκης (Γενικός Γραμματέας- XRTC Business Consultants), Νίκος Βουγιούκας (Αντιπρόεδρος Α’ - 3V), Αλέκος Τουρκολιάς (Πρόεδρος - Εθνική Τράπεζα της Ελλάδος), Κώστας Κουτσουμπέλης (Αντιπρόεδρος Β’ - Excell), Κατερίνα Φίτσιου (Ταμίας- XRTC), Άγγελος Παντελέων-Ρούπας - (Αν. Γ. Γραμματέας- Deutche SchiffsBank ). Τα
μέλη
της
Ένωσης
και
οιωνοί δεν είναι καλοί για τους μήνες που έρχονται
Στελεχών Ελληνικής Ναυτιλίας θα διοργανώσει
Ελληνικής
λόγω της σωρείας νέων παραλαβών αλλά και της
την εκδήλωση για την Ημέρα
κάμψης της ζήτησης θαλασσίων μεταφορών.
Ο
Χρηματοδότησης με τη βράβευση ναυτιλιακής
Ιανουαρίου προκειμένου να κόψουν τη βασιλόπιτά
κ. Τουρκολιάς αναφερόμενος στην κατάσταση της
προσωπικότητας που στήριξε ενεργά την Ελληνική
τους στα γραφεία της XRTC. Παρά τις αντίξοες
Ελληνικής οικονομίας επεσήμανε ότι “η έλλειψη
ναυτιλία, θα υποστηρίξει τα σημαντικά ναυτιλιακά
συνθήκες τόσο στον χρηματοπιστωτικό τομέα
ανταγωνιστικότητας είναι το σοβαρότερο πρόβλημα
συνέδρια της Capital Link και του Lloyd’s List 9th
όσο και στις ναυτιλιακές αγορές, τα τραπεζικά
της Ελληνικής Οικονομίας και η συστράτευση
Greek Shipping & Ship Finance Conference.
και χρηματοοικονομικά στελέχη δε χάνουν την
όλων στην αντιμετώπιση του είναι η προϋπόθεση
Για πρώτη φορά φέτος θα διοργανωθεί το “Δείπνο
αισιοδοξία τους για το μέλλον της Ελληνικής
για την επανεκκίνηση της Ελληνικής οικονομίας,
των Χρηματοδοτών Ναυτιλίας” (Shipping Finan-
Ναυτιλίας. Στην καθιερωμένη ομιλία του ο Πρόεδρος
κινητοποιώντας το παραγωγικό δυναμικό και τις
ciers’ Dinner”)
της Ένωσης κ. Αλέξανδρος Τουρκολιάς, επεσήμανε
πραγματικές ικανότητες του δημιουργικού Έλληνα.
παρουσία της Eλληνικής ναυτιλιακής κοινότητας.
ότι « οι καιροί είναι δύσκολοι για τη διεθνή αλλά και
Το παράδειγμα της εξωστρεφούς επιτυχημένης
Επίσης στις αμέσως επόμενες εβδομάδες το ΔΣ
την Ελληνική οικονομία και οι τράπεζες θα πρέπει
δραστηριότητας της Ελληνικής ναυτιλίας με την
θα προσπαθήσει να συναντηθεί με την νέα ηγεσία
να προσέξουν τον τρόπο διαχείρισης ενδεχόμενων
παγκόσμια πρωτοκαθεδρία πρέπει να
του Υπουργείου Ναυτιλίας, την Ένωση Ελλήνων
προβληματικών
στην Ελληνική κοινωνία”.
Εφοπλιστών και τον Οργανισμό Λιμένος Πειραιώς.
αποτελεσματικές.
“Η διεθνής δραστηριότητα των μελών της Ένωσή
Η εκδήλωση περιελάμβανε όπως κάθε χρόνο τον
Κύριος στόχος πρέπει να είναι η συνέχιση της
μας, μπορεί να δείξει τι μπορούν να πράξουν τα
καθιερωμένο αγιασμό από τον Πατέρα Δημήτριο
στήριξης στην Ελληνική ναυτιλιακή βιομηχανία
Ελληνικά τραπεζικά και χρηματοοικονομικά στελέχη
και αμέσως μετά πραγματοποιήθηκε η κοπή
των ξένων τραπεζών και η γενικότερη αντοχή των
σε όλους τους τομείς της Ελληνικής οικονομίας για να
της Βασιλόπιτας από τον Πρόεδρο παρουσία
τραπεζών στην κάμψη της ναυτιλιακής αγοράς. Οι
βοηθηθεί η χώρα να εξέλθει της κρίσης” επεσήμανε
σύσσωμου του Διοικητικού Συμβουλίου.
ναυτιλιακές τράπεζες ανταπεξήλθαν
με επιτυχία
ο Γενικός Γραμματέας κ. Γιώργος Ξηραδάκης και
εκδήλωση παρέστησαν πάνω από 120 μέλη της
μέχρι τώρα στη διατήρηση των σχέσεών τους
ενημέρωσε τα μέλη για τις δραστηριότητες της
Ένωσης. Το Διοικητικό Συμβούλιο ευχήθηκε στα
με την Ελληνόκτητη ναυτιλία και αυτό πρέπει να
Ένωσης για το Νέο Έτος
μέλη και τις οικογένειες τους υγεία, ευτυχία και
συνεχιστεί και στο μέλλον παρά το γεγονός ότι οι
η Ένωση Τραπεζικών και Χρηματοοικονομικών
Χρηματοοικονομικών Ναυτιλίας
επίκαιρες,
Τραπεζικών
Στελεχών
συναντήθηκαν
την
καταστάσεων
ουσιαστικές
και
Τετάρτη
με
25
αποφάσεις
διαχυθεί
2012. Μεταξύ άλλων
Ναυτιλιακής
με αμιγώς φιλανθρωπικό σκοπό
Στην
καλές επιτυχίες για το 2012.
Τα αποτελέσματα της Κρουαζιέρας παρουσίασε ο ΟΛΠ Τα αποτελέσματα για τον τομέα Κρουαζιέρας
Επιβατών Κρουαζιέρας Β’ (Θεμιστοκλέους), έκτασης
ετήσια αναπροσαρμογή μόνο κατά τον δείκτη τιμών
του Ο.Λ.Π. Α.Ε.
κατά το 2011 και τις πολιτικές
5.200 τ.μ. Τον Μάιο 2012 παραδίδεται ο νέος Σταθμός
καταναλωτή, χωρίς άλλες μεταβολές ή προσαυξήσεις.
κρουαζιέρας του Οργανισμού για τα επόμενα έτη,
Επιβατών Κρουαζιέρας Γ’ (Μιαούλη), έκτασης 3.200
Καθιέρωση τιμολογίου μεγάλων πελατών
παρουσίασε σε συνέντευξη τύπου ο Πρόεδρος και
τ.μ στον χώρο της πενταγωνικής αποθήκης της
Καθιέρωση ειδικών εκπτώσεων (5% - 30%)
Διευθύνων Σύμβουλος του Ο.Λ.Π. Α.Ε. κ. Γιώργος
«Παγόδας».
Θέσεις προαναγγελίας και προτεραιότητας στην
Ανωμερίτης. Τα κρουαζιερόπλοια τα οποία κατά το
Τίθενται
2011 προσέγγισαν τα λιμάνι του Πειραιά ανήλθαν σε
ταινιόδρομοι αποσκευών, οχήματα
936, έναντι 823 του 2010, παρουσιάζοντας αύξηση
επιβατών
13,73%.
οχημάτων, πούλμαν, ταξί κ.λ.π.
Κοινό check-in στα τερματικά αεροδρόμιου-λιμένος.
Οι αφιξοαναχωρήσεις επιβατών κρουαζιέρας το
Τον Μάιο 2012 παραδίδεται το νέο κρηπίδωμα
Από τα πιο πάνω συνάγονται τα ακόλουθα:
2011 ανήλθαν σε 2.515.191 έναντι 1.864.657 του
«Μιαούλη»
πρόσδεσης
α. Ο τομέας κρουαζιέρας καθίσταται πλέον μια από
2010, παρουσιάζοντας αύξηση 650.534 επιβατών
κρουαζιερόπλοιων,
πρόσθετων
τις πιο σημαντικές δραστηριότητες του Ο.Λ.Π. Α.Ε.
ήτοι 34,89%. Οι επι-αποβιβασθέντες επιβάτες στον
κρηπιδωμάτων 8.700 τ.μ.
β. Με βάση τις θέσεις ελλιμενισμού (ΙΙ) ο Πειραιάς
Πειραιά (homeporting) ανήλθαν σε 454.387 (+6.63%)
Το 2012 ξεκινάει το έργο της επέκτασης του νέου
παραμένει το μεγαλύτερο
και transit σε 2.060.804 (+43,26%).
λιμένα πρόσδεσης κρουαζιερόπλοιων για 6 νέες
Μεσογείου.
Οι μεταβολές 10ετίας (2002 – 2011) ανήλθαν για
θέσεις πλοίων νέας γενιάς. Ήδη ολοκληρώθηκαν
γ. Το λιμάνι κρουαζιέρας του Ο.Λ.Π. Α.Ε. παραμένει
τους επιβάτες home σε 198% και για τις διελεύσεις
όλες οι απαιτούμενες μελέτες και άδειες και το έργο
τιμολογιακά κατά 30% φθηνότερο από όλα τα λιμάνια
transit σε 339%. Το 2011 εκσυγχρονίστηκε ο Σταθμός
θεωρείται πλήρως ώριμο.
της Μεσογείου.
Επιβατών Κρουαζιέρας Α’ (Αγίου Νικολάου), έκτασης
Ο Ο.Λ.Π. Α.Ε. αποφάσισε να διατηρήσει για τα έτη
δ. Οι χώροι εξυπηρέτησης επιβατών κρουαζιέρας
πλέον 6.300 τ.μ.
2013, 2014, 2015 και 2016 (έτος ολοκλήρωσης
(passenger terminal) αυξάνονται από 5.900 τ.μ. σε
Τον Απρίλιο 2012 παραδίδεται ο νέος Σταθμός
υποδομών νέου λιμένα) τα τιμολόγια του σταθερά με
11.200 τ.μ. εντός του 2012.
σε
λειτουργία
και
νέες
αποσκευών,
για
δύο
νέες
πύλες
θέσεις
θέσεις
έκτασης
ελέγχου, μεταφοράς
στάθμευσης
προσέλευση και προσέγγιση. Καθιέρωση
σταθερών
θέσεων
πρόσδεσης
για
μεγάλους πελάτες.
λιμάνι κρουαζιέρας της
National Insurance Brokers S.A National Insurance Brokers S.A.
est. 1962
NATIONAL Insurance Brokers S.A. offers a complete range of marine related insurance broking activities. With over 80 years of combined experience and round the clock service, it ensures fast and efficient resolution to any marine insurance problem. Over the years we have created international connections with all major underwriting centers in the world and we can guarantee a highly competitive insurance placement with first class security. NATIONAL Insurance Brokers S.A. aims to achieve the combination of the best coverage and security available worldwide at the most economical cost, combined with speed of claims service, which is paramount in today’s commercial environment. From the largest commercial vessel to the smallest pleasure craft, our motto is always the same: To provide the finest service available.
National Insurance Brokers SA 2 Kantharou str. Piraeus 185 37 Greece Tel.: +30 210 42 83 900, +30 210 45 33 450 Fax: +30 210 45 33 421 / 423 E-mail: reception@nationalib.gr www.nationalib.gr
nafs mag. 64
shipping news
news
Internaftiki offers BNWAS & ECDIS Systems solutions
Internaftiki covers latest IMO requirement and its customers’ needs and demand for the supply, installation and/or commissioning of new BNWAS & ECDIS systems by Imtech Marine Germany. Imtech Marine Germany (former HDW-Hagenuk Schiffstechnik) is a specialist for electrics and electronics in the markets of cargo, merchant, offshore vessels and mega yachts. Its unique selling point is the combination of excellent pre- and after sales services to ship owners with cost-effective production based on European / German designs. Covering a wide range of products, the company provides whole ship solutions and equipment such as power and automation as well as navigation and communication equipment. The company has established a global sales and service network for its products and services Imtech Marine Germany supplies bridge navigation watch alarm system according to latest requirements and regulations by SOLAS, MSC. 128 (75). The system has been designed to meet all market demands and is fully compatible and expandable to cover all types and sizes of vessels. In addition, Imtech SeaGuide Electronic Chart Display Information System has been designed according to the latest ECDIS regulations and is based on the well known Hagenuk ECDIS2000. Internaftiki covers the Greek market with competitive highly regarded BNWAS & ECDIS products and is ready to support its customers before and after sales on world wide basis. Installations and/or commissioning of the above mentioned systems can be conducted by authorised service engineers in conjunction with other services. More information about both BNWAS & ECDIS can be found at internaftiki’s new developed website www.internaftiki.gr. Internaftiki SA was inaugurated in 1975 near the Port of Piraeus. The company specialises in the field of marine and industrial products, offering an entire range of service activities on ships and yacht machinery. All services are executed on a worldwide basis by highly qualified personnel who hold exceptional knowledge in this field. For more information, contact Mr. Spyros Drosopoulos on +30 210 4126997 or email info@internaftiki.gr
Εντυπωσιακή άνοδος παρουσίασε ο ΣΕΜΠΟ Εντυπωσιακή
άνοδο
εμφανίζουν
τα
μεγέθη
διακίνησης εμπορευματοκιβωτίων στον Σταθμό Εμπορευματοκιβωτίων του Προβλήτα Ι του Ο.Λ.Π Α.Ε. Σύμφωνα με τα στατιστικά στοιχεία για το έτος 2011, τα οποία παρουσίασε η αρμόδια Διεύθυνση του Οργανισμού: Ο συνολικός όγκος πωλήσεων σε TEU’s ανήλθε σε 500.133 εμπορευματοκιβώτια. Όπως είναι γνωστό ο Σταθμός άρχισε να λειτουργεί τον Ιούνιο 2010, οπότε και όλα τα στοιχεία για τα έτη 2010 και 2011 μπορούν να είναι συγκρίσιμα μόνο για το διάστημα Ιουνίου-Δεκεμβρίου. Η αύξηση για το διάστημα αυτό ανήλθε το 2011 σε σχέση με το 2010 σε TEU’s στο +54,5%. Το transit φορτίο TEU’s για το ίδιο διάστημα ανήλθε σε +88,2%.Από 135.418 σε 254.336 TEU’s. Σε
επίπεδο
πωλήσεων
εμπορευματοκιβωτίων
η αύξηση ήταν +64,0% στο γενικό και 97,3% στο transit. Η παραγωγικότητα στο Σ.ΕΜΠΟ του Ο.Λ.Π. Α.Ε. κατά το 2011 αυξήθηκε κατά 34,6 % σε σχέση με το ίδιο διάστημα του 2010 (από 104,1 σε 140,4 κινήσεις). Ο χρόνος αναμονής για τα 265 πλοία τα οποία προσέγγισαν τον Προβλήτα Ι κατά το β’ εξάμηνο του 2011 μειώθηκε στη μία ώρα και επτά
λεπτά (1:07΄) έναντι τριών ωρών το 2010.
Ο.Λ.Π. και 1.180.000 TEU’s σε ΣΕΠ) το 2011 έναντι
Όπως
Διευθύνων
878.083 του 2010 (194.083 Ο.Λ.Π και 684.000
Σύμβουλος του Ο.Λ.Π. Α.Ε. κ. Γιώργος Ανωμερίτης
ΣΕΠ), μεγέθη τα οποία σταθερά επαναφέρουν τα
«Το λιμάνι του Πειραιά, παρά τη διεθνή οικονομική
terminals των εμπορευματοκιβωτίων του Πειραιά σε
κρίση, ξαναβρίσκει τους παλιούς του ρυθμούς. Και
διεθνή επίπεδα για την Μεσόγειο και την Ευρώπη.
στους δύο Προβλήτες Ι και ΙΙ, τους οποίους πλέον
Τα μεγέθη αυτά επαναφέρουν τον Πειραιά στη
διαχειρίζεται ο Ο.Λ.Π. Α.Ε. και η ΣΕΠ Α.Ε., τα
χρονιά-ρεκόρ του 2003, με σημαντικές τάσεις
TEU’s το 2011 ανήλθαν σε 1.680.133 (500.133 σε
ανόδου και για τους δύο παρόχους για το 2012».
δήλωσε
ο
Πρόεδρος
και
nafs mag. 66
shipping news
news
KAMINCO CONFERENCE
“Certified Accurate Marine Bunker Measurement Solution” & “Fuel Efficiency”
Mr. Sotirios Kaminis
The team
Kaminco held the first Marine Bunkering and Fuel Ef-
Kaminco in the top of their customers’ preference and
ficiency conference titled “Certified Accurate Marine
satisfaction lists. One of Kaminco’s strongest beliefs
Bunker Measurement Solution” & “Fuel Efficiency”
is that the benefit of the Ship Owners is the benefit for
recently, at the Metropolitan Hotel in Athens, with
all the marine industry.
great success. Representatives from major shipping
Mrs. Georgia Anifantis, Sales Manager of Kaminco,
companies, bunker suppliers, refineries and gas oil
presented Kaminco’s profile and history, as well as
stations attended the conference and showed great
Kaminco’s offices in Greece, Cyprus, USA and soon
interest in these very important issues presented by
China. Kaminco’s mission is to be a solution finder
Kaminco.
and to support all customers with experienced per-
The most important characteristics of Kaminco’s bun-
sonnel and a Worldwide Technical Group. Together
kering solution that were presented at the event are:
with Mr. Sotirios Kaminis, they introduced the bunker-
it is the only certified solution for bunkering
ing solution, pointing out the above mentioned main
its accuracy reaches 0,5% by measuring mass and
characteristics, the fuel management solution and the
not only volume, meaning that external factors like
transparency of all features.
temperature cannot affect it
Mr. Jan Kik, Business Development Manager Marine
density identification
Industry of Emerson Process Management, present-
aeration –cappuccino effect- is identified
ed Micro Motion business overview and Coriolis prin-
no maintenance / calibration needed
cipal advantages as well as the theory of the Direct
installation, commissioning and verification by expe-
Mass Flow and Density Measurement. His presenta-
rienced technical personnel and Verification Officers.
tion also included details of the Bunkering Manage-
Mr. Sotirios Kaminis, President and CEO of Kaminco,
ment solution and the uncertainties during bunkering.
opened the event presenting Kaminco’s vision to al-
Examples, photos and calculations proving the impor-
ways offer innovative solutions and to be one step
tance of this solution not only to Shipping Companies
ahead. Kaminco’s 50 year legacy and experience, to-
but also to Barge Operators were also presented.
gether with their commitment to serve the Greek and
Mr. Aart Pruysen’s, Approval Director Europe of
Cypriot Shipping Companies 24/7, 365 days, has led
Emerson Process Management, role was to inform
Mrs. Georgia Anifantis the audience about regulations and the certificates of the solution. In his speech he explained what Custody Transfer is. He also presented the Scope and Responsibility of the MID (Measuring Instrument Directive) of the European Union. The integrity of the installation which is in compliance with EC certificates, was presented in full detail, according to the NMI certificate. Mr. Iain Gordon, Business Development Manager, followed, presenting Marine Fuel Efficiency. The marine industry trends, the pressure to optimize fuel and the efforts affecting vessel’s performance were pointed out to the participants. Fuel System Optimization by Coriolis Mass Flow Measurement is the solution he presented together with features and benefits. He also stressed the importance of the unique patented consumption algorithm the Coriolis meters use as well as the MVD Technology introduced by Micro Motion. The critical role of the Viscosity transmitters in the provided solution, was also presented. All attendants interactively participated in the entire presentation showing great interest, asking questions and commenting on each point. A lunch buffet was enjoyed by all, giving them the opportunity to discuss the above mentioned solutions with the industry experts.
Vafias group of companies named two more gas carriers in japan On the 12th of january 2012 the Vafias group of companies named two more gas carriers in japan. The two purpose built high spec fuel efficient LPG/VCM carriers both were 7,500 cbm and both flew the Liberian flag and classed by bureau veritas. The first one which was delivered on the 18th of jan was named ‘GAS HUSKY’ by mrs gill fisher wife of oman shipping co CEO mr Nicholas fisher. The 2nd one which will be delivered in may 2012 was named ‘GAS ESCO’ by mrs aimilia lagounaris. The GAS HUSKY starts a long charter to a middle eastern state company while the GAS ESCO is still unfixed. After these deliveries STEALTHGAS INC (listed GASS) still maintains its lead position as the largest owner by number of owned ships in the 3000-8000 cbm gas segment and still represents the cheapest investment opportunity for potential investors since its currently trading at a third of its currently appraised NAV!!! These two ships represent the final two of a series of 10 gas carriers that the Vafias group has ordered for a total cost of abt $250 million at this same yard! With these two ships the Vafias group fleet will grow to 62 ships comprising 38 gas carriers, 22 product and crude tankers and 2 capesize bulk carriers making it the 3rd largest group by number of ships in Greece. Moreover despite the huge group between 2008 and today with the deliveries of more than 26 nb’s at a cost of more than $1,5 billion the total debt of the group is below the usd 1 billion mark!
PHOTOS: 1. Mr Harry Vafias 2. Mr. Harry Vafias with the President of the Japanese Shipyard Mr. Kanrei
nafs mag. 68
shipping news
Large-scale cooperation between Metizoft and Polarcus
news
Metizoft AS and Polarcus has a close cooperation. For Polarcus two new buildings at Ulstein Shipyard, Metizoft deliver “Completion” to both of them. “Completion” is a document management platform and contains all the documentation for new buildings from the handover of the ship until scrapping of the vessel far in the future. Metizoft`s role in addition to being the supplier of the database is the collection, categorization and review of the documentation. According to Marketing Director in Metizoft, Øyvind Sundgot, the platform has the fastest
Metizoft AS join with Novomar AS
forces
“shore to ship access,” and contribute in addition to being the fastest database that clients are having the highest quality assurance on all documentation. This may be specifications, contract documents, drawings, reports, analysis, manuals, certificates, etc. ‘Historically, slow and expensive internet access is now being replaced by a shared document database, which means that the vessels have local access and downloading opportunities. - “You will save much time and money on” completion “, confirms Sundgot. This cradle to grave documentation gives Polarcus outsourced electronic control on all documentation. Security is handled after a thorough evaluation of various server providers, and selected provider is used by many banking institutions. Safety and updates are taken care of by Metizoft in close cooperation with the customer. Metizoft have also delivered identical service for Polarcus six first vessels that came from Drydocks World Dubai, so the whole Polarcus fleet having are having “Completion”. Completion is built according to the SFI structure, and is the ultimate tool for owner and crew.
Metizoft AS and Novomar AS join forces through merging. The new company with CEO Gry Cecilie Sydhagen, will continue under the name Metizoft AS with headquarter in Fosnavåg. The departments in Tomrefjord and outside Norway will continue as usual. The merge will increase the number of employees and the activities world wide. The merge will have a positive effect for everyone involved. The skills and competence will be strengthened and the merging creates a uniqe position for the new company. The merging will also increase the varieties, depth and attractiveness in existing and new positions. Both companies has a portfolio of international known projects and by joining forces they now wish to increase the value for the customers. The new salesdivision has been strengthened by employing Øyvind Sundgot, former commercial director in Brude Safety AS. He already sees positive effects of the merging and prepares to recieve several big projects in the months to come. IMO Guidelines on ship recycling give advice to all stakeholders in the recycling process, including administrations of ship building and maritime equipment supplying countries, flag, port and recycling States, as well as intergovernmental organizations and commercial bodies such as shipowners, ship builders, repairers and recycling yards. The guidelines note that, in the process of recycling ships, virtually nothing goes to waste.
You have access anytime and anywhere and you can easily use the web browser, or a PDA. The database’s search engine makes it possible to quickly find the correct document. “Completion” is an open software technology, which avoids costly licensing agreements introduced by larger players. Sundgot adding that the platform is ready to be used for all new buildings. - “We use Metizoft`s database tool for safe storage and control of drawings and documents for all our ships, says Svein Johnny Naley. Naley is VP Marine Projects, adding that the crew is very happy because the database is quick and easy to search using the SFI structure. - “When everything is added to the database, this is a great tool,” concludes Naley. Metizoft is primarily known for its consistently green profile, and started to be the provider of the Green Passport / IHM to both new construction and sailing vessels. After the merger with Novomar in September, Metizoft now offer a more comprehensive service. In addition to Green Passport / IHM and “Completion”, Metizoft have developed a software for MED (Marine Equipment Directive) and certificate validation. Metizoft`s department in Tomrefjord are also providing maritime advisors. Department of Tomrefjord can offer a high degree of expertise in the form of engineers, inspectors, managers, etc. One of the best examples of this was when Polarcus Samur had a major refit at Salthammer Båtbyggeri after delivery from the shipyard in Dubai. These alterations may occur in the shortest possible time, and here was Metizoft the preferred partner to Polarcus. - “The future is very exciting, and we can see that we are an interesting partner for the whole of the maritime cluster. Both design companies, ship owners, shipyards and suppliers are benefiting from our services, “concludes Sundgot.
nafs mag. 70
shipping news
news
Novel 2000 TEU Container Feeder Vessel.
BANGKOK-MAX - Sets new standards! At 18 knots the main engine with its shaft generator will deliver the entire propulsion power including the electrical power for the Azipod unit, the hotel load and the reefer containers. Additional auxiliary power is only necessary if higher speeds (up to 21 knots) are required or if an exceptionally large number of reefer containers are carried. The vessel features an ABB Onboard DC grid system that ensures engines will be run at their optimal load at any cruising speed from 2 to 21 knots, enhancing fuel economy and providing the option of highly flexible transit speeds, including slow steaming, which is not the case for the majority of feeder vessels of today.
duces or eliminates the need for tug boat assistance
allows approximately 15 % more containers to be
in port.
carried on deck than on conventional feeder vessels
Compared to a vessel with a conventional diesel-
with the deckhouse located aft, while maintaining a
direct propulsion system the main engine has been
crew comfort in bad weather, which is superior to
considerably down-sized, and with a correspond-
designs with the deckhouse located forward.
ingly smaller propeller diameter in combination
HFO tanks have been arranged in a simple, square
with a low shaft line, ballast water to submerge the
block below the deckhouse in order to minimise
propellers in light loaded conditions is generally not
the need for trim compensating ballast water and
necessary. At 18 knots the main engine with its shaft
changes of trim during a voyage. Additionally, the
generator will deliver the entire propulsion power in-
tanks are segregated from the sides and the bottom
cluding the electrical power for the Azipod unit, the
in preparation for Clean Design Class notation.
hotel load and the reefer containers. Additional aux-
Space has also been prepared in the engine casing
iliary power is only necessary if higher speeds (up
for scrubbers or a SCR system so that the vessel
to 21 knots) are required or if an exceptionally large
can be adapted for navigating in Emission Control
number of reefer containers are carried.
Areas. The vessel is even prepared for zero-emis-
Three auxiliary engines with a total electrical power
sion port calls, because containers holding batteries
output of approximately 8000 kW are arranged in
can be stored on the aft deck and connected to the
The Danish Naval Design and Marine Consultancy
an auxiliary engine room, which is completely seg-
DC grid.
regated from the main engine room. With the main
Container capacity
engine stopped, the vessel is able to navigate with a
Five tiers of high-cube containers can be stacked
speed of more than 13 knots on auxiliary power and
in the holds and six on the hatches. In the gearless
the Azipod alone, which provides a very high degree
version the vessel will carry up to 1,448 TEU on
of redundancy and more than sufficient “return to
deck and 668 TEU in the holds corresponding to a
port” capability.
total high-cube capacity of 2,116 TEU.
Slow steaming potential and flexible transit speed
As designed, the reefer capacity below deck is 438
The vessel features an ABB Onboard DC grid sys-
TEU (or 258 FEU), and with three tiers on the hatch-
tem that ensures engines will be run at their optimal
es and four on the aft deck the capacity on deck
load at any cruising speed from 2 to 21 knots, en-
is 746 TEU (or 370 FEU), giving the vessel a total
hancing fuel economy and providing the option of
potential reefer capacity of 1184 TEU (or 628 FEU).
highly flexible transit speeds, including slow steam-
But with 8000 kW of auxiliary power installed, ac-
ing, which is not the case for the majority of feeder
cess to the reefer units is practically the only limiting
vessels of today.
factor for the number of reefers that can be carried,
Vessel layout
so the capacity on deck may be further increased
The vessel has an overall length of 172 m and a
by higher lashing bridges aft and/or lashing bridges
beam of 30 m. Deadweight at the Bangkok-max
between the hatches.
draught of 8.2 m is approximately 18,300 t, while it
Energy efficiency
is approximately 28,400 t at the fully loaded draught
The high container capacity in combination with the
of 10.5 m.
fine hull lines and very efficient propulsion system
The midship position of the narrow deckhouse pro-
gives the vessel a fuel economy 15 – 25 % better
vides a significantly better vision from the bridge and
per TEU than typical feeder vessels of similar size.
Knud E. Hansen A/S and joint venture partner ABB have developed a highly fuel efficient 2000 TEU Container Feeder Vessel. The vessel’s main dimensions have been optimised for calling in Bangkok, but the design features will deliver great benefits to operators and the environment on any route. The design delivers excellent fuel economy, reduced environmental impact, reduced need for water ballast, slow-steaming potential and flexible transit speeds, loading flexibility as well as increased container capacity including higher than usual reefer capacity. Propulsion efficiency, manoeuvrability and redundancy Propulsion efficiency is significantly boosted by an electrically driven counter rotating ABB Azipod unit, which is fitted behind the directly driven main propeller. The power balance between the main propeller and the Azipod is approximately 65/35 %, and as the Azipod can be turned 360 degrees, the vessel will have state of the art manoeuvrability, which re-
shipping news nafs mag. 71
news
ALIBRA thoughts….. optimism & opportunity for years ahead Anglo Italian, London based Alibra Shipping Ltd (ASL) recently hosted a reception in swanky Knightsbridge Central London to commemorate it’s 5th anniversary at The Royal Thames Yacht Club. The event was attended by close Owners, Oil Majors, Bankers, Lawyers, Shipyards, Traders and Operators. Despite the highly demanding trading environment, attendees were cheerful and enjoying the hospitality. Alibra specialises in broking freight in the dry bulk and tanker sectors, concentrating mainly on project business. Founder Giuseppe Rosano has been proactive in building bridges between the west and eastern clients, and in turn has been well rewarded with commendable results. The Alibra team consists of Shipowners, senior brokers and a master mariner. Giuseppe claims this diversity to be one of the company’s core strengths, which enables Alibra to better appreciate and fulfill client requirements. Alibra strongly believes in the shipping market and looks forward to immense opportunities and a better outlook for growth in 2012.
1
2
3
1. Mr. Leo Polemis, REMI Maritime, Mr. Giuseppe Rosano, ALIBRA...2. Mr. Martin French, RETIREE SHELL, Mr. Kyriakos Zarvanos, GOLDEN ENERGY...3, Mr. Tim Horne, TEEKAY, Ms. Ioanna Dionissiou, ALIBRA
4
5
6
4. Mr. George Contopoulos, CM LEMOS, Mr. Paul Burges, AGELEF SHIPPING...5. In high spirits!!!...6. Capt. Paul Joseph, Ioanna Dionissiou, Uday Patel, Nicola Bonetti, Thomas Buckley, Giuseppe Rosano
7
8
9
7. Ms, Francesca Barbaro, PIETRO BARBARO TANKERS, Capt. Paul Joseph, ALIBRA...8. Mr. Nicola Bonetti, ALIBRA, Mr. Roberto Corvetta, Mr. Rodolfo Galbiati, Mr. Domenico Calzari, ENI UK...9, Mr. George Panayides, NS LEMOS
Ναυποεπισκευαστική Ζώνη
nafs mag. 72
άποψη
Θανάσης Πυρινής: Η αλήθεια για το... μη ανταγωνιστικό Πέραμα ΕΝΩΣΗ ΝΑΥΠΗΓΟΕΠΙΣΚΕΥΑΣΤΩΝ ΠΕΙΡΑΙΑ
“Οι ελλείψεις υποδομών, τα πανάκριβα μεροκάματα, η υπερεξουσία του Συνδικάτου και άλλα...” Θανάσης Πυρινής Πρόεδρος
Παρά τα προβλήματα που αντιμετωπίζουν
αρμόδιοι και ενόψει των εξαγγελθεισών νέων
Με αυτό το μικτό ημερομίσθιο, οι τελικές αποδοχές
όλες
οι
κινητοποιήσεων των εργαζομένων, με ανακοίνωση
του εργαζομένου συμπεριλαμβα-
στην
Ελλάδα,
του Προέδρου της Ένωσης Ναυπηγοεπισκευαστών
νομένου του επιδόματος αδείας και το δώρο
Πειραιά κ. Θανάση Πυρινή, τονίζουν τα εξής:
Χριστουγέννων η
παραγωγικές λόγω
επιχειρήσεις
της
σημερινής
πρωτοφανούς μεταπολεμικής κρίσης, η μοναδική βιομηχανία που θα μπορούσε
το δώρο Πάσχα, ανέρχεται
στο πόσο των 120 ευρώ καθαρά πληρωτέα ανά «Παρά τα προβλήματα που αντιμετωπίζουν όλες
ημέρα, ανά 7 ώρες εργασίας. Το δε κόστος για τις
οι παραγωγικές επιχειρήσεις στην Ελλάδα, λόγω
ασφαλιστικές εισφορές, ανέρχεται περίπου στα 65-
το πρωί είναι η Ναυπηγοεπισκευαστική
της
70 ευρώ ανά ημέρα.
βιομηχανία.
κρίσης, η μοναδική βιομηχανία που θα μπορούσε
Παρά τις συνεχείς παρεμβάσεις μας στο Υπουργείο
άμεσα να ξεκινήσει να δουλεύει από αύριο το πρωί
Εργασίας για μείωση των ασφαλιστικών εισφορών,
είναι η Ναυπηγοεπισκευαστική βιομηχανία. Είναι
έως και σήμερα κανείς υπεύθυνος δεν μπόρεσε να
αδιανόητο για εμάς, η χώρα μας που έχει μία από
ανταποκριθεί σε αυτό το αίτημά μας.
τις πρώτες ναυτιλίες σε παγκόσμιο επίπεδο, να
Ίσως είμαστε ο μοναδικός κλάδος στην επικράτεια
στερείται παντελώς έργου ναυπηγοεπισκευαστικών
με αυτό το δυσβάστακτο κόστος ασφαλιστικών
οι γειτονικές χώρες που δεν έχουν ούτε
εργασιών, ενώ οι γειτονικές χώρες που δεν έχουν
εισφορών. Το ερώτημα που τίθεται είναι, “πόσο
κατά προσέγγιση αντίστοιχη ναυτιλία,
ούτε κατά προσέγγιση αντίστοιχη ναυτιλία, οι
ανταγωνιστικοί μπορούμε να είμαστε έχοντας τα
σχετικές τους επιχειρήσεις να έχουν συνεχές και
παραπάνω κόστη ανά εργατοώρα”;
άμεσα να ξεκινήσει να δουλεύει από αύριο Είναι
αδιανόητο
για
εμάς, η χώρα μας που έχει μία από τις
πρώτες
ναυτιλίες
σε
παγκόσμιο
επίπεδο, να στερείται παντελώς έργου ναυπηγοεπισκευαστικών εργασιών, ενώ
οι σχετικές τους επιχειρήσεις να έχουν συνεχές και πλήρες έργο. Από την μία
σημερινής
πρωτοφανούς
μεταπολεμικής
πλήρες έργο. Από την μία πλευρά έχουμε τους Έλληνες πλοιοκτήτες, οι οποίοι έχουν την διάθεση
Ωράριο Εργασίας.
να φέρουν ξανά τα πλοία τους στην Ελλάδα για
Για εμάς τους εργοδότες, Ναυπηγοεπισκευαστική
επισκευές και από την άλλη έχουμε τις ελληνικές
Ζώνη
τα πλοία τους στην Ελλάδα για επισκευές
Ναυπηγόεπισκευαστικές επιχειρήσεις που μαζί με
Δραπετσώνας, του νέου μόλου της ΔΕΗ, η
και από την άλλη έχουμε τις ελληνικές
τους εργαζόμενους
Κυνόσουρα, και τα ναυπηγεία Ελευσίνας και
διαθέτουν τεχνογνωσία και εμπειρία ώστε να φέρουν
Σκαραμαγκά (όταν αυτά λειτουργούσαν).
εις πέρας κάθε εργασία αποτελεσματικά, ποιοτικά
Επίσης, για εμάς το εργοστάσιό μας, η φάμπρικά
και γρήγορα.
μας είναι το πλοίο και όχι τα γραφεία της εταιρείας ή
Ποιοι είναι λοιπόν οι λόγοι που παρά τα ανωτέρω
το μαγαζί, στο οποίο ενδεχομένως γίνονται κάποιες
η Ναυπηγοεπισκευαστική βιομηχανία μαραζώνει; Ας
μικρές κατασκευές.
αποτελεσματικά, ποιοτικά και γρήγορα.
πάρουμε τα πράγματα από την αρχή.
Επομένως το ωράριο εργασίας είναι το ωράριο επί
Με αφορμή πρόσφατο ρεπορτάζ της πρωινής
Κόστος των παρεχομένων υπηρεσιών.
Δυστυχώς, έχει καθιερωθεί, οι εργαζόμενοι όταν
καθημερινής
του
Σήμερα είμαστε εξαιρετικά ακριβοί στις υπηρεσίες
εργάζονται στο Πέραμα ή τη Δραπετσώνα να
τηλεοπτικού σταθμού MEGA, το οποίο παρουσίαζε
που παρέχουμε, αν και ιδιαίτερα ποιοτικοί. Δεν
αποχωρούν από το πλοίο 20 λεπτά πριν το πέρας
τη δραματική κατάσταση στην οποία έχει περιέλθει
μπορούμε να δουλεύουμε από 4 ή 5 € ανά κιλό την
του 7ώρου.
ο
λαμαρίνα, όταν δίπλα μας άλλες χώρες δουλεύουν,
Όταν εργάζονται στην Κυνοσούρα αποχωρούν 30
Περάματος με την αναδουλειά και την ανεργία,
μόλις με 2 δολάρια ανά κιλό.
λεπτά πριν το πέρας του 7ώρου.
προκειμένου να ενημερωθεί η κοινή γνώμη μέσω
Πώς φτάσαμε ως εδώ;
Για τα δε ναυπηγεία Σκαραμαγκά και Ελευσίνας,
των Μέσων Μαζικής Ενημέρωσης και για τη δική
Στην περίοδο της ευημερίας (μέχρι τα τέλη του
αποχωρούν 1 ώρα πριν του πέρας του 7ώρου. Και
τους θέση (αν και δεν τους ζητήθηκε ποτέ και με
2008), υπήρχε υπογεγραμμένη σύμβαση μεταξύ
όλα αυτά πληρωτέα μέσα στο 7ωρο!
κανένα σχετικό «σφαιρικό» ρεπορτάζ), αλλά και
εργοδοτών και εργαζομένων με κόστος 30 € την
Σε περίπτωση υπερωριακής απασχόλησης είτε κατά
με αφορμή τις ανακοινώσεις πολλών φορέων
ώρα, 7ωρη απασχόληση, πενθήμερη εργασία,
τη διάρκεια της εβδομάδος, είτε το Σαββατοκύριακο,
και Ενώσεων σχετικά με τη ναυπηγοεπισκευή, οι
με 6 ημέρες αποδοχές στο μεροκάματο και τις
έχουμε ένα κόστος 30 € ανά ώρα.
Ναυπηγοεπισκευαστές του Πειραιά ως οι πλέον
ασφαλιστικές εισφορές.
Για να γίνει αντιληπτό, σε περίπτωση εργασίας το
πλευρά έχουμε τους Έλληνες πλοιοκτήτες, οι οποίοι έχουν την διάθεση να φέρουν ξανά
Ναυπηγόεπισκευαστικές
επιχειρήσεις
που μαζί με τους εργαζόμενους διαθέτουν
τεχνογνωσία
και
εμπειρία
ώστε να φέρουν εις πέρας κάθε εργασία
κλάδος
ενημερωτικής
της
εκπομπής
Ναυπηγοεπισκευής
στη
νοείται
ο
χώρος
του
Περάματος,
της
του πλοίου και αυτό πρέπει / έπρεπε να εφαρμόζεται.
Ζώνη
nafs mag. 73
Σαββατοκύριακο, με έναρξη εργασιών 07.00 π.μ. και
μπορούσε να δεσμευθεί για τον χρόνο παράδοσης
έως μηδενικές φορές.
λήξη στις 13.00 μ.μ ή 16.00 μ.μ , το κόστος αυτής
του έργου. Έτσι, με την πάροδο του χρόνου
Γιατί λοιπόν ο πλοιοκτήτης να προτιμήσει τον
της 6ωρης ή 9ωρης υπερωριακής απασχόλησης
και με τις συνεχείς απεργιακές κινητοποιήσεις,
Πειραιά, ακόμη και αν γίνουμε ανταγωνιστικοί; Πού
είναι 180 € ή 270 € αντίστοιχα, καθαρά για τον
δημιουργήθηκε μια έλλειψη εμπιστοσύνης προς
θα κάνει τον δεξαμενισμό του πλοίου του;
εργαζόμενο.
τη Ναυπηγοεπισκευαστική ζώνη, μιας και όλοι
Σαφέστατα και η πολιτεία ποτέ δεν έχει ενσκήψει στα
Για το έτος 2010 οι ενώσεις στον χώρο της
γνωρίζουμε ότι οποιαδήποτε καθυστέρηση του
προβλήματα της ζώνης.
Ναυπηγοεπισκευής,
καμία
πλοίου όχι μόνο επιβαρύνει το κόστος ης επισκευής
Γι’ αυτό όχι μόνο δεν έχουν γίνει νέες υποδομές αλλά
σύμβαση. Οι εργαζόμενοι κλείνοντας τις πύλες
αλλά και ανατρέπει κάθε συμβατική υποχρέωση ή
και οι ήδη υπάρχούσες τελούν υπό διάλυση.
εισόδου στους χώρους των επισκευών επέβαλαν
προγραμματισμό του πλοίου προς τρίτους (ναύλο).
την υπογραφή διμερών συμβάσεων με αύξηση 5%
Επισημαίνεται
(ήτοι 100,8 € μικτά/ ανά 7 ώρες εργασίας), πάντα με
διαπληκτισμούς επιχειρήσεων και εργαζόμενων
Όλα αυτά τα χρόνια που έχει δοθεί πακτωλός
την τακτική “ή υπογράφετε ή δεν δουλεύετε”.
επί
χρημάτων
δεν
υπέγραψαν
Συνυποσχετικές Παλαιότερα
στον
καιρό
της
ευημερίας
είχαν
του
δε,
ότι
πλοίου.,
πολλές
φορές,
αρχιμηχανικοί
πάνω
σε στα
Εκσυγχρονισμός των επιχειρήσεων σε
όλη
την
επικράτεια
για
τον
επισκευαζόμενα πλοία ακόμη και οι ίδιοι οι
εκσυγχρονισμό των επιχειρήσεων, οι επιχειρήσεις
πλοιοκτήτες των πλοίων αναγκάζονταν να μένουν
της ναυπηγοεπισκεύης εξαιρούνται, σύμφωνα με
απλοί παρατηρητές παρόντος του συνδικάτου.
την 7η οδηγία της Ευρωπαϊκής Ένωσης.
συναφθεί δύο συμφωνίες κυρίων μεταξύ των
Αντιλαμβάνεστε λοιπόν, όλα αυτά τα χρόνια οι
εργοδοτών και των εργαζομένων( Συνδικάτο), οι
Υποδομές
επιχειρήσεις εκσυγχρονίστηκαν είτε με ιδία κεφάλαια
λεγόμενες συνυποσχετικές.
Παρά τις συνεχείς συναντήσεις με τη διοίκηση του
είτε με τραπεζικό δανεισμό, για να μπορέσουν
Η πρώτη ήταν, οι επιχειρήσεις να προσλαμβάνουν
ΟΛΠ και των συναρμοδίων υπουργείων καμία
να
άτομα που ήταν κοντά στη σύνταξη ώστε να
από τις υποσχέσεις που λαμβάναμε κατά καιρούς
εξοπλισμό, που δεν έχουν να ζηλέψουν τίποτα με
μπορέσουν και αυτοί οι εργαζόμενοι να πάρουν
σχετικά με τον εκσυγχρονισμό των υποδομών,
αντίστοιχες του ιδίου κλάδου, άλλων χωρών.
σύνταξη, μιας και λόγω της ηλικίας και των δυσκολιών
εντούτοις ποτέ δεν εκπληρώθηκαν.
Λαμβάνοντας υπόψη τα παραπάνω, πολύ εύκολα
της εργασίας επί του πλοίου, ενδεχομένως να μην
Ειδικότερα:
μπορεί κανείς να βγάλει το συμπέρασμα γιατί δεν
τους προσλάμβαναν οι επιχειρήσεις.
5.1 ΝΑΥΣΟΛΠ. Μια εταιρεία που θα λειτουργούσε με
έρχεται κανένα πλοίο για επισκευή στο Πέραμα.
Η συμφωνία αυτή με την πάροδο των ετών
γνώμονα να αναλάβει των χώρο της ζώνης υπό τη...
Τα αποτελέσματα της συρρίκνωσης, εμείς τα ζούμε
καταστρατηγήθηκε
σκέπη της, ποτέ δεν λειτούργησε.
καθημερινά και κατ’ επέκταση όλη η ευρύτερη
επιβάλει στις επιχειρήσεις, εδώ και χρόνια να
5.2 Ο ίδιος ο Οργανισμός Λιμένος Πειραιώς δεν
περιοχή του Πειραιά.
προσλαμβάνουν το 30% των εργαζομένων, με
μπορεί να προστατέψει τις υποδομές του.
Οι Επιχειρήσεις μας
εργαζόμενους της επιλογής του. Διευκρινίζεται δε,
Δένουν πλοία για επισκευή και δεν μπορούν
πρόθυρα του οριστικού λουκέτου.
ότι όλοι οι εργαζόμενοι επί του πλοίου είναι μέλη του
να
τα
5000 εργαζόμενοι στον χώρο της επισκευής, είναι
ιδίου συνδικάτου.
καλώδια παροχής ρεύματος, μόλις 50 μέτρα
άνεργοι εδώ και μήνες, ίσως και πάνω από ένα
Η δεύτερη συμφωνία κυρίων, μεταξύ των εργοδοτών
από το λιμεναρχείο από οργανωμένες ομάδες,
χρόνο.
και του συνδικάτου ήταν να μην εργάζονται επί του
οι οποίες φυσικά δεν έχουν καμία σχέση με τους
50.000 δημότες της ευρύτερης περιοχής, έχουν
πλοίου πάνω από 10 ώρες ημερησίως( 7 ώρες
εργαζόμενους.
επηρεαστεί οικονομικά από την αναδουλειά της
κανονικό ημερομίσθιο και 3 ώρες υπερωρία όταν και
5.3 Γερανοί του ΟΛΠ. Στους χώρους των επισκευών
Ναυπηγοεπισκευαστικής ζώνης.
εφόσον ήταν απαραίτητη), στα πλαίσια α) μείωση
οι γερανοί δεν λειτούργησαν ποτέ για λόγους που
της ανεργίας και β) ο εργαζόμενος δεν μπορεί να
μόνο ο ΟΛΠ γνωρίζει.
Λύσεις
αποδώσει με πάνω από 10 ώρες εργασίας.
Έτσι αναγκαστικά σε μια επισκευή χρησιμοποιούνται
Ναυπηγοεπισκευαστική ζώνη, να ανασάνουν οι
Η συμφωνία αυτή «παραφράσθηκε» από το
ιδιωτικές εταιρείες γερανών ανεβάζοντας το κόστος
επιχειρήσεις, να έχουν δουλειά με αξιοπρεπές
συνδικάτο και επιβλήθηκε προς τις επιχειρήσεις
της επισκευής προς τον πελάτη.
μεροκάματο οι εργαζόμενοι.
κατά τρόπο ώστε ακόμη και για μια ώρα πρόσθετης
5.4 Το κοστολόγιο χρήσης των δεξαμενών του ΟΛΠ
εργασίας πέραν των ανωτέρω 10 ωρών, να ζητείται
είναι απίστευτα ακριβό.
από
το
συνδικάτο,
και
η έγγραφη συγκατάθεση από το συνδικάτο, ώστε να
ηλεκτροδοτηθούν
διότι
έχουν
κλαπεί
δημιουργήσουν
υπάρχουν
επιχειρήσεις
με
σύγχρονο
κλείνουν ή βρίσκονται στα
για
να
δουλέψει
ξανά
η
Πρέπει να κοιτάξουμε τα λάθη μας κατάματα κι από όλες τις εμπλεκόμενες πλευρές να γίνουν
Παρά τις συνεχείς επισημάνσεις μας για τη μείωσή
υποχωρήσεις
και
δραστικές
κινήσεις
για
να
επιτραπεί η περαιτέρω εργασία, αδιαφορώντας εάν
του, ποτέ δεν εισακουστήκαμε.
ξαναδουλέψει η Ζώνη και να συνεισφέρει, όπως
το πλοίο καθυστερήσει τον απόπλου ή όχι.
5.5 Ναυπηγεία.
το έκανε και παλιότερα στην ελληνική Οικονομία
Όλα τα ανωτέρω πάντα φυσικά, με την απειλή “ ή τα
Τα ναυπηγεία Σκαραμαγκά με αυτή την ιδιότυπη
δίνοντας ψωμί τόσο στις επιχειρήσεις όσο και τους
δεχόσαστε ή δεν δουλεύετε”.
συμφωνία
να
εργαζόμενους!», καταλήγει στην ανακοίνωσή του
λειτουργήσουν το εμπορικό τμήμα πάνω από ένα
ο Πρόεδρος της Ένωσης Ναυπηγοεπισκευαστών
Απεργίες
χρόνο.
Πειραιά κ. Θανάσης Πυρινής.
Σαν να μην έφταναν όλα τα παραπάνω, όλα αυτά
Τα ναυπηγεία Ελευσίνας τελούν υπό πτώχευση.
τα χρόνια οι συνεχείς απεργίες των εργαζομένων,
Τίθεται έτσι ένα απλό ερώτημα “και να έρθει ένα
πολλές φορές χωρίς σημαντική αιτία, δημιούργησαν
πλοίο για επισκευή στο Πέραμα, πού θα κάνει τον
μια άσχημη εικόνα για την ναυπηγοεπισκεύη
δεξαμενισμό του”;
στην
Επισκευή χωρίς δεξαμενισμό συμβαίνει ελάχιστες
χώρα μας, διότι καμία επιχείρηση δεν
με
το
κράτος
δεν
μπορούν
nafs mag. 74
shipping news
Feed Management Enecogen, cleanest gas plant in the Systems introduces Netherlands, now officially operational Brill® Formulation Version 2.4 With the blowing of a steam whistle, the Enecogen plant is today officially put into operation by the CEO’s
of DONG Energy and Eneco. The total investment of the plant amounts to 652 million euros.
The Enecogen power plant adds to The Netherlands power production with a production capacity corresponding to the electricity consumption of 1.4 million households. With an efficiency of 59.5% the power plant is the most efficient power plant in The Netherlands. The highly efficient turbines together with the DeMoving to further streamline and automate the feed formulation process, Feed Management Systems, Inc. (FMS) today announced the global introduction of Brill® Formulation Version 2.4, which will be available worldwide early this year. The company made the announcement here today at the International Poultry Exhibition/International Feed Expo. The enhancements incorporated into Brill® Formulation 2.4 will enable users to make faster, smarter decisions by providing insight to vital formulation information, enhancing productivity and offering a more intuitive user experience. Brill® Formulation is a Feed Management Systems brand. With a track record spanning more than 25 years, Brill® Formulation is the market leader in formulation solutions for the animal feed industry. The new enhancements built into Brill® Formulation Version 2.4 will help simplify decision making for feed formulators and nutritionists. READ MORE: http://www.nafsgreen.gr/magazine/ subsea/projects/2165-record-interest-in-barentssea-in-22nd-licensing-round
NOx installation capturing nitrogen oxides makes Enecogen a clean competitor compared to other gas-fired and especially coal-fired plants.. READ MORE: http://www.nafsgreen.gr/magazine/subsea/energy/2170-enecogen-cleanest-gas-plant-in-thenetherlands-now-officially-operational
PPG introduces SUNGATE 600 glass for heating-dominated climates PPG
Industries
(NYSE:PPG)
has
introduced
SUNGATE(R) 600 glass, a passive, low-emissivity glass that is designed to help homes retain furnace and solar heat, especially in cold, northern climates. Sungate 600 glass features a pyrolitic coating developed specifically for application on the exposed roomside (No. 4) surface of an insulating glass unit (IGU). The coating is durable because it is chemically bonded to the glass while it is still molten, and its star-crystalline structure gives Sungate 600 glass a smooth surface that cleans more easily than most other pyrolitic coated glasses. READ MORE: http://www.nafsgreen.gr/magazine/green-planet/environment/2173-ppg-introduces-sungate600-glass-for-heating-dominated-climates
McDermott Awarded INPEX Contract
Two new orders for Mulder Shipyard
Global energy demand will continue to grow over the
McDermott International, Inc. (NYSE:MDR) (“Mc-
Mulder Shipyard has received two new orders from
next twenty years, albeit at a slowing annual rate,
Dermott”) announced today that its Australian sub-
clients in the United Kingdom and the Netherlands,
fuelled by economic and population growth in non-
sidiary has received and signed a letter of award
marking a great start to 2012 for the Dutch yard. This
OECD countries lobal energy demand is likely to
for the Ichthys Gas-condensate Field Development
is shaping up to be a memorable year in general,
grow by 39 per cent by 2030 or 1.6 per cent annually,
subsea umbilical, riser, flowline (“SURF”) project by
with the scheduled delivery of several yachts and the
almost entirely in non-OECD countries.
INPEX. The contract value is in the order of magni-
opening of a brand-new second facility, construction
READ MORE: http://www.nafsgreen.gr/magazine/
tude of US$2 billion and is the largest subsea con-
of which is currently in full swing.
subsea/energy/2188-bpenergy
tract McDermott has been awarded to date. READ
READ MORE: http://www.nafsgreen.gr/magazine/
MORE: http://www.nafsgreen.gr/magazine/subsea/
sea-world/shipyards/2183-two-new-orders-for-
projects/2185-mcdermott-awarded-inpex-ichthys-
mulder-shipyard
BP Forecasts Energy Demand
subsea-contract
nafs mag. 75
Cargotec secures MacGregor RoRo equip- Kleven Maritime: ment orders for two Mistral-class ships Building PSV for Two new Mistral-class ships will feature navy-standard MacGregor RoRo equipment from Cargotec
J.J.Ugland
Furthering Cargotec’s reputation for specialist RoRo expertise, the company has secured a contract to supply and install MacGregor RoRo equipment for two Mistral-class naval ships. The order is booked during the fourth quarter of 2011. Cargotec signed the contract with STX France, which will undertake the construction of the ships at its SaintNazaire shipyard under a subcontract with fellow French yard, DCNS. The 199m multi-role vessels were co-designed by DCNS and STX.
Kleven Maritime has signed a contract with offshore
READ
ship owning company Ugland Offshore on the deliv-
MORE:
http://www.nafsgreen.gr/magazine/sea-world/shipping/2174-cargotec-secures-macgregor-
ery of an advanced platform supply vessel. The ves-
roro-equipment-orders-for-two-mistral-class-ships
Technip awarded contract for the Wheatstone gas processing platform
sel is to be delivered from Myklebust Yard in June 2012. “This is a very welcome signing, especially for our employees at Myklebust Yard,” says Ståle Rasmussen, CEO of Kleven Maritime. “This contract will ensure continuity for our workforce.”
Technip Oceania (TPO), a Technip Group operating
The contract is based on a hull already under con-
centre in Perth, Australia, has been awarded a con-
struction in Poland. Together with other investors,
tract, worth approximately AUD110 million (€90 mil-
J.J.Ugland (JJUC) now has returned to the offshore
lion), by Daewoo Shipbuilding and Marine Engineering
business through the establishing of Ugland Off-
(DSME) for the detailed design of Chevron’s Wheat-
shore.
stone offshore gas processing platform, located 200
Ugland also owns bulk handling vessels, shuttle
kilometers off Western Australia’s coast.
tankers, barges, operates tugs and is involved in
The upstream (offshore) portion of the project is com-
other maritime business. Kleven Maritime has an or-
prised of the development of gas fields in the WA-17-R and WA-253-P petroleum titles located on the North-
der book comprising 11 vessels with a total value of
west Shelf offshore Western Australia at water depths of 70 to 200 meters.
more than 4 billion NOK.
READ MORE: http://www.nafsgreen.gr/magazine/subsea/offshore/2181-technip-awarded-detailed-design-
READ MORE: http://www.nafsgreen.gr/magazine/
contract-for-the-wheatstone-gas-processing-platform-in-australia
sea-world/shipping/2168-fairstar-to-expect-50000dwt-vessel-forte-on-may-23-2012
Maersk Line Leads Damen Shipyards Fuel Switch at the receives three Port of Virginia orders for five pontoons
ABB to acquire Thomas & Betts ABB and Thomas & Betts announce agreement pursuant to which ABB will acquire Thomas & Betts for $72 per share in cash ABB gains access to Thomas & Betts network of
In December 2011, Damen Pontoons & Barges
more than 6,000 distributor locations and wholesal-
signed three contracts for a total of five purpose-
ers in North America
built Damen Stan Pontoons (SPo): two Damen Stan
Transaction doubles ABB’s addressable low-voltage
Pontoons 6511 for Mammoet Maritime (The Nether-
products market to approximately $24 billion in North
lands), two Stan Pontoons 8916 ICE for Silverburn
America and enables distribution of Thomas & Betts
Maersk Line will switch to low-sulfur fuel while at
Shipping (I.O.M.) Ltd (UK) and one SPo 4113 for
products through ABB’s extensive global network
berth for all of its containerships calling the Port of
Rhumb Maritime (Australia). Delivery of the pon-
Furthers ABB’s 2015 strategy to expand its geo-
Virginia starting in February.
toons will take place between March and September
graphic and product scope in one of its most profit-
This fuel switch program will help improve air quality
2012.
able businesses. Approximately $200 million in ex-
in the greater Hampton Roads area by significantly
READ MORE: http://www.nafsgreen.gr/magazine/
pected annual synergies by 2016.
reducing emissions of sulfur and nitrogen oxides and
sea-world/shipyards/2184-damen-shipyards-receives-three-orders-for-five-pontoons-
READ MORE: http://www.nafsgreen.gr/magazine/
particulate matter. READ MORE:http://www.nafsgreen.gr/magazine/green-planet/environment/2189maersk-line-leads-fuel-switch-at-the-port-of-virginia
green-planet/technology/2186-abb-to-acquirethomas-a-betts
nafs mag. 76
shipping news
Hydrex: Underwater ABB wins $250 million power orders in stern tube seal Saudi Arabia replacement in Turkey and Greece ABB, the leading power and automation technology
group, has won orders worth more than $250 million from the Saudi Electricity Company (SEC), Saudi
Arabia’s national power transmission and distribution
operator, to construct new substations and reinforce existing ones, to help address the growing demand for electricity. The orders were booked in the fourth quarter of 2011. One of the new gas-insulated switchgear (GIS) substations will be located south-west of Al-Hassa in the eastern region. It will facilitate the transmission of an additional 2,000 megawatt (MW) of electricity from a new gas-fired power plant being built by an independent When a 204-meter cruise vessel suffered an oil leak in its stern tube seal assembly, Hydrex was asked to carry out a permanent seal replacement. The repair was carried out with the Hydrex flexible mobdock technique and performed in stages to allow the ship to keep the tight schedule of the cruise it was on. A small Hydrex diver/technician team met up with the ship in Kusadasi, Turkey and removed the starboard side rope guard. This was done to shorten the time required for the actual replacement of the stern tube seals. It was essential in fitting the operation within the short stop the vessel made in the next harbour on its trip. The team was then completed with additional diver/technicians and sailed to Greece on board the cruise ship. The team then installed the Hydrex flexible mobdock around the stern tube seal assembly. READ MORE: http://www.nafsgreen.gr/magazine/ subsea/projects/2209-hydrex-underwater-sterntube-seal-replacement-in-kusadasi-and-istanbuland-piraeus
power producer adjacent to SEC’s existing Qurayyah power station.. READ MORE: http://www.nafsgreen.gr/magazine/subsea/energy/2202-abb-wins-250-million-power-ordersin-saudi-arabia
Doosan Engine Achieves Production of 80 m. HP of Large, Low Speed Engines Doosan produces 2,365 low-speed engines in 27 years and 3 months; keeps world no. 2 position in vessel engine production Doosan Engine (CEO Kim Dong Chul) announced on January 30 that it has achieved a combined production figure of 80 million horsepower of large, low-speed engines in the shortest period of time in the industry. Doosan Engine successfully conducted test operation of a 98,000 HP-class engine, which will be installed in a 10,700 TEU-class container vessel, at its plant in Changwon, South Gyeongsang Province. READ MORE: http://www.nafsgreen.gr/magazine/green-planet/technology/2210-doosan-engine-achievesproduction-of-80-million-hp-of-large-low-speed-engines
AVEVA boosts nuclear focus
AKER wins drilling London Somalia facilities coference
AVEVA (LSE:AVV), announced today it has opened
Aker Solutions has been awarded a contract by Sta-
The outcome of a UK-hosted conference on Somalia
a new office in Charlotte, North Carolina to support
toil to deliver replacement and upgrading of the drill-
has been welcomed by IMO Secretary-General Koji
the growing global nuclear energy market.
ing equipment and systems on the Snorre A platform
Sekimizu. The conference, held at Lancaster House,
The office, based on the prestigious Ballantyne Cor-
in the North Sea. Estimated contract value is NOK 1
London on 23 February, saw a wide-ranging exami-
porate Business Park, will focus on sales and sup-
billion. The main object of the project is to extend the
nation of the many problems currently afflicting So-
port for clients engaged in engineering, design-build,
technical lifetime up to 2040 and improve HSE fac-
malia, including piracy.
handover/commissioning and on-going operations
tors while keeping the capacity and operational avail-
READ MORE: http://www.nafsgreen.gr/magazine/
for the nuclear industry.
ability “as-is”. READ MORE: http://www.nafsgreen.
people/piracy/2324-london-somalia-conference-wel-
READ MORE: http://www.nafsgreen.gr/magazine/
gr/magazine/subsea/offshore/2322-aker-solutions-
comed-by-imo-chief
subsea/energy/2321-a-boosts-focus-on-nuclear-
wins-snorre-a-drilling-facilities-contract
with-new-office-in-charlotte-nc
nafs mag. 77
TOPSHIPS announces corporate developments
TOP Ships Inc. (NasdaqGS: TOPS), an international maritime shipping company that provides transporta-
Remi Eriksen new CEO of DNV Maritime and Oil & Gas
tion services for crude oil, petroleum products, and dry bulk commodities, announced today that the Company’s Board of Directors voted unanimously to reduce the size of the Board of Directors from seven Directors to four Directors in order to reduce the Company’s administrative expenses. READ MORE: http://www.nafsgreen.gr/magazine/seaworld/shipping/2284-topships-announces-corporate-developments Remi Eriksen will take up the position as Chief Executive Officer of DNV Maritime and Oil & Gas on 1 March. Following its acquisition of the majority
Pallas extends the Timecharter contract with Thun companies
shareholding in KEMA, DNV is now establishing a group structure with three companies to manage the strong multiple industry positions it now holds. DNV is today a world leading ship classification society and a well-established provider of risk management
Pallas Group has through its subsidiary, Ocean Rederi
services to the oil and gas industry. These activi-
AB, extended the Timecharter contract with Erik Thun
ties will be organised in one company, called DNV
AB for the vessel M/V Pallas Ocean for another 12
Maritime and Oil & Gas, which will have some 5,500
months. The 12 month period began on 1 February.
employees and an extensive global reach. The com-
“We are now entering the 5th year as owner of M/V
pany will be headquartered in Oslo, Norway, and
Pallas Ocean and in a bad market because of over-
provide services to DNV’s traditional core markets.
capacity of ships.
READ MORE: http://www.nafsgreen.gr/magazine/
READ MORE: http://www.nafsgreen.gr/magazine/sea-
sea-world/class-societies/2330-remi-eriksen-new-
world/shipping/2285--pallas-extends-the-timecharter-contract-with-thun-companies
ceo-of-dnv-maritime-and-oil-a-gas
Hess introduces energy solution
UK club debuts innovative maritime risk scheme
New deliveries in 2012 for AET
Marine mutuals like the UK P&I Club are committed to reducing the number and size of insurance claims
they receive. After all, in the P&I world, members own their respective clubs and through pool arrangements within individual clubs, they in effect pay their Hess Corporation (NYSE: HES) today announced
AET – one of the world’s largest tanker owner-oper-
the launch of Hess Energy Solutions, offering com-
ators and the leading provider of lightering support
prehensive energy services for commercial, indus-
services in the US Gulf – will take delivery of two ad-
trial and institutional customers. Building on its ex-
ditional newbuild lightering support vessels (LSVs) in
pertise in energy markets, Hess Energy Solutions
April and June. This follows the successful trial of the
delivers integrated solutions that help organizations
world’s first purpose-built LSV that entered service
save money. READ MORE:http://www.nafsgreen.
with AET in October 2011.
gr/magazine/subsea/energy/2326-hess-introduces-
READ MORE: http://www.nafsgreen.gr/magazine/
comprehensive-energy-solutions-unit
sea-world/shipping/2331-success-of-aets-lighteringsupport-vessels-leads-to-new-deliveries
own claims. The lower the level of claims, the higher the probability that the cost of insuring through the club will reduce. After much study and only after indepth trials with certain shipowners, the UK P&I Club is now launching an innovative risk management scheme utilising a ‘BowTie’ approach to identifying areas of risk and minimising the occurrence of incidents.. READ MORE: http://www.nafsgreen.gr/magazine/ human-factor/insurance/2319-uk-club-debuts-innovative-maritime-risk-management-scheme
nafs mag. 78
shipping news
New York State Advocates Uniform US National Ballast Water Standard
Technip and DSME awarded contract for the HEJRE project in Denmark Technip, in partnership with DSME, was awarded by DONG E&P and BAYERNGAS, a contract for the HEJRE project development, offshore Denmark, at a water depth of 70 meters. This contract covers engineering, procurement, fabrication, hook-up, and commissioning assistance for a fixed wellhead and process platform and associated facilities.The platform includes 11,500-ton topsides supported by a 6,500-ton jacket, and is designed to process high pressure and high temperature hydrocarbons fluids. The platform, which also comprises a living quarter to accommodate 70 people and a flare, will be
The New York State Department of Environmental Conservation (NYSDEC) issued a press release stating that it will work with other states to pursue a uniform national ballast water standard that will leave in place the EPA’s current standards in New York for the remainder of the EPA’s current Vessel General Permit through December 2013.NYSDEC believes that the EPA proposed standards for 2013-2017 (which include that ballast water treatment equipment is to include monitoring capabilities to check compliance with IMO’s D2 discharge standard and with the conditions under which it was type approved and allows for exemptions for specific ship types (barges) and for restricted areas of operation) can be strengthened and NYSDEC will work with others to advocate a more protective national approach. READ MORE: http://www.nafsgreen.gr/magazine/ people/regulation/2317-new-york-state-advocatesuniform-us-national-ballast-water-standard
capable of producing up to 76 million standard cubic feet of gas per day and 35,000 barrels of oil per day. READ
MORE:
http://www.nafsgreen.gr/magazine/subsea/projects/2316-technip-and-dsme-awarded-con-
tract-for-the-hejre-project-in-denmark
Boskalis acquires port contract in Argentina Royal Boskalis Westminster N.V. (Boskalis) has been awarded a contract for capital and maintenance dredging in the port of Bahia Blanca, Argentina. The contract value is approximately EUR 90 million and was acquired together with the Jan de Nul Group. Boskalis’ share of the total contract is approximately EUR 55 million. The project scope includes capital dredging and a five year maintenance contract to maintain the depth. The capital dredging work will be performed in 2012 and 5.5 million cubic meters firm soil will be removed with a large seagoing cutter suction dredger. READ MORE: http://www.nafsgreen.gr/magazine/sea-travel/ports/2310-boskalis-acquires-port-contract-inargentina
New rules for DONG digests 50% Exxon Mobil announces production chamber systems of offshore farm
DONG Energy has today signed an agreement to
Exxon Mobil Corporation (NYSE:XOM) announced
Personnel air locks are essential pieces of equip-
sell 50 per cent of the German offshore wind Borkum
the startup of production from the Usan field, off-
ment for compressed air work, particularly in tunnel-
Riffgrund 1 to the LEGO Group’s parent company,
shore Nigeria. ExxonMobil subsidiary Esso E&P
ling projects.
KIRKBI A/S, and the Oticon Foundation, via its in-
Nigeria (Offshore East) Limited has a 30 percent
Currently for simple personnel airlocks there exist
vestment company, William Demant Invest A/S for a
interest in the deepwater project. “This project repre-
some basic national requirements in individual coun-
total sum of DKK 4.7 billion.
sents another major achievement of the industry and
tries as well as a European standard.
READ MORE: http://www.nafsgreen.gr/magazine/
Nigerians working together to develop the country’s
READ MORE: http://www.nafsgreen.gr/magazine/
subsea/energy/2312-dong-energy-divests-50-per-
resources”. READ MORE: http://www.nafsgreen.
people/regulation/2329-gl-new-rules-for-chamber-
cent-of-german-offshore-wind-farm
gr/magazine/subsea/offshore/2327-exxonmobil-an-
systems-in-tunnelling
nounces-first-production-from-usan-field-offshorenigeria
shipping news nafs mag. 79
news
Cargotec secures MacGregor RoRo equip- Kleven Maritime: ment orders for two Mistral-class ships Building PSV for Two new Mistral-class ships will feature navy-standard MacGregor RoRo equipment from Cargotec
J.J.Ugland
Furthering Cargotec’s reputation for specialist RoRo expertise, the company has secured a contract to supply and install MacGregor RoRo equipment for two Mistral-class naval ships. The order is booked during the fourth quarter of 2011. Cargotec signed the contract with STX France, which will undertake the construction of the ships at its SaintNazaire shipyard under a subcontract with fellow French yard, DCNS. The 199m multi-role vessels were co-designed by DCNS and STX.
Kleven Maritime has signed a contract with offshore
READ
ship owning company Ugland Offshore on the deliv-
MORE:
http://www.nafsgreen.gr/magazine/sea-world/shipping/2174-cargotec-secures-macgregor-
ery of an advanced platform supply vessel. The ves-
roro-equipment-orders-for-two-mistral-class-ships
Technip awarded contract for the Wheatstone gas processing platform
sel is to be delivered from Myklebust Yard in June 2012. “This is a very welcome signing, especially for our employees at Myklebust Yard,” says Ståle Rasmussen, CEO of Kleven Maritime. “This contract will ensure continuity for our workforce.”
Technip Oceania (TPO), a Technip Group operating
The contract is based on a hull already under con-
centre in Perth, Australia, has been awarded a con-
struction in Poland. Together with other investors,
tract, worth approximately AUD110 million (€90 mil-
J.J.Ugland (JJUC) now has returned to the offshore
lion), by Daewoo Shipbuilding and Marine Engineering
business through the establishing of Ugland Off-
(DSME) for the detailed design of Chevron’s Wheat-
shore.
stone offshore gas processing platform, located 200
Ugland also owns bulk handling vessels, shuttle
kilometers off Western Australia’s coast.
tankers, barges, operates tugs and is involved in
The upstream (offshore) portion of the project is com-
other maritime business. Kleven Maritime has an or-
prised of the development of gas fields in the WA-17-R and WA-253-P petroleum titles located on the North-
der book comprising 11 vessels with a total value of
west Shelf offshore Western Australia at water depths of 70 to 200 meters.
more than 4 billion NOK.
READ MORE: http://www.nafsgreen.gr/magazine/subsea/offshore/2181-technip-awarded-detailed-design-
READ MORE: http://www.nafsgreen.gr/magazine/
contract-for-the-wheatstone-gas-processing-platform-in-australia
sea-world/shipping/2168-fairstar-to-expect-50000dwt-vessel-forte-on-may-23-2012
Maersk Line Leads BP Forecasts RoABB to acquire Fuel Switch at the bust Global Energy Thomas & Betts Port of Virginia Demand to 2030
ABB and Thomas & Betts announce agreement pursuant to which ABB will acquire Thomas & Betts for $72 per share in cash ABB gains access to Thomas & Betts network of more than 6,000 distributor locations and wholesalers in North America Transaction doubles ABB’s addressable low-voltage products market to approximately $24 billion in North America and enables distribution of Thomas & Betts
Maersk Line will switch to low-sulfur fuel while at
Global energy demand will continue to grow over the
products through ABB’s extensive global network
berth for all of its containerships calling the Port of
next twenty years, albeit at a slowing annual rate,
Furthers ABB’s 2015 strategy to expand its geo-
Virginia starting in February.
fuelled by economic and population growth in non-
graphic and product scope in one of its most profit-
This fuel switch program will help improve air quality
OECD countries lobal energy demand is likely to
able businesses. Approximately $200 million in ex-
in the greater Hampton Roads area by significantly
grow by 39 per cent by 2030 or 1.6 per cent annually,
pected annual synergies by 2016.
reducing emissions of sulfur and nitrogen oxides and
almost entirely in non-OECD countries.
READ MORE: http://www.nafsgreen.gr/magazine/
particulate matter. READ MORE:http://www.nafs-
READ MORE: http://www.nafsgreen.gr/magazine/
green-planet/technology/2186-abb-to-acquire-
green.gr/magazine/green-planet/environment/2189-
subsea/energy/2188-bpenergy
thomas-a-betts
maersk-line-leads-fuel-switch-at-the-port-of-virginia
nafs mag. 80
shipping news
news
Record interest in Ramboll, into 2012 with new projects Barents Sea in 22nd licensing round In the Norwegian part of the North Sea Ramboll will
be responsible for a new subsea pipeline FEED study. Here the objective is to ensure gas transport export capacity from planned and future field developments. Also in Norway Ramboll will be performing various environmental studies for Statoil on a large scale decommissioning project. These studies will function as a basis for handling the content in storage cells and for preparation of the Environmental Impact Assessment.
The third new contract is found in the Danish part of the North Sea. Here the Tyra East Rationalisation Project The Ministry of Petroleum and Energy has received proposals from 37 companies regarding blocks which the companies wish to see included in the 22nd licensing round. A total of 228 blocks and partial blocks have been nominated in the 22nd licensing round, 107 of which were nominated by two or more companies. Some 181 blocks in the Barents Sea have been nominated, the highest-ever number. - In this round of nominations, particular interest has been shown in our northernmost sea areas, confirming that the Barents Sea is an exciting and internationally attractive petroleum province. This represents major opportunities for the entire region. Exploration in all of the areas which have been opened up is also very important for ensuring further activity, employment and ripple effects throughout Norway, says Minister of Petroleum and Energy Ola Borten Moe. READ MORE: http://www.nafsgreen.gr/magazine/ subsea/projects/2165-record-interest-in-barentssea-in-22nd-licensing-round
Navios Maritime Partners L.P. Announces Cash Distribution
includes optimisations of the Maersk Oil operated Tyra complex and gas infrastructure by reducing capacities to match the future production forecasts. READ MORE: http://www.nafsgreen.gr/magazine/subsea/projects/2165-record-interest-in-barents-sea-in22nd-licensing-round
Quantum Energy Plans to Link Israel, Cyprus and Greece via Subsea Cable Quantum Energy Ltd, an electricity company controlled by Athens-based Public Power Corporation SA, plans to build a cable connecting Israel to Europe via Cyprus and Greece as demand increases in the region. The 2,000-megawatt, subsea EuroAsia Interconnector, undergoing a feasibility study, would stretch 540 nautical miles, Nassos Ktoridis, chairman of PPC-Quantum Energy, said on Monday at a briefing in Nicosia. The European Union may part-fund the 1.5-billion-euro project, he said. Israel and Cyprus, which both reported offshore natural gas discoveries in the past two years, may earn more money by generating power from the resource and exporting it, rather than shipping the fuel itself. READ MORE: http://www.nafsgreen.gr/magazine/subsea/energy/2164-quantum-energy-plans-to-link-israelcyprus-and-greece-via-subsea-cable
Production resumes at Bonga and EA
Successful appraisal well in Malaysia
Clean up of the 20 December leak from the Bonga
Bertam-2 was drilled to a total depth of 1,884 metres
offshore oil field has now been completed success-
by the jack-up rig “Offshore Courageous”. The objec-
fully. Production resumed at Bonga on January 1
tives of the well were to appraise and test the Oli-
2012, following reinforcement of asset integrity and
gocene lower coastal plain sandstones of the PM307
safety programmes. READ MORE: http://www.nafs-
PSC area. READ MORE: http://www.nafsgreen.
green.gr/magazine/subsea/energy/2124-production-
gr/magazine/subsea/offshore/2122-successful-ap-
resumes-at-bonga-and-ea
praisal-well-in-malaysia
Navios Maritime Partners L.P. announced that its Board of Directors has declared a cash distribution of $0.44 per unit for the quarter ended December 31, 2011. This distribution represents an annualized distribution of id=”mce_marker”.76 per unit. The cash distribution will be payable on February 14, 2012 to unit holders of record as of February 9, 2012. Navios Partners (NYSE: NMM) is a publicly traded master limited partnership. READ MORE: http://www.nafsgreen.gr/magazine/ subsea/projects/2165-record-interest-in-barentssea-in-22nd-licensing-round
shipping news nafs mag. 81
news Empire Navigation takes delivery of MV Iron Fritz
The company is pleased to announce that M/V Iron Fritz (176,000 DWT Bulk Carrier) came under our Management on 18th of January 2012. The delivery of the
Fairstar to expect 50,000 DWT vessel FORTE on May 23
vessel took place at Xiamen Port (China). EMPIRE NAVIGATION INC was established in February 2009 and its offices are located in Glyfada, Athens. Our Company is a member of INTERTANKO, BIMCO, OCIMF, and HELMEPA. Its Safety Management System has been designed in order to meet all the relevant requirements of ISO 9001-2000 (Quality), ISO 14001-2004 (Environment) and TMSA. ABS certified our Company since 18th of August 2009 and issued the DOC
Fairstar Heavy Transport N.V. (FAIR) announces that
READ MORE: http://www.nafsgreen.gr/magazine/sea-travel/cruises/2166-empire-navigation-takes-delivery-
it will take delivery of the 50,000DWT semi-submers-
of-mv-iron-fritz-
ible vessel FORTE, currently under construction by Guangzhou Shipbuilding International (GSI) in Chi-
ABB to provide energy management system for new Viking Line ferry ABB, the leading power and automation technology group, has won an order to provide an energy management system for one of the world’s most environmentally-friendly cruise ferries, which is due to be delivered to Viking Line in 2013. The ship is being built in Finland at the STX Yard in Turku. The new cruise ferry, a 218 meter vessel with a top speed of 22 knots, will have the capacity to carry 2,800 passengers and will serve the route connecting Turku, Finland and Stockholm, Sweden. Through efficient use of this fuel, the ship will have extremely low emissions and virtually zero marine emissions. READ
MORE:
http://www.nafsgreen.gr/magazine/green-planet/technology/2167-abb-to-provide-energy-
management-system-for-new-viking-line-ferry-
na, on May 23, 2012. Willem Out, Chief Operating Officer of Fairstar, visited the FORTE just before the beginning of the Chinese New Year Holiday. He reported “GSI has done an exceptional job. We have agreed to take delivery of the FORTE on May 23. The quality of the construction and the performance features of this ship have impressed us from the beginning of our collaboration with GSI. FORTE will sail straight away to a module fabrication yard in North Asia to load her first cargo for the Gorgon LNG Project and is under contract for as long as twenty six months. READ MORE: http://www.nafsgreen.gr/magazine/ sea-world/shipping/2168-fairstar-to-expect-50000dwt-vessel-forte-on-may-23-2012
New S2C/2/ADCP WSS delivers TEN Declares Version 2.0 system Quarterly Dividend boiler and cooling from EvoLogics water treatment $0.15 per share WSS delivers automated boiler and cooling water treatment for major customer25.01.2012 (Ships Service)Wilhelmsen Ships Service (WSS) has signed an agreement to supply boiler and cooling water dosing control units to ten 13,200 TEU newbuilds under construction at Hyundai Heavy Industries (HHI) Korea on behalf of Hapag-Lloyd. Integral EvoLogics GmbH, a leading provider of innovative
$0.15 per share dividend payable 14 February,
solutions for underwater communication, upgrades
2012 Consistent dividend paid since October 2002,
its S2C/2/ADCP multiple access system to Version
Reaches $9.225 per share in cumulative distribu-
2.0, adding important features that optimize data re-
tions.
trieval from multiple ADCP instruments. EvoLogics
READ MORE: http://www.nafsgreen.gr/magazine/
collected and analysed feedback information from the
sea-world/shipping/2169-ten-declares-quarterly-
system’s field tests. READ MORE:http://www.nafs-
dividend
green.gr/magazine/green-planet/technology/2161evologics-gmbh-optimizes-multiple-adcp-accesswith-the-new-s2c2adcp-version-20-system
to the boiler and cooling water circulation systems, the units monitor water conditions to ensure a controlled chemical dosing regime is applied in the correct proportions. READ MORE: http://www.nafsgreen.gr/ magazine/administrator/index.php?option=com_ content&sectionid=17
nafs mag. 82
τελευταία σελίδα
βιβλίο
Ο αγώνας της Κιμώλου κατά των Γερμανών κατακτητών ΤΟ ΙΣΤΟΡΙΚΟ ΒΙΒΛΙΟ ΤΟΥ ΜΑΝΩΛΗ ΠΕΛΟΠΟΝΝΗΣΙΟΥ
Στο ασφυκτικά γεμάτο από κόσμο αμφιθέατρο του Ευγενιδείου Ιδρύματος έγινε στις 16 Δεκεμβρίου η παρουσίαση του βιβλίου του επιτίμου αρχηγού Λ.Σ. ναυάρχου Μανώλη Πελοποννησίου «Η Κίμωλος στον Β’ Παγκόσμιο Πόλεμο και στην κατοχή, συμβολή Μήλου – Σίφνου – Σερίφου». Η πρωτοφανής συρροή του κόσμου έδωσε και το μέτρο της απήχησης του βιβλίου στο ευρύ κοινό, που συμπαρίσταται ενεργώς σε κάθε πνευματική εργασία, η οποία υπενθυμίζει και εκθειάζει τα ηρωϊκά κατορθώματα του ελληνικού λαού και την αντιστασιακή του δράση κατά του οποιουδήποτε κατακτητού. Στην εκδήλωση παρευρέθησαν πολλοί πνευματικοί παράγοντες και εξέχοντες εκπρόσωποι του δημοσίου βίου της χώρας, όπως ο αγωνιστής Μανώλης Γλέζος, ο Νίκος Κούνδουρος, ο αρχηγός του Λ.Σ. κ. Κ. Σούλης, ο δήμαρχος Παλαιού Φαλήρου κ. Χατζηδάκης, ο πρόεδρος του Ευγενιδείου Ιδρύματος και άλλοι. Το έργο του συγγραφέως παρουσίασαν οι κ.κ. Μάνος Βερνίκος πλοίαρχος Ε.Ν., Κώστας Δούκας συγγραφέας-δημοσιογράφος, Μιχ. Μπαλαφούτης υποναύαρχος Λ.Σ. και Χάρης Μπαμπούνης αν. καθηγητής Πανεπιστημίου Αθηνών. Όλοι οι ομιλητές εξήραν την ουσιαστική συμβολή του Μανώλη Πελοποννησίου στην αποκάλυψη μιας σημαντικής σελίδας της ελληνικής ιστορίας , καθώς το βιβλίο του ρίπτει
Ο αγωνιστής Μανώλης Γλέζος, με τον συγγραφέα Μανώλη Πελοποννήσιο και τον δημοσιογράφο Κώστα Δούκα κατά την εκδήλωση
άπλετο φώς στον ωραίο αγώνα του λαού της Κιμώλου στην καταπολέμηση των Γερμανών κατακτητών με θυσία της ζωής τους. Με αδιάσειστα στοιχεία, γραπτά και φωτογραφικά ντοκουμέντα και διασταυρωμένες αφηγήσεις, ο συγγραφέας εξαίρει την ηρωϊκή δράση και θυσία των συμπατριωτών του Κιμωλίων, ανδρών και γυναικών στο πλαίσιο του αγώνα εθνικής αντίστασης του ελληνικού λαού για την αποτίναξη του Άξονα και για την στήριξη των οραμάτων, των ιδανικών, των ιδεών και των δημοκρατικών πεποιθήσεων των Ελλήνων. Το κοινό που παρακολούθησε την εκδήλωση, εμφανώς συγκινημένο από τις αναφορές του ομιλητή σε συγκεκριμένα και επώνυμα περιστατικά ανδρείας και ηρωισμού των Κιμωλίων, αλλά επηρεασμένο και από τος σημερινές συγκυρίες των δεινών του Ελληνικού λαού, που προέρχονται από τον ίδιο γεωπολιτικό χώρο, χειροκροτούσε τους ομιλητές και τον ίδιο τον συγγραφέα, ο οποίος δεν δίστασε να στηλιτεύσει τους υπευθύνους για τα δεινά των σύγχρονων Ελλήνων, καθώς και τον πρόεδρο του Ευγενιδείου Ιδρύματος κ. Λ. Ευγενίδη, ο οποίος κάτω από συγκινητική φόρτιση, δεν έκρυψε τα αισθήματα ψυχικής ανάτασης, που προκαλεί το βιβλίο, ενώ απέδωσε τα δεινά που δοκιμάζει ο Ελληνικός λαός στην εσωστρέφεια και στην έλλειψη ανάδειξης ηθικών προτύπων, που οδήγησαν στην χαμένη γενιά της μεταπολίτευσης. Εξ άλλου ο Κώστας Δούκας ολοκληρώνοντας την παρουσίαση του βιβλίου του κ. Μ. Πελοποννησίου τόνισε τα εξής: “Το βιβλίο του ναυάρχου Μανώλη Πελοποννησίου συνειρμικά μας θυμίζει ότι, αν το Αιγαίο εξακολουθεί να είναι ακόμη ελληνικό, απειλούμενο όμως πανταχόθεν από επίβουλους νομείς του υποθαλάσσιου πλούτου του, αυτό το οφείλει στους θαλάσσιους αγώνες του έθνους κατά τη διάρκεια των αιώνων. Μπορεί να υπήρξαν Θερμοπύλες και Πλαταιές, Μαντίνειες και Μαραθώνες, αλλά οι θαλασσινοί αγώνες που διεξήγαγε το έθνος των Ελλήνων από της αρχαιότητος μέχρι της νεωτέρας εποχής, με τους Θεμιστοκλείς και του Κίμωνες, με τους Αλεξάνδρους και τους Νεάρχους, με τους αυτοκράτορες του Βυζαντίου και με τους Μιαούληδες και τις Μπουμπουλίνες, υπήρξαν απείρως περισσότεροι και αποφασιστικότεροι εναντίον των εχθρών του έθνους. Σήμερα πια, από το άγος της παγκοσμιοποίησης και του υπερπληθυσμού, έχουμε όλοι συνειδητοποιήσει, κάτω από την ολομέτωπη και απροσχημάτιστη επίθεση των κάθε λόγης κερδοσκόπων κατά της χώρας μας, ότι τίποτε δεν είναι αυτονόητο χωρίς αγώνες και θυσίες, χωρίς πλοία και ναυτικούς, χωρίς κουπιά και έλικες, χωρίς ακόμη νησιώτες ήρωες, από αυτούς που περιγράφονται στο λίαν επίκαιρο αυτό βιβλίο. Αυτούς τους θαλασσινούς ήρωες της νεωτέρας ιστορίας μας, μικρούς το δέμας αλλά χαλυβδίνου εθνικού φρονήματος, θέλησε να εξάρη ο Μανώλης Πελοποννήσιος με το βιβλίο του, για να θυμίσει προς κάθε κατεύθυνση πώς όλοι πρέπει να έχουμε μνήμη και πρότυπα αγωνιστικότητας και ηρωϊσμού, αν θέλουμε να διατηρήσουμε την εθνική μας ανεξαρτησία, που σήμερα είναι περισσότερο από ποτέ, το μεγάλο διακύβευμα». Το βιβλίο «Η Κίμωλος στον Β’ Παγκόσμιο Πόλεμο και στην Κατοχή» κυκλοφορεί σε δεύτερη βελτιωμένη έκδοση από τις εκδόσεις κ. Μ. Ζαχαράκη. Τηλ και Fax 210-8834329
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