Nafs july 2015

BWTS

ΝΑΥΣ nafs nafs ΚΩΔ. Γ.Γ. 2229 ISSN 11047-3179

www.nafsgreen.gr

The clock is ticking...

What are the concerns of the Shipowners ? ΚΩΔ. Γ.Γ. 2229 ISSN 1107-3179

Bimonthly Review for the Shipping industry

Bimohthly Review for the Shipping Industry

6 ΚΩΔ. Γ.Γ. 2229 ISSN 1107-3179

www.nafsgreen.gr Issue 99 - July 2014 www.nafsgreen.gr

100

Posidonia 2014...and the

the

Cruise Industry’s

Vicky Liouta

Ted Petropoulos

What a difference 90 days economic contribu- Greek Shipping at a boom? tion sets all-time high Post Posidonia pulse A r t i c l emakes s for Private Equity Bimohthly Review for the Shipping Industry - JULY 2015 - issue 105 Funds in Shipping in Europe

winner is KAMINCO USA, Galileo’s Cryobox

ESPO 2015

3rd Posidonia Sea Tourism Forum

TH

TED PETROPOULOS KONSTANTINOS STAMPEDAKIS DINO ETTORE SERVETTO VAYIA HATZIYANNI Dr. ALEXANDROS GLYKAS VICKY LIOUTA

DINO ETTORE CERVETTO

CHARALAMPOS ANASTASAKIS NADIA LAHOUEL

After 18 years of serving the marine news industry, we are proud to publish our 100th issue of NAFS. We want to thank you all for your trust and support. Objective for 200 issues is set!!!

issue Ecochlor

The Ecochlor® Ballast Water Treatment System: proven effective and reliable for over 11 years at sea.

Simple installation, simple operation, rugged construction, unique technology. Meets or exceeds USCG and IMO standards. The modular system optimizes space on both new builds and retrofits. It’s easy to operate and maintain, with negligible power consumption, full automation, and technical advantages over other treatment approaches.

C

M

Y

C

M

C

CM

K

OUR MISSION To set standards for safe, environmentally secured, global sea transportation of goods and energy, with modern, technically advanced ships, manned and operated by motivated, professional, well-trained seaborne and shore

C

personnel. Focus on

M

PURSUING EXCELLENCE

Y

CM

MY

CY

MY

K

THROUGH COMMITMENT

satisfying clients’ demands for the benefit of employees and shareholders, thus fulfilling the Company’s corporate social commitment.

Company’s objectives  To protect all personnel from injuries and damage to health - zero incidents.  To undertake all duties safely and to protect the environment - zero spills.  To maintain the highest technical, operational, health and safety standards for the vessels.  To provide high quality services in order to satisfy customers’ needs.

PRODUCT SHIPPING & TRADING SA Aethrion Center (B54/56), 40, Ag. Konstantinou str.

Maroussi, Hellas, 15124 www.product-shipping.com - admin@product-shipping.com Tel. +30 210 6194100, Fax. +30 210 6194109

Index ISSUE 105 - JULY 2015

06. ΚΩΣΤΑΣ ΔΟΥΚΑΣ: Πως πιάνονται οι “αετοί¨” 08. ΝΙΚΟΣ Κ. ΔΟΥΚΑΣ: Από τα “Χωριά του Χούβερ” και το “New Deal του Ρούσβελτ” στην Ευρώπη της Ανάπτυξης

10. VICKY LIOUTA: Shipping dilemma about mediation?

PETROPOULOS: Greek shipfinance stages a tentative 14. TED recovery 22. Third Posidonia Sea Tourism Forum 26. Third Maritime Trends Conference (Αποτελέσματα) 32. Τελετή πρώτης άφιξης του ΥΜ WISH στον Πειραιά

36. COVER STORY: ECOCHLOR: BWTS: The clock is ticking. What are the concerns of the shipowners?

Ballast Water Treatment: The clock is ticking 46. ABS: causing headaches for the shipping industry or not?

52. NK-O3 BWTS 58. Dino Ettore CERVETTO:

RINA is ready to support BWTS’s producers in the process of applying the TQ to their novel technologies.

IN

TED PER N I R A P ED P L C Y REC

62. OceanSaver BWTS - Compliant, proven, optimized, safe reactor for Alfa Laval PureBallast means opportunities for 64. New smaller vessels

66. DESMI– UV ballast water treatment close to US approval 68. Konstantinos Stampedakis: The BWTS industry is quite mature 70 - 90 Market news 18.

NADIA LAHOUEL Training or not training…

Should that really be a question?

04

NAFS JULY 2015

20.

DR. ALEXANDROS GLYKAS Resources towards assessing the risk in Ship-to-Ship transfer Operations a Reputation factor

34.

VAYIA HATZIYANNI BWTS: The clock is ticking, is this a headache to the Shipping industry or is it not?

60.

CHARALAMPOS ANASTASAKIS Ballast Water Management – The Final Countdown

Ίσαλος Γραμμή

Πῶς πιάνονται οἱ «ἀετοί» Στήν ἐποχή τῶν ἰσχνῶν ἀγελάδων καί τῶν μνημονίων (ὃπως τώρα), ἡ κυβέρνηση ἀνοίγει τά παλιά της τεφτέρια καί ἀναζητεῖ πόρους. «Χρωστούμενα» γιά τήν ἀκρίβεια. Καί λόγω τῶν ἀριστερόστροφων πλατφορμῶν καί συνιστωσῶν, στό στόχαστρο, μόλις ξεπερασθοῦν οἱ χρηματοδοτικές ἀνάγκες (ἂν ξεπεραστοῦν), βρίσκονται οἱ ἒχοντες καί κατέχοντες, οἱ ὁποῖοι κατά κανόνα φοροδιαφεύγουν καί –κατά κανόνα πάλιμεταφέρουν τίς καταθέσεις τους στίς ἑλβετικές ἢ ἂλλες τράπεζες τοῦ ἐξωτερικοῦ. Στήν λίστα τῶν πρωτοκλασάτων ὑποψηφίων φοροδοτῶν βρίσκονται -ὃπως πάντα- οἱ ἐφοπλιστές, καθώς αὐτοί, σύμφωνα μέ τήν κρατοῦσα λαϊκίστικη ἀντίληψη τοῦ εὐρύτερου πολιτικοῦ φάσματος, φαίνεται νά εὐθύνονται γιά ὃλα τά δεινά τῆς πτωχευμένης Ἑλλάδος. Δέν εἶναι λίγοι ἐκεῖνοι πού εἰσηγοῦνται ὃτι πρέπει νά στενέψει ὁ φορολογικός κορσές γύρω ἀπό τήν ναυτιλία καί τούς ἀνθρώπους της. Ὃμως, κατά πάγια τακτική τους, οἱ ἐφοπλιστές –καί ὂχι μόνο οἱ Ἓλληνες- εἶναι δυσανεκτικοί σέ κάθε φορολογική ἐπιδρομή. Ἀκαταμάχητο ὃπλο τῆς ἀντίδρασης, ἡ φυγή τῶν πλοίων ἀπό τό ἐθνικό νηολόγιο καί ἀκόμη ἡ μετανάστευση τῶν ἑταιριῶν. Δέν ἀρνοῦνται νά πληρώσουν τήν φορολογία πού τούς ἀναλογεῖ, ἀλλά παθαίνουν ἀλλεργία σέ κάθε ὑπερφορολόγηση, ἡ ὁποία σημειωτέον μεθοδεύεται ἐδῶ καί πολλά χρόνια ἀπό τίς διεθνεῖς φορολογικές ἀρχές καί φαίνεται ὃτι πλησιάζει ἡ ἀπειλή τῆς φορολόγησης ἐπί τοῦ συνολικοῦ διεθνοῦς εἰσοδήματος (global income). Οἱ παροικοῦντες τήν Ἰερουσαλήμ θυμοῦνται πόσοι ἒφυγαν ἀπό τό Λονδίνο ἐπί ἐποχῆς Γκόρντον Μπράουν, ἀλλά καί ἀπό τήν Νέα Ὑόρκη, ὃταν ἐπεβλήθησαν σκληρά φορολογικά μέτρα ἀπό τήν ἀμερικανική κυβέρνηση. Γι᾽ αὐτό οἱ ἐφοπλιστές, μέσω τῶν ἐθνικῶν νομοθεσιῶν τους, προσπαθοῦν παγίως νά καταπολεμήσουν τήν νομοθετημένη ὑπερφορολόγηση. Ἀλλά ὡς πότε θά μποροῦσε νά συνεχισθεῖ ἡ ἣπια φορολογική μεταχείριση τοῦ ἐφοπλισμοῦ; Ἢδη ἀπό τούς…ἀσπόνδους φίλους μας τούς Εὐρωπαίους, οἱ Ἓλληνες ἐφοπλιστές, οἱ Κύπριο καί οἱ Μαλτέζοι, κατηγοροῦνται (ἀπό τήν γερμανική Reederei), ὃτι χαίρουν δυσανάλογα εὐνοϊκῆς φορολογικῆς μεταχείρισης. Ἡ ἀφοπλιστική σύσταση στήν κατηγορία αὐτή ἀπό τόν πρόεδρο τῆς ΕΕΕ κ. Θ. Βενιάμη «ἐλάτε στό ἑλληνικό νηολόγιο γιά λιγώτερη φορολογία» πέφτει στό κενό. Διότι οἱ Ἓλληνες ἐφοπλιστές δέν εἶναι ἀφορολόγητοι. Ἀπεναντίας, πληρώνουν -ὃπως κατ᾽ ἐπανάληψη ἒχουμε ἀναλύσει ἀπό τήν

06

NAFS JULY 2015

στήλη αὐτή- κανονικά τούς φόρους τους καί ἐπί πλέον πληρώνουν κι ἂλλους οἰκειοθελῶς, ἀλλά ὂχι παγίως νομοθετημένους, συμβάλλοντας ἒτσι καί αὐτοί ἐκτάκτως στήν μερική ἀνακούφιση ἀπό τήν οἰκονομική ἀσφυξία τῆς χώρας. Ὡστόσο οἱ Ἓλληνες έφοπλιστές κατηγοροῦνται ἐπίσης ὃτι μεταφέρουν τίς καταθέσεις τους στό ἐξωτερικό, συμβάλλοντας ἒτσι στήν διαρροή κεφαλαίων ἀπό τήν Ἑλλάδα σ᾽ αὐτή τήν κρίσιμη περίοδο. Ἐδῶ πρέπει νά διευκρινίσουμε ὃτι τό ἐφοπλιστικό ἐπάγγελμα δέν νοεῖται καί δέν μπορεῖ νά ἀσκηθεῖ, ἂν οἱ ἐφοπλιστές δέν μποροῦν νά διακινοῦν ἀνεμπόδιστα τά κεφάλαιά τους, καθώς ἡ ναυτιλιακή ἐπιχείρηση εἶναι πολυεθνική καί παγκοσμιοποιημένη καί ἰδιαίτερα ἡ ἑλληνική, δεδομένου ὃτι ἡ Ἑλλάδα δέν διαθέτει ἐθνικά φορτία πρός μεταφορά καί οἱ Ἓλληνες ἐφοπλιστές πρέπει νά μεταφέρουν τό ἐξωτερικό ἐμπόριο τρίτων χωρῶν, σάν ταξιτζῆδες τῶν ὠκεανῶν. Ἀλλά πόσες εἶναι οἱ ἀμιγῶς ἐφοπλιστικές ἑταιρίες τῶν νόμων 89, 378 καί 3437; Ὑπάρχουν γραμμένες πάνω ἀπό 1.000 ἑταιρίες, ἀλλά οἱ γνωρίζοντες τά πράγματα λένε ὃτι εἶναι λιγώτερες ἀπό 400. Ποιοί λοιπόν κινοῦνται στήν παρυφή τοῦ shipping, οἱ ὁποῖοι, ἐνῶ στήν οὐσία δέν εἶναι ἐφοπλιστές, διακινοῦν κεφάλαια; Καί ἀπό ποῦ ξεφυτρώνουν μέσα στίς διάφορες λίστες φοροφυγάδων μανάβηδες, ἀγρότες, συνταξιοῦχοι καί ἀνεπάγγελτοι μέ… δισεκατομμύρια εὐρώ καταθέσεις ἐδῶ καί στό ἐξωτερικό; Μήπως τά συναρμόδια ὑπουργεῖα Οἰκονομικῶν καί Ναυτιλίας διαχειρίζονται μέ χαλαρότητα τούς φακέλλους τους; Καί ἐνῶ πρός τά ἒξω ἀκούγονται οἱ ἐφοπλιστές ὡς πρωταγωνιστές τῆς ἐξαγωγῆς κεφαλαίων, κάτι πού ἐπαναλαμβάνουμε, εἶναι ἐντελῶς ἀπαραίτητο γιά τήν λειτουργία τῆς ναυτιλιακῆς ἐπιχειρήσεως, κάποιοι ἂλλοι διαρρέουν τά κεφάλαια άπό τίς ἑλληνικές τράπεζες πρός τό ἐξωτερικό, κάτι ἂλλωστε πού καταγγέλθηκε δημόσια καί ἀπό τόν ὑπουργό Ἐργασίας κ. Πάνο Σκουρλέτη. Μέσα λοιπόν σ᾽ αὐτό τό ἀσαφές κλῖμα, ἀκούγονται διαρκῶς κραυγές: «Οἱ ἐφοπλιστές, οἱ δεῖξε, οἱ μπῆξε…μᾶς φταῖνε γιά ὃλα τά δεινά τῆς χώρας» (οἱ πολιτικοί βρίσκονται ἀκόμη στό ἀπυρόβλητο, ἂγνωστο γιά πόσο ἀκόμη). Μήπως λοιπόν, ἀντί γιά ταρατατζούμ καί πομφόλυγες, θά ἒπρεπε νά γίνει ἓνας ἒντιμος διάλογος de profundis, γιά νά ἐξευρεθεῖ μία κοινή γραμμή πλεύσης, μία γραμμή Plimsol, πού θά ἐπέτρεπε καί στήν ἐθνική ναυτιλία νά ἐπιπλεύσει ἀνταγωνιστικά καί μέ ἀσφάλεια μέσα σέ ἓνα σκηρό διεθνῆ περίγυρο, καί τό

Γράφει ο

Κώστας Δούκας

Δημοσιογράφος Μέλος ΕΣΗΕΑ Βραβείο Ιδρ. Μπότση

κράτος νά εἰσπράξει καλά κέρδη ἀπό τό διά θαλάσσης ἐμπόριο τοῦ πλανήτη; Διότι οἱ ἐφοπλιστές, οἱ πρῶτοι παγκοσμιοποιημένοι ἐδῶ καί πολλές δεκαετίες ἐπιχειρηματίες, καί μάλιστα οἱ Ἓλληνες, δέν «πιάνονται». Καί δέν πιάνονται, διότι ἒχουν ἰδιάζον ἐπιχειρηματικό DNA. Τολμοῦν. Εἶναι εὐέλικτοι. Ἒχουν cash flow. Εἶναι προσωπικότητες. Ἒχουν φαντασία. Ἒχουν ὑψηλές διασυνδέσεις. Μπαίνουν μέσ᾽τά ὃλα. Ἀμείβουν ἡγεμονικά τό στελεχειακό προσωπικό τους. Ἒχουν ὑψηλοῦ ἐπιπέδου νομική προστασία. Μέ μιά λέξη, ξέρουν πῶς γίνονται τά λεφτά. Οἱ πολιτικοί –οἱ κραυγάζοντες περί φοροδιαφυγῆς τῶν έφοπλιστῶν κττ – εἶναι ἁπλῶς δέσμιοι τῶν πολιτικῶν τους ἐπιλογῶν περί τῆς τέχνης τοῦ ἐφικτοῦ, πού πολλές φορές εἶναι ἐξωτερικῆς ἐμπνεύσεως ἢ\καί καθυπαγορεύονται. Κι ὃταν δέν μποροῦν νά ὑλοποιήσουν τίς ὑποσχέσεις τους, ἁπλῶς συμβιβάζονται. Καί τί κάνουν; Ἢ βουλιάζουν τήν χώρα πού διακυβερνοῦν. Ἢ κάποιοι διαφθειρόμενοι χρηματίζονται στό διηνεκές. Ἢ πᾶνε τελικά σπίτι τους, (ποτέ στήν φυλακή κατά τόν…χρησμό τοῦ ἐθνάρχη Κων. Καραμανλῆ). Ὑπάρχει ἐπαρκής νομοθεσία πού τούς ἐξασφαλίζει τό ἀκαταδίωκτο, πλήν ὁρισμένων κραυγαλέων περιπτώσεων τύπου Ἂκη. Ἐθνική συνεννόηση λοιπόν γιά νά μποῦν τά πράγματα στήν θέση τους. Ὂχι κραυγές καί ἀλαλαγμοί. Τῶν φρονίμων ὀλίγα. Τί θά γίνει ὃμως μέ τούς Ἓλληνες ἐφοπλιστές ἂν ὑπερφορολογηθοῦν ἢ ἂν ἰσχύσει καί γι᾽ αὐτούς τό περιουσιολόγιο; Θά ἒχουμε φυγή ναυτιλιακῶν ἑταιριῶν ἂν τό περιουσιολόγιο ἐπεκταθεῖ καί στίς μετοχές καί στά μερίδια τῶν ναυτιλιακῶν ἑταιριῶν; Δέν θά θέλαμε νά φανταστοῦμε τίς ἀντιδράσεις τῆς παγκοσμιοποιημένης ναυτιλίας μας, ἡ ὁποία ἒχει φθάσει στό σημεῖο νά κάνει δουλειές ὑψηλῆς ἀπόδοσης ἀκόμη καί μέ κράτη, χωρίς νά διστάζει νά ἐμπλέκεται σέ ἀλληλοσυγκρουόμενες πολιτικές κρατῶν καί ὀργανισμῶν. Ποιός ὑπουργός Οἰκονομικῶν θά μποροῦσε νά τιθασεύσει φορολογικά τά ἱερά αὐτά τέρατα καί νά συγκρουσθεῖ μέ ἐπιχειρηματικές προσωπικότητες ὁλκῆς, πού γιά νά πετύχουν δέν διστάζουν νά προκαλέσουν πονοκέφαλο ἀκόμη καί σέ ἰσχυρές ἡγεσίες χωρῶν μέ τίς ἐπιχειρηματικές τους ἐπιλογές; Υ.Γ. Ἡ νέα κατηγορία εἶναι ὃτι οἱ Ἓλληνες ἐφοπλιστές ἐργάζονται γιά τήν...ἀποσταθεροποίηση τοῦ πολιτικοῦ συστήματος.

Ανεμολόγιο

Από τα “Χωριά του Χούβερ” και το “New Deal του Ρούσβελτ” στην Ευρώπη της Ανάπτυξης

Διαβολικές συμπτώσεις. Το 1929 στην Αμερική ο τότε πρόεδρος Herbert Hoover είχε δηλώσει ελάχιστες εβδομάδες πριν το κραχ... “Σήμερα στην Αμερική βρισκόμαστε πιο κοντά στο να πετύχουμε την ολοκληρωτική νίκη έναντι της φτώχειας, από κάθε άλλη στιγμή στην ιστορία οποιασδήποτε χώρας”. Την ίδια στιγμή ο μεγάλος Henry Ford μια εβδομάδα πριν απολύσει μαζικά 75,000 εργάτες δήλωσε: “Η κρίση οφείλεται στο ότι ο μέσος άνθρωπος αρνείται να εργαστεί ευσυνείδητα εκτός και αν δεν μπορεί να το αποφύγει. Υπάρχει πολλή δουλειά, αρκεί οι εργάτες να θέλουν να δουλέψουν”. Αξίζει να αναφέρουμε ότι έναν περίπου χρόνο πριν, 15.000.000 εργάτες είχαν χάσει την εργασία τους - περίπου το 1/3 του συνολικού δυναμικού της χώρας .Την ίδια στιγμή που το 2/3 του συνολικού πλούτου της χώρας κατείχε μόλις το 5% του πληθυσμού. Το αποτέλεσμα αυτής της πολιτικής ήταν η απαξίωση κάθε ιδιωτικής περιουσίας, οι μαζικές απολύσεις, η αυξανόμενη φτώχεια, η αύξηση της παιδικής εργασίας, η άνευ όρων εργασία όταν αυτή ελάμβανε χώρα για έναν μισθό 20 δολαρίων το μήνα και χωρίς καμία ασφάλιση για εργατικά ατυχήματα, το κλείσιμο 5000 τραπεζών, η χρεοκοπία για δεκάδες χιλιάδες μικρομεσαίες επιχειρήσεις, το 100% κούρεμα των ομολόγων βετεράνων πολέμου που σε μία νύχτα έχασαν όλες τις οικονομίες τους κλπ.

08

NAFS MAY 2015

Οι αποθήκες των εργοστασίων στοίβαζαν προϊόντα που κάνεις δεν μπορούσε να αγοράσει, τα σπίτια παρέμεναν κενά γιατί κανείς δεν μπορούσε να πληρώσει το ενοίκιο, ώστε τελικά ακόμα και οι κάτοικοι της Νέας Υόρκης να αναγκαστούν με τη βία να εγκαταλείψουν τα σπίτια τους ή και να εκδιωχτούν από την αστυνομία. Σε μια στιγμή τα έχασαν όλα, οδηγούμενοι εξαναγκαστικά να ζήσουν σε σκουπιδότοπους που έμειναν στην ιστορία ως “Χωριά του Χούβερ”. Ο Χούβερ έχασε τις εκλογές και την Άνοιξη του 1933 πρόεδρος της Αμερικής αναλαμβάνει ο Ρούσβελτ. Το NEW DEAL που προσπάθησε να εφαρμόσει για την λεγόμενη…επανεκκίνηση της οικονομίας δεν ήταν παρά η περαιτέρω εγκαθίδρυση του καπιταλισμού στην Αμερική. Τα προγράμματα στόχευαν στην ανακούφιση των φτωχότερων στρωμάτων και των ανέργων, με την αναμόρφωση του χρηματοπιστωτικού συστήματος. Έτσι λοιπόν ετοιμάστηκε πρόγραμμα 100 ημερών που περιελάμβανε συγχώνευση τραπεζών, εξασφάλιση καταθέσεων μέχρι 2,500 δολάρια, πρόγραμμα δημοσιονομικής πολιτικής με μείωση μισθών των δημοσίων υπαλλήλων με σκοπό αντίστοιχη μείωση του ελλείματος, μεταφορά όλων των αποθεμάτων χρυσού στο Υπουργείο Οικονομικών. Με το δεύτερο NEW DEAL από το 1935 έως το 1938 θεσπίστηκαν επιδόματα πείνας για ηλικιωμένους, οικογένειες με παιδιά και ανέργους. Τα έσοδα για επιδόματα αυτά προέκυψαν από νέους φόρους στις μισθωτές υπηρεσίες. Θεσπίστηκαν ελάχιστα δικαιώματα των εργαζομένων όπως μέγιστες ώρες εργασίας ανά εβδομάδα, 25 σεντς ανά ώρα, απαγόρευση της παιδικής εργασίας. Για πολιτικούς και όχι εισπρακτικούς λόγους επιβλήθηκε φόρος 75% επί των εισοδημάτων των πολύ πλουσίων που δεν εφαρμόστηκε ποτέ. Επιπρόσθετα θεσπίστηκε η λεγόμενη… αναδιανομή του πλούτου με τον «Φόρο Αναδιανομής των Κερδών», η οποία ποτέ δεν εφαρμόστηκε λόγω της αντίδρασης των επιχειρήσεων να μοιράσουν κέρδη σε μισθούς και μερίσματα, και καταργήθηκε το 1939. Πολλά σημεία των νόμων κρίθηκαν αντισυνταγματικά. Μετά από 6 χρόνια NEW DEAL η ανεργία εκτινάχτηκε από το 10% στο

Γράφει ο

Νίκος Κ. Δούκας

Εκδότης - Δημοσιογράφος Μέλος ΕΣΗΕΑ

19% το 1938. Ο Ρούσβελτ κατηγορούσε τις μεγάλες επιχειρήσεις πως πολεμούσαν το New Deal. Τελικά αποφάσισε την άνοιξη του 1938 να εγκαταλείψει τις προσπάθειες για την εξισορρόπηση του προϋπολογισμού και να προχωρήσει σε ένα πρόγραμμα δαπανών 5 δισ. δολαρίων για να αυξήσει την αγοραστική δύναμη. Καθοριστικό ρόλο κάθε φορά που η Αμερικανική Ιστορία βρισκόταν σε κρίση είχαν μεγάλες οικογένειες τραπεζιτών όπως οι Στάνταρντ, Πουρ, Ροκφέλερ, κλπ. οι οποίοι κατείχαν το μεγαλύτερο κομμάτι πλούτου στην Αμερικανική Ήπειρο. Σχεδόν 85 χρόνια αργότερα η Ελλάδα πιστή στην αντιγραφή και τον Αμερικανικό μιμητισμό, προσπαθεί επί ματαίω να εφαρμόσει τις μεταρρυθμίσεις που επιτακτικά ζητούν οι Θεσμοί της Ευρώπης και της Αμερικής. Ζει επικές στιγμές ανεργίας, φτώχιας, απελπισίας, την ίδια στιγμή που ο πλούτος - τι σύμπτωση – είναι στα χέρια των ολίγων. Το NEW DEAL για την Ελλάδα εφαρμόζεται κάθε φορά στα λόγια εδώ και χρόνια. Με Ζάππεια, επανεκκίνηση της οικονομίας, Θεσσαλονίκες. Στην αρχή υποσχέσεις, ρήξη, κόκκινες γραμμές, κατάργηση φόρων, κοινωνικό κράτος. Στο τέλος μεταρρυθμίσεις, εκποίηση δημόσιας περιουσίας, φορολόγηση μεσαίων στρωμάτων, στραγγαλισμός της οικονομίας, πείνα, πράσινα άλογα, έντιμος συμβιβασμός, Μνημόνια. Μάταια πασχίζουν οι Ελληνικές κυβερνήσεις να φτιάξουν ένα πρόγραμμα δημοσίων δαπανών για την έξοδο από την κρίση. Οι αγορές είναι εκεί, παρούσες να «αξιολογήσουν» την Χώρα η οποία κρίνεται επιεικώς ανεπαρκής να δανειοδοτηθεί σύμφωνα με τους οίκους Αξιολόγησης όπως ο οίκος STANDARD & POOR’s. (Τι σύμπτωση ξανά). Άλλωστε στην περίπτωση της Αμερικής το πρόβλημα της κρίσης λύθηκε με έναν τρομακτικό τρόπο. Με την έλευση του Β’ Παγκοσμίου Πολέμου. Με αυτό τον τρόπο πήρε μπροστά η οικονομία της χώρας. Ας ευχηθούμε να μην επαναληφθούν όλες οι συμπτώσεις. Ας ελπίσουμε ότι η κρίση στην Ευρώπη δεν θα λυθεί με τα ίδια λάθη και τις ίδιες συνταγές του παρελθόντος. Ας ελπίσουμε τώρα περισσότερο από ποτέ ότι η Ιστορία δεν θα επαναληφθεί μέχρι τέλους.

Original Parts and Original Service. Your guarantee of quality and reliability.

ABB Turbocharging’s Original Parts and Original Service concept is our commitment to maintaining your valuable equipment in peak condition and at optimum performance throughout its life cycle. We use our extensive knowledge of your installations to offer proactive services, ensuring you consistently operate at high-levels of performance and efficiency. Our extensive global network of professional service engineers and unparalleled logistics means you receive support and spare parts whenever and wherever needed. Get Original. www.abb.com/turbocharging

ABB SA Turbocharging 13th km Athens-Korinth National Road 12462 Skaramagkas Phone: +30 210 42 12 600 E-mail: turbo@gr.abb.com

Article

Shipping dilemma about mediation?

I must admit the last 5 years, during almost 20 years of experience in shipping field, I had to develop and gain additional skills as an insurance broker, among which using initiatives, questioning everything and acting as intermediary to bring two parties together. Yet, these skills are the very same important skills of a mediator. I became mediator in 2012, accredited by CEDR and Greek Ministry of Justice, and I can imagine the role of mediator is particularly tough as the parties are looking at him/her to help them find a solution.

However, the point is different; mediation is a dispute resolution process, independent, third party assisted process. The mediator helps the parties to find a mutually accepted solution to their dispute but cannot really impose a solution.

No solution is possible without the mutual consent of the parties based on their cooperation. Is this promising though and attractive in shipping? Shipping is business, and as such, supply of goods and/or services as well as the risk allocation is negotiated between two or more parties. Disputes may arise when one party may not accept responsibility – or is not prepared to do everything that the other party demands - and, so, refuses to do anything to put the problem right which drives the other party to some loss, even if there is a contract the terms of which bind both parties. It is considered clearly parties’ failure to resolve the dispute despite the negotiating experience and expertise in the field.

Is this contradicting with mediation process which is based on parties’ cooperation to resolve their dispute? Is this truly the reason why shipping has not turned to mediation, yet, as an alternative way to resolve the disputes?

Mediation is not magic but the procedure can be beneficially used to settle international disputes between two or more parties. The advantages of mediation are many and not only refer to speed, cost effectiveness, private and confidential procedure, short hearings, control of the parties in discussion, option of lawyers, obligatory in Greece, but also any settlement is based on what each party is prepared to agree without having to prove any of the facts or what the law says. I have referred to stages of mediation in my previous article in this magazine, however, I believe one additional most essential point of the process is that settlement in mediation can be enforced without having to rely on local courts, in opposition

10

NAFS MAY 2015

to enforcement of arbitration award which some countries offer very little support. Settlement in mediation means a new contract is signed by both parties who both accept their agreement, and is enforceable under the law of the country where enforcement is sought. Parties can sign a deed of settlement to ensure enforcement which can be lodged with the court and any failure to comply will be treated as contempt of court.

Referring to law, we can see rarely winners in conflicts if one considers the cost, legal fees, emotional stress and time consumed from making money. Going to law has proved an expensive business.

How we can get therefore parties to mediate?

When disputes arise, parties’ relationships have deteriorated to such an extent that they are no longer capable of agreeing on anything at all ensuring that litigation is the only way to end the dispute. Lawyers are appointed but do not necessarily make the best mediators, however, parties rely on them to resolve the problem and consequently lawyers negotiate as if the problem was theirs. Litigation seems inevitable and in absence of choice to contrary a dispute will find itself before the courts. This is good news for lawyers but legal fees add to the problem, as referred previously. It really depends on the parties to realize that mediation is private, quick and inexpensive process and close cooperation between the lawyer and the client is extremely valuable to resolve the dispute which finally helps the relationship to continue. Parties maintain control over the decision making process than handing it over to lawyers, as there is an obligation to participate in the process but no obligation to reach a settlement, following which parties are free to proceed to arbitration or litigation. The mediator facilitates parties to find a way to settlement as it can even result in the unmoved party to realize that their stance is unrealistic, showing the way to a settlement.

Courts support mediation in shipping and solicitors have to realize that they have to take it seriously especially when mediation clauses exist into contracts which may bring disputes to a settlement earlier making the maintenance of relationships a priority for both parties. P&I Clubs are already looking to appoint mediators for this reason and insurers are already more cultured in their use of mediation.

By

Vicky Liouta MD, Vilmar International S.A

Mediation is a serious process and has been used successfully to settle disputes involving very large sums of money, replacing a series of arbitrations and court actions, resulting in agreements which are easily enforceable before the courts. It can be used at a number of problems, to settle cargo claims, charter party disputes, collision claims, pollution claims, disputes between an underwriter and third parties or the assured with claims adjusters over related claims and more. However, in the absence of a mediation clause, parties rarely refer their disputes to mediation. Most of the industry conducts business on the basis of long established standard form contracts, the majority of which provide for arbitration or court. Nevertheless, contracts can be amended before they are concluded and the institutional bodies can offer alternative wordings to existing contracts. BIMCO is one of the world’s leading private association of shipping companies with nearly 3,000 members in 125 countries who control a fleet of about 500 m DWT representing almost 70% of the world’s merchant fleet and promotes mediation since 2002 as voluntary, confidential, without prejudice process.

Charter parties are traditionally standard form but as charters are drafted by carriers it would be beneficial if local charters started to use mediation clauses and include place of mediation mutually acceptable by the parties, Greece, for instance, where accredited and continuously educated unbiased mediators can be found. It is more than certain in that respect that shipping would save huge amount of money spent in arbitration or litigation even if foreign advisors had still to be attained. As an example, I refer to a case that I was handling on behalf of one of my clients recently about a charter party dispute which provided for a range of resolution options and it was surprising the number of times the tribunal had to consider what process applies because the parties have failed to make an express choice. The result was expensive litigation in determining the governing law and jurisdiction.

Local mediation is not expensive and engagement of advisors from different parts of the world is easily pragmatic. Shipping is evolving, in Greece more as per daily press news, and arbitration and litigation have an important role in the contracts, however mediation has much to praise itself and the industry should embrace the future of this process.

MARCH 2015 NAFS

11

sense

the marine the marine

sense of technology

of technology

London London Office Office INTRA INTRA MARE MARE LTD LTD Southgate Southgate N14 N14 5BP, 5BP, U.K U.K Tel: Tel: +44 +44 20 20 8242 8242 5520 5520 e-mail: e-mail: info@intramare.com info@intramare.com

Piraeus Piraeus Office Office INTRA INTRA MARE MARE HELLAS, HELLAS, 44 Skouze Skouze Str. Str. -- 185 185 36 36 Piraeus Piraeus -- Greece Greece tel: tel: +30-210-4293843 +30-210-4293843 -- fax: fax: +30-210-4293845 +30-210-4293845 e-mail: e-mail: info@intramare.gr info@intramare.gr

Oslo Oslo Office Office TANKER TANKER ENGINEERING ENGINEERING AS AS Colbjornsens Colbjornsens Gate Gate 13 13 -- 0256 0256 Oslo Oslo -- Norway Norway Tel: Tel: +47 +47 22441515 22441515 e-mail: e-mail: haaarset@online.no haaarset@online.no web: web: www.intramare.gr www.intramare.gr

Cyprus Cyprus Office Office Limassol Limassol -- Cyprus Cyprus Tel: Tel: ++ 357 357 25 25 348568 348568 e-mail: e-mail: info@intramare.net info@intramare.net

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

12 nafs POSIDONIA 2014 FINANCIAL FOCUS Financial Focus

Shipping finance lagging behind Ted Petropoulos Greek shipfinance recovery of Shipping By

stages a tentative recovery

Head, Petrofin Research

By Ted Petropoulos, Head Petrofin Research

According to the latest Petrofin Bank Research ©, just published, Greek ship finance showed a 4.1% yoy increase over the last year to 64.02bn. The peak was reached in 2008 at $73.23bn. This is encouraging news for Greek shipfinance, which has remained in the doldrums and falling short of matching Greek owners’ appetite for newbuilding finance and vessel purchases.

The 5 Greek banks engaged in ship finance also showed a 3.17% yoy increase last year.

International banks with a Greek presence declined by 4.23%, whereas International banks with a Greek presence grew by 17.23%.

The overall number of banks involved in Greek ship finance grew to 49, whereas European banks declined their exposure as a percentage of total shipfinance from 90% to 85%. The difficult banking and shipping markets has not permitted a number of fresh entrants into this sector.

RBS remained the market leader but with a 11.9% reduced market share. Top growing banks were China Development Bank, Nordea, China Exim, Kexim, China Everbright Bank, DVB, BNP, ABN Amro, Citibank, HSBC and Aegean Baltic. Clearly, shipfinance still has its champions which balance the strategic reduction by other key banks.

The top Greek shipping portfolios are shown in Table 1 and the portfolio of the Greek banks is shown in Graph 1.

Overview

The shipping market fundamentals, last year, were showing signs of a modest recovery across all sectors throughout the year. As the year progressed, the drybulk and offshore sectors fell, whilst the tanker sector rose. Overall, though, in 2014, shipping confidence for a recovery in 2015 and beyond was quite prevalent, though not universal. Demand for international trade, in accordance with IMF estimates, was expected to increase in 2015/2016 at a faster pace, in both the dry and the tanker sectors, assisted by Quantitative Easing central bank policies and the decline in oil prices. On the supply side, there was concern over the dry bulk order book but it was felt that this would be absorbed over the next years, with an eventual recovery to come in 2016 – 2017, as predicted by most analysts.

Banks adjusted their lending in reflection of the quality of their loan portfolios, overall credit limits, the demand for finance by their clients and the quality of new loan proposals.

Consequently, it is not surprising that banks in Greek ship lending followed suit and their portfolios grew by 4.1%, on a yoy basis, mark-

14

NAFS JULY 2015

caught unawaresafter by the huge declinethere of drywere other more s Banks witnessed, However, bulk shipping, in the last quarter of 2014 and a long and arduous road of ship lending appetite. It relates the first 6 months of 2015. The BDI fell from since a useful liquidity capital ratios of Euro 15002009, in October 2014 to 573 in Mayand 2015, shipping recovery in the new ECB regulatory overview which is a dramatic fall. Even more important is the of earnings, which fell to levels 2013 in decline both vessel the financial resources and the ris well below dailyflows breakeven European operating expenses. values and cash banks especially found Hence, the whole dry bulk sector became cash via higher freights. Alreview and proving their financial flow negative, with owners needing to fund not though the interest recoveryand wasprincipal banks, profitability only loan payments to came second t erratic and not evenly shipping banks were European (7 banks but, also, their own operating expenses shortfalls. spread among the vari2013), Petrofin Bank Research (c This has thrown the whole sector and vessel ous shipping sectors, pronounced and adverse effect on values into unchartered territories. Nonit had a pronounced performing loans became more difficult to beneficial the of, until To add insult solid to injury, three of shi maintaineffect and aon number recently, quality of the banks’ loan RBS, HSH and Commerzbank we lending relationships started to show cracks.

As the quality dry cargo loans declined to portfolios andofinmany bank’s their shipping portfolios and/or lea ‘alarm’ levels, losses this and time, provi-some banks stoo borrowers’ abilitysotohave loanDuring sions grown. meet their (often restruc- ly or standing their ground as ship Fortunately, the other key sector, that of dirty tured) loan obligations.

DVB, AMRO, Credit Suisse a and clean tankers, recovered andABN vessel values Confidence grew among China Exim, CDB, and Korean Ex and incomes rose. The same applied, to a ing the first such growth since 2009. Even extent, the container sector, which banks shipping was onthe thecountry way to and recovery andlesser this was felt in even Greekthat banks, sensing that showed some signs of recovery.

Greekbybanks were coming out of its recesmore borrowers and private equity funds.

A classic West-East divide took pl The appetite for new lending in 2015 weaksion, recommenced ship lending and showed readily available in the Far East, w ened, as the dry cargo problems manifested an overall growth of 3.05%. The overall totals, Dry bulk lead the way with a 12-month (March 2013themselves to March 2014) banks supported local client and most banksdium started to spend though, were still held back by the decline of recovery of 41.4% in vessel values and 52.3% in freights (from Shipping for any but the biggest and often p considerably more time towards the realisation, some prominent ship lending banks, such as sale or restructure of problem loans, as well as Intelligence Inc. –and 1stRBS. April 2014, below). With overall shipping confidence Commertzbank the standards ship lending.

It should be noted that all banksStephens) tended to and with raising Greek ship finance, in particu rising to record heights (Moore the sector’s progressof newFor The renewed Greek crisis hit Greek banks hard. keep a up, large number theirexpected non-performing lenders exited the market at preci picking one wouldofhave banks to be rushing headlong into Increasingly, their liquidity was lost, on account loans, in the hope of market recovery, thus orders andstate second-hand purchas new shipping loans and for competition to among banks grow.withdrawals, lending of deposit to the and ‘kicking the can down the road’. Banks were unable to provide new ship financ in addressing the declining quality of their loan pean banks as a whole, Greek ow With rare exceptions though ,this is not, however, what happened and the May 2015 Greek Banks lenders, to Far Eastern lenders (li question is: why?

Total portfolio: $10,819m, Number of Banks: 5 Last year: $10,487m, Number of banks: 5 increasingly, to US private equity Totals in US$m The answer lies with the banks themselves. Commencing with their $3,850 gap widened, PEF As the finance shippingPiraeus exposures, many banks had nurtured weaker clients in the hope 3850 Bank of such a recovery. The process of recovery, though, could not work mira- the only way to take advantage of cles overnight. It simply takes time to work out difficult loans and improve recovery. PEFs were not only act National Bank ofof Greece the health a bank’s loan portfolio.2652 The recovery needs to be281sustained tunities$2,933 to co-invest and lend to G and the recent fall in dry bulk freights demonstrated the still volatile nature pated shipping recovery would pr of the recovery. In addition, from a2420common shipping approach by the have been seeking. The result wa Alpha Bank boards of major banks to be cautious to achange, involving a willingness of which$2,420 investing in eco-friendly to expand, one needs time. be the vessels of the future.

Eurobank

1160

155

A second factor is that many shipping banks had what they believed to be a higher than desired overall shipping exposure and needed time to 5.5 295.66 Aegean Baltic reduce it to acceptable levels via client loan repayments.

A third factor is that banks had1000 set up 1500 very strict criteria for lending result0 500 2000 2500 3000 3500 ing in too few potential loan transactions meeting such requirements Drawn Portfolios Committed but Undrawn Portfolios * Market estimate

$1,315

Characteristically, according to Tu between January 2002 and Janua lending$301.16 of the world fleet and orde was even more pronounced in Gr 4000 Greek shipping exposure by PEF, Joint Ventures in place today. Wit Petrofin Bank Research ©

Financial Focus As PE funds took a step back from dry bulk but continued for tankers and container vessels, a ship financing gap appeared for strong owners, Bank Ranking looking to acquire vessels at distressed levels or even to just finance their newbuilding orders.

Rank Rank Drawn Committed Total Providing a new finance in the tanker sector and indeed most of the other but Undrawn sectors did not change significantly other than the fact that banks became 1 Royal Bank of Scotland $7,600 $0 $7,600 overall less optimistic and more cautious in their lending and terms. In the dry bulk sector though, it became very difficult to provide a loan if income 2 Credit Suisse* $5,300 $619 $5,919 projections fell below operating expenses. Hence, banks started restruc3 DVB $4,200 $347 $4,547 turing their loans to even lower percentages of below 50% and at the 4 Piraeus Bank $3,850 $0 $3,850 same time, insisting on having a strong corporate support and enhanced liquidity with deposits in place, to cover the first year or two of the loan 5 National Bank of Greece $2,652 $281 $2,933 debt service. Some owners accepted these terms but a number wished to 6 HSH Nordbank $2,171 $397 $2,568 obtain higher loans, on the premise that the extremely low vessel prices entailed a reduced historical risk, which could justify a higher leverage.

7 Commerzbank** $2,500 $0 $2,500 However, this belief was not shared by the banks, which wished to limit 8 Alpha Bank $2,420 $0 $2,420 their shipping risk, due to the poor cash flow and as the prospects of such 9 DNB $1,850 $460 $2,310 recovery were unclear. This divergence of views gave rise to the development of privately owned financial institutions (often US based) that would 10 DB - Deutsche Shipping* $2,000 $0 $2,000 fill the gap left by the banks. Such funds would aim to provide loans on 11 CHINA EXIM* $1,400 $600 $2,000 a similar basis as commercial banks but at higher percentages of up to 12 HSBC $2000 $0 $2000 65%-70% but with considerably higher margins in the region of approximately 6%-9% per annum (depending on the quality of the security and 13 ABN AMRO $1,725 $263 $1,988 client), in addition to hefty arrangement fees and possibly an element of 14 BNP Paribas $1,644 $311 $1,955 profit sharing. Often, these providers would be PE funds seeking secure returns on lending. In order to become more competitive and keep the 15 Nordea $1,160 $460 $1,620 loan breakeven rates low, such lenders would offer longer loan amortisa16 Citibank $1100 $500 $1600 tion and reduced repayments for the first couple of years.

17 China Development Bank* $1100 $500 $1600 Another development has been most prominent in the Far East and involves Far Eastern leasing companies, leasing vessels to interested 18 Unicredit $1,480 $93 $1,573 clients at higher intrinsic rates of interest (6%-8%, on average), usually 19 ING* $1350 $0 $1350 involving Chinese or Korean and lately Japanese newbuildings.

A number of owners wishing to acquire vessels inexpensively but unwill20 Eurobank $1,160 $155 $1,315 ing to borrow at expensive rates, opted for cash purchases, which would 21 KEXIM* $600 $400 $1000 allow them the lowest breakeven rates in these troubled times.

22 KFW $616 $316 $932 In conclusion, therefore, the poor dry bulk market has allowed the development of non-banking finance, to develop on the basis of the limited 23 Calyon* $800 $0 $800 interest by traditional banks. This trend is expected to continue. As such, 24 Bremer Landesbank $694 $36 $730 the banking ship finance totals understate the actual level of finance ob25 Nord LB $615 $40 $655 tained by Greek owners, as there are no figures available for non-banking finances.

26 China Everbright Bank* $350 $150 $500 The assumption of supervisory responsibility by the ECB for all EU banks 27 CIT Maritime Finance* $400 $0 $400 is a welcomed development and is expected to comfort depositors that all banks within the EU would be subject to uniform rules of compliance 28 Qatar National Bank* $335 $0 $335 and capital adequacy. Over time, this should enable the return of the 29 Barwa Bank* $335 $0 $335 interbank market to levels that would reflect (at least in part) the levels 30 Aegean Baltic $296 $6 $301 reached before the financial crisis. This would assist the funding of commercial banks, as they recommence their expansion, when their delever31 LBG Shipping Finance ** $300 $0 $300 age process would come to an end.

32 NIBC $163 $88 $250 Looking ahead to the next couple of years, it would appear that Greek ship finance may not continue to grow, as a greater number of banks are 33 Natixis** $100 $0 $100 re-aligning their ship lending budgets and await a prolonged shipping 34 Deka* $100 $0 $100 recovery and/or are reviewing the quality of their existing loan portfolios.

35 Bank of Ireland ** $33 $0 $33 Thus far, new bank lenders have been few and can mostly be found in local Far Eastern and Middle Eastern banks, providing some finance to OTHER BANKS (14) $3,600 $3,600 Greek owners with a Far Eastern presence. Such loan volumes are not Overall number of banks 49 Total Greek $64,019.5 high but local names have started to appear in new shipping loans. portfolio The demand for newbuilding finance continues unabated, as a huge part May 2015 of the current order book remains not financed. However, Greek owners are increasingly needed to delve deeper into their pockets for additional capital as often commercial values have fallen to levels below newbuilding portfolios. The adverse Greek financial conditions, also, began to affect contracted ones. A number of owners are currently negotiating newbuilding some international banks with a Greek presence, which are seriously redelivery extensions with the shipyards, in order to allow more time to take viewing the possibility of leaving Greece but continuing to lend from abroad. delivery, in the hope that both the market and ship finance conditions shall A gathering trend has been for banks to offer clients the opportunity to improve. In conclusion, therefore, the banking ship finance market shall purchase their loans at a discount. This discount, would vary but for continue to be restrained in the years to come and Greek ship lending is not performing loans is in the region of approximately 10%. The rationale is that expected to rise in line with the development of the Greek fleet and the level a client would need to raise new finance with higher margins and fees and of newbuilding deliveries, as owners shall increasingly rely on non-banking the above incentive is designed to compensate them for such a higher cost. sources of finance, as well as their own resources, to meet the industry’s Vulture funds also increasingly looked for loan opportunities and banks challenges. started to consider substantial discounts for non-performing loans.

Greek shipping portfolios as of end 2014

JULY 2015 NAFS

15

Market News

Chemikalien Seetransport GmbH benefits from Survitec’s liferaft exchange hire programme A growing number of shipping companies are now benefiting from a switch to hiring, rather than purchasing liferafts, for their fleet. One company singing the praises of this new approach is Chemikalien Seetransport (CST) GmbH, which operates a fleet of 29 vessels from its main office in Hamburg and a satellite office in Cyprus.

In late 2013 CST decided to unify its approach to installing and servicing liferafts. Going forward, this long-established and well-respected company wanted to have one type of raft installed on all of its tankers and bulk carriers. It was a logical decision that made sound business sense.

Like many of today’s shipping companies, CST was struggling to manage an eclectic mix of rafts that had grown up over time. Different manufacturers had supplied the rafts and they were at different stages in their life cycle. New ones had to be bought on a regular basis and installed in time to ensure compliance with the regulations.

Servicing was usually problematic. Finding convenient service points for a fleet delivering petroleum products, chemicals, liquefied gas and bulk products to widely contrasting ports, large and small, was always a challenge. Different vessels had different requirements depending on the make and model of the liferafts on-board. Organising a service for every liferaft from every vessel, every year, was proving to be an administrative headache.

When CST sent out its tender to different suppliers the company was hoping to partner with a company that could not only supply one type of liferaft, but also take care of the annual servicing. Survitec took the idea one step further. It proposed that CST switch to its Global Hire exchange programme to take advantage of the latest RFD Extended Service Liferaft (ESR). This ‘intelligent liferaft’ only requires servicing once every 30 months.

By adopting this approach, Survitec believed CST would be able to reduce annual servicing costs, control budgets and increase operational efficiency. The contract was duly signed with Survitec agreeing to dispose of the old rafts in an environmentally responsible way. The project kicked off in early 2014.

Fast forward just over 12 months and Survitec has now completed the roll out of the new Extended Service Liferafts on CST’s Hamburg and Cyprus fleets, swapping out the old rafts as and when they came up for renewal or service. This maximised the investment that CST had already made in its legacy equipment. Survitec, which can provide support in over 2000 ports worldwide, was required to carry out the work in any number of different ports.

vessels are in port for a short amount of time. Sometimes the only option is to anchor offshore. This can make the process of getting a liferaft serviced on a tight schedule both problematic and expensive, especially if transportation barges are required to ferry the liferaft on and off the vessel for service two times. The great feature of Survitec’s exchange hire programme is that the liferafts only have to be exchanged every 30 months rather than every year.

“We have also reduced the time spent on administration. In the tanker business, vessels must sail to ports that are not very well equipped. This means it can be very difficult to find a local service station that is qualified to service your liferafts. When you are on a tight schedule, this presents all sorts of administrative challenges.

“With our new service setup the liferafts are simply exchanged as soon as the vessel arrives at a more convenient and better equipped port. The newly certified raft replaces the existing unit. There is minimum disruption.”

The ship’s crew take responsibility for checking the new liferafts while in service. Extended service liferafts must be inspected at least annually while the liferaft remains in its stowage position. This requires minimal skills and takes less than five minutes per liferaft. Survitec’s ESR has intelligent sensors that feed information to an external monitoring device.

This satisfies the IMO regulations on the inspection of extended service liferafts. As part of its service package for CST, Survitec provided training DVD’s for the ship’s crew that covered all aspects of how to perform a complete on-board liferaft check.

Added Nicole: “Feedback from our crews has been good. They are happy to do the checks. The new liferafts are definitely viewed as a great step forward. We think this represents the future for shipping companies like CST. It is not just the savings on transportation, administration and ease of servicing that make Survitec’s approach such a good proposition. It is also the flexibility.”

Now in its tenth year of operation, Survitec’s Global Hire programme currently has 9000 hire liferafts in operation of which over 5000 are extended service liferafts on exchange hire contracts.

By adopting this approach, Survitec believed CST would be able to reduce annual servicing costs, control budgets and increase operational

Now up and running, the benefits of the new system and CST’s forwardthinking approach is paying dividends. The flexibility of exchange hire, combined with the greater intervals between exchange, make it much easier to work around more remote or difficult ports. Less time is spent waiting in port and less time is spent managing the servicing logistics.

efficiency. The contract was duly signed with

Explained Nicole Weissgerber-Kastner, CST’s Purchasing Manager: “Our

kicked off in early 2014.

16

NAFS JULY 2015

Survitec agreeing to dispose of the old rafts in an environmentally responsible way. The project

SURVITEC GROUP GLOBAL EXCHANGE HIRE OF EXTENDED SERVICE LIFERAFTS

Exchange

Flexibility

------------------------------------------------------------

------------------------------------------------------------

At 2.5 years (30 month) intervals, exchange liferafts will be waiting for your vessel to arrive at port...

Begin with only with one vessel and add more as and when existing liferafts are due for a service...

Reduced Administration

Reduced Total Cost of Ownership

------------------------------------------------------------

------------------------------------------------------------

Our dedicated Global Hire team will take care of servicing schedules - you only need to tell us where your ship will be...

No capital investment, no depreciation of assets, just the guarantee of a fully serviced, high quality product on board...

For further information please contact your local expert, Malcolm Barratt.

Tel: +30 698 004 2468 / Email: Malcolm.Barratt@survitecgroup.com Web: www.survitecgroup.com

NAF Survitec Advert_V4.indd 1

11/11/2014 14:04

Article Text by Nadia Lahouel, Academy Coordinator, Norsafe Watercraft Hellas S.A. - Norsafe Academy

Training or not training… Should that really be a question?

IMO campaign calling for international observance of the Day of the Seafarer, it is our duty, all of us actors of the maritime industry being ashore and onboard, to support the campaign, raise consciousness and commit to a safe seafaring to ensure safety at sea to all Seamen. knowledge the fact that occupational accidents are listed at the top of morbidity rate.

Linked to different parameters such as age, ship seize, period of duty onboard, seize of the team, unsafe working practices, inadequate training, or inadequate safety management systems, occupational accidents are reported to be associated with many of the deaths in UK flagged vessels, for instance.

US Coast Guard Research and Development center, in “Human Error and Marine Safety”, demonstrates the maritime system is a people system where, the “Crew size and training decisions directly affect crew workload and their capabilities to perform safely and effectively”.

A system of people where team onboard, ship managers, country of control, classification societies, inspectors and manufacturers have an effect on marine safety.

Powerless Conventions IMO campaign calling for international observance of the Day of the Seafarer, it is our duty, all of us actors of the maritime industry being ashore and onboard, to support the campaign, raise consciousness and commit to a safe seafaring to ensure safety at sea to all Seamen.

About 75 to 96% of marine casualties are caused, at least in part, by some form of human error. The lack of ship-specific knowledge is cited as a problem by 78% of surveyed mariners. 70% of major marine collisions occurred due to inadequate communications.

A study shows inadequate general technical knowledge is responsible for 35% of casualties. 1051 lost lives at sea in 2012 due to safety-related accidents...

Then, the question arises of, whose responsibility is safety onboard a ship?

A study of the National Technical University of Athens on the Greek fleet shows the frequency of accidents per 100 ships has been halved between 1992 and 2005. However seafaring accidents may have decreased in recent years, the main chief causes remain the same, i.e. human being and the human factor, the work organization, the work environment.

Human factor, human error

Whereas we are all collectively responsible to safety onboard, only will the individual competence of the Seaman minimize, if not annihilate the human factor inadequacy, the human error.

Knowing most accidents in seafaring involve human error, that is an incorrect decision, an improperly performed action, or an improper lack of action (inaction), we should also ac-

18

NAFSJULY 2015

The efforts of the IMO to inform and recommend the industry cannot be fruitful without all parties’ involved full consent to implement the rules and standards it sets in matter of a safe life at sea. Putting forward conventions, the IMO intend to influence their national incorporation in the aim of improving seafaring safety.

In that regards, Cyprus marine governing body’s Circular 09/2015 should be appreciated, reminding the increased levels of training that are required for the issue of certificates of competency under the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers 1978, with effect from January 1st, 2017, due to the Manila amendments to the Convention.

Surely, the reality of today’s shipping market makes it unreasonable to add more constraints on ship-owners, more regulations, and more rules to comply with. But isn’t it in our best interest to improve crew quality when lately, more often than not, reduced ship personnel, young crew members from different countries with different education and different cultures are to sail safely, depending on one another?

Training has it cons; beside the fact it is expensive, training is time consuming, training requires extra logistics and is seen as plain construing but training also constitutes a sine qua non element to safety at sea. Permitting the personnel to achieve confidence, quality training contributes in avoiding casualties, giving competence to the seafarer for reducing accidents.

Competence needs knowledge, skills and attitude. The market situation having led to junior Seamen recruits is unarguably correlated to

their lack of experience including less training and a real need for it.

A solution could be the schooling of “Accident prevention” but until it has been made compulsory and as a fundamental part of the education of marine Officers and Seamen, the maritime industry should increase internal standards and personnel training to warrant complete familiarization and understanding of a safe environment, its procedures, its equipment, operation and maintenance.

Incidit in scyllam cupiens vitare charybdim

While training to ensure safe seafaring shouldn’t be a question but self-evident to any, between Scylla and Charybdis, there is the danger and the need to watch for complacency and routinization. Being a matter of prime concern, such derives should be controlled and corrected.

As part of a team, each crew member is to execute his job safely to prevent injuries to himself and the rest of the crew. Familiarization is then necessary for the correct execution of each operation. Once familiar with his job, after a period of time the Seaman naturally gets a feeling of confidence. From confidence to over confidence, the belief of having mastered the job, or in other words complacency, is as dangerous as is the lack of thereof. Just as such, when routine stands in for familiarization, the personnel has to be prompted the nature of the industry and its hazardousness. Such a reminder is solely done through advanced and continuous training and is not to be neglected.

To sail safe, to be safe whether senior or junior, Seafarers need perpetual training. 2015 World Maritime Day theme being “Maritime education and training”, it is our own choice in our own individual conscience to support the IMO actions to raise concern and encourage training in the industry, globally, to promote and ensure safe seafaring.

“Effective standards of training remain the bedrock of a safe and secure shipping industry, which needs to preserve the quality, practical skills and competence of qualified human resources.”

Mr. Koji Sekimizu IMO Secretary-General 2015 World Maritime Day theme “Maritime education and training” at World Maritime University

IS YOUR CREW REALLY TRAINED TO TAKE THIS JUMP IF NECESSARY? NORSAFE ACADEMY

Professional training in the safe operation & maintenance of conventional lifeboats, free-fall lifeboats and davit systems.

A AKTI A.PAPANDREOU 19500 LAVRIO – GREECE T +30 2292304702 @ ACADEMY.GREECE@NORSAFE.COM

JULY 2015 NAFS

19

Article Text by Dr. Alexandros Glykas, Adjunct Professor, ALBA Graduate Business School at The American College of Greece

Resources towards assessing the risk in Ship-to-Ship transfer Operations - a Reputation factor

On July this summer it will be six years since the ratification of new chapter 8 of MARPOL Annex 1 at the IMO. The resolution introduced certain procedures for ensuring the protection of the environmental pollution from ship-to-ship transfers.

Ship owners and their tanker operators were forced to develop and approve their STS plan, an additional plan that was augmented the already heavily loaded safety management system.

Has the new chapter 8 of MARPOL provided extra confidence to the maritime community and STS Stakeholders that Ship-to-ship transfer operations can become safer? Tanker operators do not share the same view.

Taking into consideration that at all times STS operations were taking place according to latest OCIMF guidelines , which prescribe in detail the best practices that ship owners should follow in STS Operations, what was the “added value” of the STS plan?

An obvious answer would be that by regulating “how STS operations should be conducted” by the tanker operators, the “responsibility for the safe performance and protection from environmental pollution” would be undertaken by them.

However the extend of responsibility that a tanker operator has on ship-to-ship transfer operations, cannot be solely justified with the existence of an STS plan. It also requires a justified approach that is reflected by the commercial impact of such operations, without mitigating safety.

The contractual commitment amongst the involved parties in the ship-to-ship transfer is indirect and complex. This requires an increased perception for the STS elements by tanker operators towards ensuring a successful and safe outcome. It is considered that the overall safety of a ship-to-ship transfer, depends also on other factors such as the STS Clearance process of tanker operators on the suitability of nominated vessels, the technical assistance and preparedness offered to the master, the quality control

20

NAFS JULY 2015

on provided STS equipment, the qualifications and experience of the POAC and last but not least the post assessment and evaluation of STS records.

Prudent tanker operators have adopted in-house or third party procedures, on the overall risk assessment of ship-to-ship transfers, in order to act with a high level of responsibility and honor their reputation towards the trust earned by their charterers and cargo owners.

A tanker operator needs to devote resources in order to assess the involved STS elements and apparently be in a position to prove that he acts with due care, when requested. Such resources include but are not limited to the expertise, past experience, infrastructure on software development and dedicated personnel to monitor the performance and assessment of STS records from vessels.

The assessment on STS risk requires careful study by ship owners and their tanker operators and the availability to access past STS performance characteristics of the STS elements.

Reported incidents, either minor or major, and root-cause analysis is also recommended. TMSA practices that may be also applied in ship-ship transfer would prove beneficial for assessing the involved risks.

The role of STS organizers, charterers and/or oil majors is to provide all necessary information to tanker operators, in order to allow them to ensure

nominated vessel suitability and overall safety of the operation. In return, tanker operators should have the means to absorb, process and evaluate the information provided by charterers without delaying the decision making process.

As mentioned at the court award that has been published from Bristol Crown Court from Judge Justice Eder , at paragraph 21 is mentioned that “once the nominated vessel is approved as suitable (by the ship owner), all STS transfers require proper detailed planning”. It is recognized therefore at a court of law that all tanker operators should be able to defend that at each STS operation a detailed planning towards safety of crew, environment and property, has taken place to the best possible extent, or at least to an extent that is prescribed by the level of reputation of the tanker operator.

This is a contractual requirement in most STS clauses of charter parties.

2 RESOLUTION MEPC.186(59), regulation 41 paragraph 1.

3 A Methodology for Due Diligence Assessment and Implementation in Ship to Ship (STS) Oil and Products Operations, Glykas A, Perissakis S, SNAME 2010.

4 Vessel nomination from charterers during the clearance request.

5 Case No: 2011 FOLIO 624, Bristol Crown Court, Published 20/12/2012.

1

Market news

3rd POSIDONIA SEA TOURISM FORUM (DAY 1)

Investments and competitive tax rates keys to unlock full cruise and yachting potential for Greece The 3rd Posidonia Sea Tourism Forum opened its doors in Athens to welcome 800 stakeholders from the global cruising and yachting sectors for a twoday forum to discuss a range of issues pertaining to current challenges and future potential of sea tourism in Greece and the Eastern Mediterranean.

Elena Kountoura, Alternate Minister for Tourism, opened the forum with a short key note speech highlighting the significant role sea tourism plays for the economic development of Greece. “Tourism in general contributes 20% of the country’s GDP and contributes 750,000 direct and indirect jobs. We are aiming at prolonging the tourism season in Greece and the cruise sector is a key pillar of our national tourism strategy.

“Our main priority is to attract investments that create jobs for the economic development of local communities. The Greek archipelago is the ideal cruise canvas due to the oversupply of port destinations, Greek Alternate Minister for Maritime Affairs, Theodoros Dritsas steeped in history and culture that give Greece an unparalleled competitive advantage that we must effectively promote this region’s competitive advantages to big audiences harness to our advantage. in big cruise feeder markets such as North America.

“We are heavily investing in sea tourism and according to various indusAndreas Andreadis, President Greek Tourism Confederation, highlighted try sources, the signs for 2015 are very positive as a few of Greece’s the importance of tourism for the Greek economy: “In 2014 tourism ports are amongst the most popular in Europe amongst international contributed Euro 14bn to local businesses across Greece but a possible cruise operators.”

Grexit will be the death knell of Greek tourism and that’s why we are askGreek Alternate Minister for Maritime Affairs, Theodoros Dritsas, said that ing the Greek Prime Minister to find a solution within the Eurozone. We the creation of the National Coordination Committee for Cruising Affairs will support the Greek government as long as VAT on tourism services is will be launched in a few days during a crucial juncture for the Greek set between 8-10 per cent so we can remain competitive. We will accept economy. “This committee will play a vital role towards the improvement an increase of a few points but we would not agree to exceed the ten of infrastructure and regulatory framework which are required in order to points mark as this will heavily impact the tourism sector and the employhelp us upgrade our sea tourism product.” ment opportunities it creates. Just think that Greek marinas carry 23% According to Pierfrancesco Vago, Chairman of CLIA Europe, existing VAT and Turkey has 0%. port infrastructure, homeporting challenges, continuous and unexpected “For 2015 we believe that we will welcome 25mn arrivals despite a price hikes for major onshore attractions are the main obstacles for the recent drop but this number hinges on achieving an agreement with further development of the cruise sector in Greece. our creditors within the Eurozone. We hope to achieve 19bn in tourism “The industry needs competitive and a stable and efficient operating enreceipts by 2021 but this requires 3.3bn in annual investments that will vironment, but today the hurdles are there for all to see. I urge the Greek help tourism increase its annual GDP contribution by 9%.” authorities to prioritize a port development programme with specific At the ensuing panel table, the speakers debated a range of issues completion timelines and a viable and sustained funding streams.” from the impact of the economic recession and political developments Vago also said that 6 million people took a cruise last year in Europe with on Europe’s cruise markets to the challenges posed by infrastructure one million of them coming from outside Europe making a significant deficiencies for Mega Cruise Ships. contribution to the continent’s economy. He added that in 2013 the cruise The 3rd Posidonia Sea Tourism Forum is organised under the auspices industry contributed 40 billion Euro to Europe where 340,000 people are of the Greek Ministry of Economy, Infrastructure, Maritime Affairs and employed by the sector.

Tourism, the Hellenic Chamber of Shipping, the Greek Tourism ConfedAccording to Vago, direct cruise spending in Greece stands at 570 mileration (SETE), the Association of Mediterranean Cruise Ports (MEDlion Euro with a further 1.4 billion euro in indirect spending of which more CRUISE), the Hellenic Ports’ Association (ELIME), the Greek Marinas’ than a third pay the wages for 11,000 direct jobs.

Association, the Association of Passenger Shipping Companies, the George Gratsos, President Hellenic Chamber of Shipping reiterated the Union of Greek Ship Owners & Associated Members and the Hellenic main issues stifling Greece’s growth prospects adding the lack of direct Association of Travel & Tourism Agencies. flight connections with the US as one of the top obstacles.

Gold Sponsors are the Greek National Tourism Organisation and the Larry Pimentel, President and CEO Azamara Club Cruises shared Piraeus Port Authority, Silver Sponsors are Air France – KLM - Delta, interesting findings and insights of a Boston Consulting Group study on the Hainan Department of Commerce, the Hainan Provincial Tourism the evolution of luxury as a driver for affluent consumer choice. Edie RoDevelopment Commission and Hainan Port Office and Bronze Sponsors driguez, President and CEO of Crystal Cruises stretched the importance are Celestyal Cruises, RINA, Lake Vouliagmeni and Aktina Travel. of compelling story telling by harnessing the power of the Internet to cost

22

NAFS JULY 2015

2015 has arrived.

How will you cope with ECA legislation?

As of 1 January, MARPOL Annex VI demands that you change your operations in SOx Emission Control Areas (ECAs). But where other legislation dictates your onboard equipment, the new SOx regulations let you decide how to comply – and compete.

Whatever your choice, Alfa Laval is there to support you.

The MGO route If you’ve decided to work with distillate, you face potentially engine-stopping hazards when it comes to fuel viscosity and lubricity during fuel changeover. As your natural partner in fuel handling, we offer the Alfa Laval Automated Fuel Changeover System (ACS) – a safe and optimized changeover solution. Fully automatic and built with its own cooler, the ACS upgrades your existing booster system to provide the cooling needed when using low-viscosity MGO/MDO with diesel engines.

Contact us today for more information, or learn more at www.alfalaval.com/marine

The HFO route If you’ve decided to continue using HFO by installing a scrubber aboard your vessel, we have the proven solution in Alfa Laval PureSOx. Now in its second generation and even more flexible, PureSOx has been operating at sea for years, combining full reliability in meeting ECA limits with the competitive advantage of more economical fuel. Whether you choose an open-loop, closedloop or hybrid configuration, your fuel cost savings with PureSOx will be measurable – and substantial.

Contact us today for more information, or learn more at www.alfalaval.com/puresox

Greek Alternate Minister for Maritime Affairs, Theodoros Dritsas

Market news Lacking Port Infrastructure Hampers Greece’s Cruise Tourism Potential (DAY 2)

Limited Airlift Capacity With US and Chinese Markets Adds More Woes To Hellenic Hopes For Mega Cruise Vessel Deployment Greece has failed to benefit from the exponential growth of Europe’s cruise market as investment in port infrastructure required to cater to cruise liners has declined by a whopping 80 per cent over the course of the last ten years according to experts debating the potential of sea tourism for Greece and the Eastern Mediterranean during the 3rd Posidonia Sea Tourism Forum that concluded in Athens.

Only a few of Greece’s 1,150 ports and port like structures have the adequate basic facilities to cater to the cruise liners and even less can accommodate the mega vessels of 4,000 passengers which have been sailing since 1996 and still cannot be berthed almost anywhere in Greece.

And while the port of Piraeus is planning a tender for a Euro 136mn project for the construction of quay walls and berths for the accommodation of three new generation cruise vessels, Greece has still much to do in order to leverage its undisputed competitive advantages and establish itself as a global cruise hub.

“Tourism is Greece and Greece is tourism,” said Michel Nestour, Vice President, Destination Development, Carnival Corporation PLc, the world’s largest group of cruise companies. “Greece has failed to leverage its natural beauty and ideal location because it lacks in basic infrastructure not just at its few ports but also in road transportation as well as flight connections with key feeder markets which are necessary in order to attract the big cruise liners,” said Nestour.

And with an average of 1.7 daily flights connecting Athens International Airport with New York’s JFK, the only available route between the two countries, it is not surprising that global cruise players such as Royal Caribbean Cruises believe that Greece’s limited airlift capacity is not conducive to mega vessel deployment in the region. “With 50 per cent of our customers coming from the US market this presents a major challenge for us,” said Adam Sharp, Head of Port Operations & Guest Port Services EMEA, for Royal Caribbean Cruises, who also cited bureaucracy and long immigration queues as further obstacles hampering the appeal of Greece as a tier one destination for major cruise liners.

With the US market largely isolated by the Greek sea tourism product, the country pins its hopes to the emerging Chinese market which is currently underrepresented in Greece barely attracting just 100,000 of the annual 100mn outbound Chinese tourist trips annually. Flight connectivity between the two countries is a significant barrier which needs to be addressed with the introduction of direct flights between key Chinese hub cities and Greek tourist destinations, according to H.E. Zou Xiaoli, Chinese Ambassador to Greece, who was addressing the Forum’s delegates during the China – Greek Tourism Cooperation Seminar & Investment Promotion for the Cruise & Yacht Industries of Hainan Province.

“The way of travel for Chinese people is changing from sightseeing and shopping to leisure and holiday-making and the only sure thing is that sea tourism will become a new favourite for the Chinese,” he said adding that the visa issue is yet another barrier that needs to be addressed.

“With its numerous islands, the combination of beautiful natural sceneries of profound history and culture, its unique geographical location, the pleasant climate, food and warm-hearted people, Greece will surely attract more and more Chinese people. The Aegean sea in particular is a charming and romantic destination for the Chinese,” he added.

24

NAFS JULY 2015

But for more Chinese to come and savour the magic of the Aegean and Ionian Seas, Greece needs to heavily invest in its tourism infrastructure and treat its ports as strategic assets in order to deliver outcomes such as sustainable jobs creation, according to Nestour.

“Greece could accelerate its own cruise momentum like Barcelona has done in the past which is number one in Europe. Savonarola is also another example with one million passenger movement just because they treated this as a long term strategic partnership with a cruise liner,” he said.

The 3rd Posidonia Sea Tourism Forum is organised under the auspices of the Greek Ministry of Economy, Infrastructure, Maritime Affairs and Tourism, the Hellenic Chamber of Shipping, the Greek Tourism Confederation (SETE), the Association of Mediterranean Cruise Ports (MEDCRUISE), the Hellenic Ports’ Association (ELIME), the Greek Marinas’ Association, the Association of Passenger Shipping Companies, the Union of Greek Ship Owners & Associated Members and the Hellenic Association of Travel & Tourism Agencies.

Gold Sponsors are the Greek National Tourism Organisation and the Piraeus Port Authority, Silver Sponsors are Air France – KLM - Delta, the Hainan Department of Commerce, the Hainan Provincial Tourism Development Commission and Hainan Port Office and Bronze Sponsors are Celestyal Cruises, RINA, Lake Vouliagmeni and Aktina Travel.

Market news

Ολοκληρώθηκε με επιτυχία το Συνέδριο Ναυτιλίας 3rd Maritime Trends Conference

Με εξαιρετική επιτυχία ολοκληρώθηκαν οι εργασίες του 3rd Maritime Trends Conference, το οποίο διοργανώθηκε στις 09 Μαΐου 2015, από τον κορυφαίο ταξιδιωτικό οργανισμό Marine Tours με την ακαδημαϊκή υποστήριξη του Πανεπιστημίου Πειραιώς- Τμήμα Ναυτιλιακών Σπουδών. Το συνέδριο με τίτλο “Trends in Crew Management” είχε στόχο του την επιμόρφωση των επαγγελματιών της Ναυτιλίας σχετικά με τις τελευταίες εξελίξεις στη διαχείριση του ανθρώπινου δυναμικού καθώς και τις ιδιαίτερες προκλήσεις στο δυναμικό και διαρκώς μεταβαλλόμενο περιβάλλον της Ναυτιλίας. Το θεσμό τίμησαν με την παρουσία τους περισσότερα από 230 στελέχη από 103 ναυτιλιακές εταιρείες, καθώς και πλήθος διακεκριμένων εκπροσώπων της ευρύτερης ναυτιλιακής κοινότητας. Ο διεπιστημονικός χαρακτήρας του συνεδρίου καθώς και οι ενδιαφέρουσες εισηγήσεις των προσκεκλημένων ομιλητών οδήγησαν σε εξαιρετικά ενδιαφέροντα συμπεράσματα αλλά και σε γόνιμους προβληματισμούς για το παρόν και το μέλλον της ναυτιλίας. Στα πλαίσια του πρώτου πάνελ του συνεδρίου, ο κ. Panagiotis G. Avgerinos, Dry Cargo Chartering Broker at Barry Rogliano Salles (BRS), ανέπτυξε τα τρέχοντα ζητήματα που αφορούν στην αγορά μεταφοράς εμπορευμάτων, επισημαίνοντας την ιδιαιτέρως θετική πορεία της αγοράς υγρού φορτίου και τις ευοίωνες προοπτικές της για το μέλλον, σε αντίθεση με την αγορά του ξηρού φορτίου η οποία εμφανίζει πρωτοφανή κάμψη και φέρνει στη μνήμη εικόνες από τη περίοδο 19861987, μία γκρίζα περίοδο για τη Ναυτιλία. Στον πυρήνα της ομιλίας του κ.Theodore Chouliaras, President of the Shipping Finance Consultants UPMARITIME LONDON Ltd., βρέθηκε η επίδραση των γεωπολιτικών παραγόντων στον τρόπο λειτουργίας του παγκόσμιου εμπορίου καθώς και ο τρόπος με τον οποίο αντιλαμβάνονται και αντιμετωπίζουν οι κεφαλαιαγορές τη χρηματοδότηση της Ναυτιλίας παγκοσμίως. Στο δεύτερο πάνελ, οι σύνεδροι είχαν την ευκαιρία να ενημερωθούν από τον κ. Stephen Askins, Tatham-Macinnes LLP, σχετικά με τις σύγχρονες απειλές κατά της ασφάλειας του πλοίου όπως η κλοπή φορτίου και η απαγωγή, παρουσιάζοντας τα βασικότερα χαρακτηριστικά των πλέον επισφαλών περιοχών της Νιγηρίας, της Σομαλίας, της Υεμένης και της Λιβύης. Αναφέρθηκε επίσης σε τρόπους κάλυψης των πλοίων σε περίπτωση έκτακτης ανάγκης, όπως επίθεση στο πλοίο, και ανέδειξε τα σημεία-κλειδιά στα οποία θα πρέπει να εστιάσει μία εταιρία διαχείρισης

26

NAFS MAY 2015

στόλου ώστε να εξασφαλίσει τα πλοία έναντι τέτοιων κινδύνων. Το κρείσσονος σημασίας ζήτημα της καλής υγείας εν πλω αναπτύχθηκε από την ομιλήτρια κα Vivian Andria, Managing Director at Med Solutions International, η οποία επεσήμανε την καταλυτική σημασία της πρόληψης για την κατά το δυνατόν ελαχιστοποίηση των ιατρικής φύσης προβλημάτων που προκύπτουν εν πλω αλλά και τα ευεργετικά αποτελέσματα που επιφέρει τόσο στην ψυχολογία των ναυτικών όσο και στα ταμεία των ναυτιλιακών εταιριών, η αντιμετώπιση εν πλω προβλημάτων που δεν απαιτούν διακομιδή του ασθενούς σε νοσοκομείο. Στην τελευταία ομιλία του πάνελ, η κα Helena Athoussaki, Chief Strategist and CEO IMAREM, αναφέρθηκε στο ενεργειακό αποτύπωμα των πλοίων, το οποίο - συγκριτικά με τα άλλα μέσα μεταφοράς - είναι ιδιαιτέρως ήπιο. Παράλληλα επεσήμανε τον κομβικό ρόλο που διαδραματίζει η άρτια εκπαίδευση του πληρώματος για την εξοικονόμηση ενέργειας εν πλω, η οποία δεν έχει θετικά αποτελέσματα μόνο για το περιβάλλον αλλά και απτά θετικά οικονομικά αποτελέσματα για τις ίδιες τις ναυτιλιακές εταιρίες. Ο εκπρόσωπος της Etihad Airways, κ. David Granville, Sales Opportunities Manager, κατέθεσε την πολύτιμη πείρα του αναφορικά με την άριστη εξυπηρέτηση πελατών. Η εν λόγω αεροπορική εταιρεία έχει εντρυφήσει στα ταξίδια στελεχών προσφέροντας εδώ και χρόνια ταξιδιωτικές εμπειρίες που εστιάζουν στην άνεση, την πολυτέλεια και βεβαίως την ασφάλεια των ταξιδιωτών και όλα αυτά με ισορροπημένα κοστολόγια για την εταιρία και περιορισμένες επιβαρύνσεις για το περιβάλλον. Στα πλαίσια του τελευταίου πάνελ, οι σύνεδροι ενημερώθηκαν από τον κ.Phil Parry, Chairman of Spinnaker Global Ltd, επί εναλλακτικών εργαλείων και τεχνικών κατάλληλων για την κινητοποίηση των πληρωμάτων. Τονίσθηκε ιδιαιτέρως ότι ο αυξημένος μισθός δεν αρκεί για την αύξηση της αποδοτικότητας τους η οποία μόνον στα πλαίσια μίας συνολικής στρατηγικής διαχείρισης ανθρώπινου πόρου μπορεί να επιτευχθεί. Ακολούθησε η ομιλία της Dr. Fani L. Sakellariadou, η οποία παρουσίασε το Πρόγραμμα Μεταπτυχιακών Σπουδών του Πανεπιστημίου Πειραιώς στα Ναυτιλιακά, και τόνισε τη σημασία που έχει η μόρφωση και επιμόρφωση των στελεχών για την ευδόκιμη πορεία της καριέρας τους. Το συνέδριο έκλεισε τις εργασίες του με την ομιλία του κ. Dimitrios Spyropoulos, Captain (Eng) HN (Ret), ο οποίος ανέπτυξε τις δύο βασικότερες Σχολές που έχουν διαμορφωθεί σχετικά με την αντιμετώπιση ψυχολογικών θεμάτων των πληρωμάτων εν πλω καθώς και το αντίστοιχο κόστος αυτών. H πρώτη Σχολή εστιάζει στη κατηγοριοποίηση των προβλημάτων και στην εφαρμογή ορθών πρακτικών για κάθε κατηγορία και η δεύτερη Σχολή αντιμετωπίζει κάθε πρόβλημα εξατομικευμένα αναζητώντας τη βέλτιστη μοναδική λύση για αυτό. Παράλληλα παρουσίασε ενδιαφέροντα εργαλεία αποτίμησης των επιδόσεων του πληρώματος όπως το performance matrix και τόνισε τη σημασία που έχει για την ανάπτυξη μίας ναυτιλιακής εταιρείας η επένδυση στα στελέχη της. Σημαντική στιγμή του συνεδρίου αποτέλεσε η κλήρωση που έλαβε χώρα με αντικείμενο την υποτροφία για την παρακολούθηση του Μεταπτυχιακού Προγράμματος “MSc in Shipping” στο Πανεπιστήμιο Πειραιώς-Τμήμα Ναυτιλιακών Σπουδών. Νικητής της κληρώσεως αναδείχθηκε η εταιρία “Prime Marine Management Inc”.

IMO DNV and t app ype rove d

RayCleanTM Your Reliable Ballast Water Treatment Solution from DESMI Ocean Guard

Based on filtration and UV-treatment No chemicals! No risk of increased corrosion!

No hazards to crew, vessel or the environment!

Approved for both fresh-, brackish and marine water salinities IMO and DNV type approved Alternate Management System (AMS) acceptance by the US Coast Guard (USCG) Automatic adjustment of treatment to water quality Approved for extreme water conditions with UV-Transmission as low as 33% Reliable treatment that meets the IMO and USCG discharge standards every time.

Contact our local representative in Greece for more information:

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

www.desmi.com

Market news

Major event honours legacy of Greek shipping giants

About 650 guests celebrate industry’s ‘powerhouse’

About 650 guests were at the Greek Shipping Hall of Fame Induction Ceremony & Dinner 2015 as many leading participants in today’s shipping industry gathered to pay tribute to some of the greats of Greek shipping’s past.

Highlights of the gala dinner event included the announcement of the Inductees for 2014 – John N. Goulandris and Alkimos G. Gratsos – as voted for by the members of the Greek Shipping Hall of Fame Academy, as well as spots in the event to remember the 20 other Inductees, elected in past years.

Gregory Hadjieleftheriadis gave the ’15 Minutes of Fame’ speech, now a tradition at Hall of Fame annual dinners. Mr Hadjieleftheriadis, a former President and CEO of Eletson Corporation who has received numerous industry awards and distinctions, both in Greece and internationally, spoke about marine transportation as the architect of globalisation – and the role of seafarers at the heart of it.

“All of us, as responsible citizens of the world, must work to eradicate the barriers that divide. We need to endorse policies which further the actualisation of true globalisation,” said Mr Hadjieleftheriadis. “This is what the greats of the Greek Shipping Hall of Fame have done and what they would have desired us to continue to do.”

Impressive industry support for the event was led by ABS, Clarksons Platou and the Liberian Registry as Co-Lead Sponsors of the Induction Ceremony & Dinner 2015.

Vassilios Kroustallis, Regional Vice President ABS, said that all the Inductees in the Hall of Fame were distinguished by their vision, determination, acumen and ability to lead and inspire others. “Their achievements and legacy deserve to be recognised by our shipping community here and abroad,” he told the audience. “We welcome coming together with you once a year to acknowledge them and celebrate their achievements.”

According to Andi Case, Chief Executive of Clarksons Platou, Greek shipping is “the powerhouse of the shipping industry”, internationally.

“Greece is number one in shipping - the largest tonnage owner, the largest value owner - that is a very, very significant story for Greece in today’s economic climate,” Mr Case said. “That is a fact that I hope those in power actually hold dear and cherish the national treasure that is Greek shipping.”

Scott Bergeron, Chief Executive of the Liberian Registry, said that Greek shipowners such as Stavros Niarchos and Aristotle Onassis had helped establish the Liberian flag and that it remained the most popular open

28

NAFS MAY 2015

registry for Greek owners. “Greece remains the undisputed number one shipping nation in the world, and it is significant that it has demonstrated its continuing faith in Liberia – the world’s leading open ship registry in such a transparent way,” Mr Bergeron told the audience.

TMS Group, which has become one of Greece’s largest shipping groups since it was established in 1986, sponsored the welcome cocktail party for the event.

Founder George Economou told guests that the group wanted to support the Hall of Fame as “an organisation that is actively trying to promote Greek shipping, which is an integral part of the Greek economy”. He said, “We are going through uncertain times but one thing we can all refer to is the creativity and dynamism of the Greek shipping community.”

Aegean Marine Petroleum, The Baltic Exchange, Bureau Veritas, Moore Stephens, National Bank of Greece, Shanghai Waigaoqiao Shipbuilding Co and Thomas Miller supported the event as Premium Sponsors.

Other Sponsors were China Classification Society, ClassNK, Hellaschart, Hellenic War Risks, Lloyd’s Register, Simpson Spence Young, UK Defence Club, UK P&I Club and Vilmar International.

Qatar Airways supported the Hall of Fame’s Athens 2015 event as exclusive Travel Partner.

The Greek Shipping Hall of Fame’s Charity Partner for the event was Hellenic Hope, which received a portion of the proceeds to help its work supporting children at risk from the Greek crisis in the areas of food, health and education.

“With your generous contribution to date, we have managed to change the lives of 1,460 children,” said Tina Mavraki, one of Hellenic Hope’s Trustees, who addressed the audience.

Greek Shipping Hall of Fame inducts Goulandris and Gratsos Number of Inductees now stands at 22

Two more historic shipping personalities have been inducted into the Greek Shipping Hall of Fame at the Induction Ceremony & Dinner 2015, held at the Hilton Athens. John N. Goulandris and Alkimos G. Gratsos were lauded as the Inductees for 2014 in front of about 650 guests at the event.

John N. Goulandris (1923-2011) was instrumental in establishing the N.J. Goulandris group, which was among the first major Greek shipping companies to order tankers in Japan. Mr Goulandris was remembered for being ahead of his time. In 1969, he led his family’s purchase of the Neorion Shipyards on the island of Syros, creating hundreds of jobs. He also manufactured perhaps the first electric car, the Enfield 8000.

Alkimos G. Gratsos (1907-1987) was the longest-serving president of the Hellenic Chamber of Shipping, laying the basis for the institution’s role today. He also served for 12 years as vice-president of the Union of Greek Shipowners. Together with Union president Stratis Andreadis he worked to create the legal basis for an international shipping industry in Greece.

As well as shipping, he invested in land-based industry, contributing further to the Greek economy.

Our new Inductees will shortly be featured with full biographies and other media in the Greek Shipping Hall of Fame, which resides at www.greekshippinghalloffame.org Voting for Inductees takes place annually and is open to members of the Greek Shipping Hall of Fame Academy, currently numbering about 300 members. The integrity of the on-line voting system and the results are overseen by the international audit firm, Deloitte.

PIRACY

Tailor-made solutions and management for your security needs

220 Syngrou Avenue, 176 72 Athens, Greece • Tel: +30 210 9532353 • e-mail: security@franman.gr • www.franman-sa.gr ISO 9001:2008 certified Management System by DNV

Market news

Με επιτυχία πραγματοποιήθηκε η εκδήλωση «AlfaDay for Refrigeration» της Αlfa Laval σε συνεργασία με την “AT&C Η Alfa Laval - παγκόσμιος ηγέτης στις τεχνολογίες εναλλαγής θερμότητας & θερμικής επεξεργασίας, διαχωρισμού - διήθησης & διαύγασης καθώς και διαχείρισης ρευστών - πραγματοποίησε από κοινού με την “AT&C Agencies Ltd” - αποκλειστικό αντιπρόσωπο της Αlfa Laval στην Ελλάδα για συστήματα Θέρμανσης, Ψύξης (Εμπορικής & Βιομηχανικής) και Κλιματισμού και μια από τις κορυφαίες εταιρείες στην Ελλάδα - την επιτυχημένη εκδήλωση «AlfaDay for Refrigeration» στις 23 Απριλίου, με την συμμετοχή 20 κορυφαίων εταιρειών του κλάδου. Η εκδήλωση, πραγματοποιήθηκε στις ανακαινισμένες εγκαταστάσεις της Alfa Laval και προώθησε το λανσάρισμα στην ελληνική αγορά του νέου προϊόντος Arctigo - τον νέο Βιομηχανικό Αεροψυκτήρα της Αlfa Laval - καθώς και το πλήρες Portfolio Βιομηχανικής Ψύξης, σε 20 κορυφαίες και αναγνωρισμένες εταιρείες στον τομέα της Βιομηχανικης Ψύξης στην Ελληνική αγορά. Κατά την διάρκεια της εκδήλωσης, 30 περίπου στελέχη ενημερώθηκαν σχετικά με το νέο προϊόν και συμμετείχαν στην τεχνική ξενάγηση στο

Πιστοποιημένο Κέντρο Συντήρησης της Αlfa Laval όπου ενημερώθηκαν για το πλήρες δυναμικό των υπηρεσιών που προσφέρει η Alfa Laval. “Η εκδήλωση αυτή ήταν η πρώτη από μια σειρά εκδηλώσεων που θα πραγματοποιηθούν σε συνεργασία με τον επαγγελματικό μας συνεργάτη, AT&C Agencies Ltd. Η κοινή μας επιθυμία είναι να είμαστε δίπλα στους πελάτες μας”, σχολίασε ο Sergio Ηike, Διευθύνων Σύμβουλος της Alfa Laval Αδριατικής. “Η εκδήλωση AlfaDay αποκλειστικά αφιερωμένη στον τομέα της ψύξης, ήταν εξαιρετικά γόνιμη και επιτυχημένη καθώς αποτελεί το καλύτερο ξεκίνημα, δίνοντας μια μικρή γεύση για τις εκδηλώσεις που θα ακολουθήσουν. Οι πελάτες μας είχαν την μοναδική ευκαιρία να συναντηθούν με τους ειδικούς εφαρμογών της Alfa Laval και να μάθουν από την πηγή, γεγονός το οποίο εκτίμησαν πολύ. Περισσότερες εκδηλώσεις AlfaDay θα έρθουν στο μέλλον, αφιερωμένες στους τομείς HVAC, Ψύξης και Εφαρμογών Μεταποιητικής Βιομηχανίας με σκοπό την παρουσίαση σχετικών προϊόντων και τεχνικών λύσεων”, σχολίασε ο Γιάννης Γρηγοριάδης, Διευθύνων Σύμβουλος της AT&C Agencies.

Alfa Laval’s prestigious ‘Gustaf Award’ goes to the PureSOx exhaust gas cleaning team

Σεμινάριο για την Πειρατεία σε συνεργασία HELMEPA και Neda

Alfa Laval – a world leader in heat transfer, centrifugal separation and fluid handling – gives the ‘Gustaf Award’, established to recognize true innovation, to the Alfa Laval PureSOx team for an extraordinary product and commercial development. The prize was awarded at Alfa Laval’s Annual General Meeting, held in Lund, Sweden, Thursday.

The Gustav Award was established in conjunction with Alfa Laval’s 100th anniversary in 1983, as an expression of Alfa Laval’s belief in continuous innovation. The award aims to encourage and reward efforts that are of great significance to Alfa Laval’s business.

The Alfa Laval PureSOx team consists of Martijn Bergink, Rene Diks, Kristina Effler, Jens Peter Hansen and Olaf Heijers. They received the award at a special ceremony during the AGM. “The team behind Alfa Laval PureSOx has successfully developed an innovative technical solution that meets the new environmental legislations as well as customer needs,” says Lars Renström, President and CEO of the Alfa Laval Group. “Already today, the Alfa Laval Pure SOx is an established solution with a global market leading position.”

Alfa Laval PureSOx was launched in September 2012 and is a successful synergy from the acquisition of Aalborg Industries in 2011. It is one of the market-leading alternatives for complying with the sulphur limits imposed

by IMO. Since its launch, and up until the end of the first quarter 2015, Alfa Laval has taken orders for 78 systems for 71 vessels. Alfa Laval PureSOx is available both as a hybrid system (running on both sea water and freshwater) and as a closed-loop system. The water cleaning unit used in closed-loop mode is the most compact solution in the market.

Με έντονο ενδιαφέρον παρακολούθησαν την Πέμπτη, 14 Μαΐου, αξιωματικοί και στελέχη εταιρειών μελών της HELMEPA το πιστοποιημένο από το Lloyd’s Register Σεμινάριο για την Πειρατεία, που συνδιοργάνωσε και φιλοξένησε στα γραφεία της στον Πειραιά, η εταιρεία μέλος Neda Maritime Agency Co. Ltd. Οι συμμετέχοντες είχαν την ευκαιρία να λύσουν απορίες και να κατανοήσουν καλύτερα θέματα που αφορούν τη σωστή εφαρμογή του Σχεδίου Ασφάλειας Πλοίου και των Μέτρων Ασφάλειας για την αντιμετώπιση περιστατικών πειρατείας και ένοπλης ληστείας στα πλοία. Το ακροατήριο αξιολόγησε με Άριστα όλες τις παρουσιάσεις, οι οποίες έγιναν από τους κ.κ. Αντώνη Σακέλλη, Marine Director/Neda, Χρήστο Κεχρή, HSQE Superintendent/Maran Gas Maritime Inc. και Γιώργο Τσουτσάνη, Training Manager/ Diaplous Maritime Services. Η HELMEPA ευχαριστεί θερμά τη Neda για αυτήν την πρωτοβουλία εμπλουτισμού του τρέχοντος Επιμορφωτικού Προγράμματος της ένωσης και προσβλέπει στην επιτυχή επανάληψη του Σεμιναρίου για 3η και τελευταία φορά μέσα στο 2015, την 15 Οκτωβρίου.

30

NAFS JULY 2015

Market News

Τελετή πρώτης άφιξης του ΥΜ WISH στον Πειραιά ΑΦΙΞΗ ΤΟΥ «YM WISH» ΤΗΣ YANG MING LINES ΣΤΗ Σ.Ε.Π. Η ΑΡΚΑΣ ΕΛΛΑΣ Α.Ε, εκμεταλλευομένη την ραγδαία πορεία εξέλιξης του λιμένα του Πειραιά και παρά το κλίμα ύφεσης της τελευταίας πενταετίας επέτυχε να προωθήσει στη πρακτορευόμενη της YANG MING LINE (έδρα:Taiwan) τον στρατηγικό ρόλο του λιμένος Πειραιά ως διαμετακομιστικού κέντρου. Την Δευτέρα 4 Μαΐου η εταιρία βρέθηκε στην ευχάριστη θέση να ανακοινώσει την άφιξη του YM WISH (χωρητικότητας 14.000 teus) στον προβλήτα της Σ.Ε.Π στα πλαίσια της σημαντικής απόφασης της ΥΜL να επιλέξει ως κεντρικό λιμάνι μεταφόρτωσης στη Μεσόγειο τον Πειραιά. Το συγκεκριμένο πλοίο είναι το 1ο από τα 15 συνολικά πλοία χωρητικότητας 14.000 teus που αναμένονται σε ένα επενδυτικό πρόγραμμα που θα ενισχύσει ακόμα περισσότερο το ρόλο της ΥΜL ως μιας από τις μεγαλύτερες γραμμές παγκοσμίως.

H YML σε συνεργασία με τη θυγατρική εταιρεία Ε.Μ.Ε.S του ομίλου AΡΚΑΣ αναπτύσσει ταυτόχρονα και επιμέρους feedering services με σκοπό την περαιτέρω θαλάσσια διασύνδεση του Πειραιά με τα λιμάνια της Ανατολικής Μεσογείου, Μαύρης Θάλασσας και Βόρειας Αφρικής. Για την καλύτερη εξυπηρέτηση του τοπικού φορτίου θα προσφέρονται στους πελάτες μας από τον Μάιο τέσσερις (4) αφίξεις/αναχωρήσεις πλοίων την εβδομάδα από/προς τα σημαντικότερα λιμάνια της Άπω Ανατολής και δύο (2) από/προς τα μεγαλύτερα λιμάνια της Βορείου Ευρώπης. Επιπρόσθετα από τέλος Μαΐου μικρότερα πλοία της YML θα προσεγγίζουν το λιμάνι της Θεσσαλονίκης με σκοπό την εξυπηρέτηση των αναγκών μεταφοράς της Βορείου Ελλάδος καθώς και της περιοχής των Βαλκανίων. Με μια εορταστική τελετή η ΑΡΚΑΣ ΕΛΛΑΣ Α.Ε. (ως πράκτορες της YML) υποδέχθηκε στις εγκαταστάσεις της PCT το νεότευκτο πλοίο μεταφοράς containers , YM WISH (της ναυτιλιακής εταιρίας YANG MING LINES. Η δεξίωση υποδοχής έλαβε χώρα στις εγκαταστάσεις της PCT (Piraeus Container Terminal) και παρευρέθησαν ο πρόεδρος της Αrkas Holding Κύριος Lucien Arkas, , ο πρόεδρος της Yang Ming Shipping Europe Κύριος C.H.Yeh, ο πρόεδρος της PCT Cpt. Fu Cheng Qiu, οι οποίοι και απηύθυναν χαιρετισμό, ο αντιπρόεδρος της Αrkas Holding Κύριος Bernard Arkas, ο Αναπληρωτής Γενικός Διευθυντής της PCT Κύριος Άγγελος Καρακώστας και ο Εμπορικός Διευθυντής της PCT Κύριος Αναστάσιος Βαμβακίδης, καθώς και πράκτορες άλλων χωρών, συνεργάτες, φίλοι και εκπρόσωποι του Nαυτιλιακού Τύπου. Με σύμμαχο τον καλοκαιρινό καιρό και με θέα το νεοαφιχθέν πλοίο, οι καλεσμένοι ευχήθηκαν «καλές θάλασσες» στο YM WISH, το πρώτο από τα 15 πλοία που θα ενισχύσουν ακόμα περισσότερο τη θέση της YML, ως μια από τις μεγαλύτερες γραμμές παγκοσμίως. Τέλος τις ευχές της για μια μακρά και εποικοδομητική συνεργασία απηύθυνε η πρόεδρος της ΑΡΚΑΣ ΕΛΛΑΣ Α.Ε., κυρία Aurette Arkas, απονέμοντας παράλληλα τιμητική πλακέτα στον καπετάνιο του YM WISH, κύριο Alok Kumar.

32

NAFS MAY 2015

INTELLIGENT TANK MANAGEMENT

We supply products & solutions for all your tank management requirements.

Scanjet is a leading global supplier of tank cleaning equipment and solutions for any marine, offshore or industrial application. Scanjet designs and produces a range of fixed and portable tank cleaning equipment, marine protection systems, high level overfill alarms, vapour emission control systems, tank level gauging equipment and Scanvent P/V valves.

Phone: +46 31 338 7530 E-mail: sales@scanjet.se www.scanjet.se

Article

BWTS: The clock is ticking, is this a headache to the Shipping industry or is it not?

R

ecently the IMO MEPC 68 took place in London, where, no signatory appeared in such a way as to trigger the entry into force of the IMO Ballast Water Convention.

As of today, the IMO treaty had been ratified by 44 States, with 32.86% of world tonnage, which means that the ratification is behind by 2.14%. Although Argentina (0.05%) and Indonesia (1.14%) announced legal preparations for ratification and there are some rumors for ratification by Singapore (6.58%) and some EU countries like Finland (0.14%) and Italy (1.39%) and Malta (4.81%), the IMO ratification is still pending .

Vayia Hatziyianni

(Project Team Leader, Technical Department) MINERVA MARINE Inc

First of all, ship owners can take the risk and proceed with an installation of a non-approved BWT system, however if they will do so, it would be wise to mitigate the risk by ensuring that the maker is under USCG approval process.

Therefore it goes without saying that a wellestablished process of training the crew is essential.

Many industry bodies believe that there is a lot more work needed to be completed before enforcement, especially when one takes into consideration that the G8 amendments from the IMO, are still being implemented. At the same time more than ten (10) BWT makers are proceeding towards the USCG Type approval certification and it’s not going to be a great surprise to anyone if the first certificates are issued before the end of 2015, or the beginning of 2016.

“Immediate” response for the 2016 challenge

In accordance to the USCG and EPA’s implementation timetable, the vessels that are due for dry-docking within 2016 are also due for a BW treatment installation, which should be USCG approved. Due to the absence of existing USCG type approved systems ship owners are facing a dilemma concerning their dry docking planning, especially for the 2016 dry dockings. This uncertainty is increased in combination with the 6-9 months needed as a minimum, for the preparation work – engineering studies, approval, logistics etc- prior of the installation of a BW unit. What are the alternatives in dealing with the 2016 dry dockings?

First of all, ship owners can take the risk and proceed with an installation of a non-approved BWT system, however if they will do so, it would be wise to mitigate the risk by ensuring that the maker is under USCG approval process. Many makers are providing letters and guarantees that necessary upgrades will be incorporated in the system with a minimal or even at no cost in the event that it is required. These letters could be a useful compliance tool in the future, however the legal background of these guarantees as well as the technical, operational and commercial impact of a potential upgrade if needed, should be thoroughly assessed.

Another option is to proceed with an extension as per CFR 33 part 151, subparts 1513 and 2036 because a USCG type approved system is not available for the time being. However, based on what we know from the USCG until today, the extensions were given for a period of 2 years; in that case, the extended vessels should be in compliance during their UWILD stage and is unknown at this time if further extensions may be granted, and if enough type approved systems will be available.

It should be also noted, that although in accordance to the USCG rule vessels under extension are not expected to have any issue during the USCG inspection, EPA has not included such a provision in their rule.

Therefore, EPA worked with the USCG to develop a coordinated response and as a result it has identified vessels with a USCG extension and properly followed all other requirements as a “low enforcement priority”.

Finally, many ship owners are taking into consideration the above and are transferring their dry docks within 2015 year, in order to avoid a BWT installation. Obviously that will result to an increased in work load and in cost, as it brings the dry docking expense one year earlier.

Critical path compliance

In my view suppressing the 2016 dry dockings might not be as cost effective as we think, when we know

34

NAFS JULY 2015

Article

Graph 1

that sooner or later shipowners would be required to implement the BWT installations, however with the current uncertainty and the absence of USCG type approved systems the decision for installation is indeed still risky. Having said that, an outline of the critical path should be followed in order to ensure compliance and is given as showed in graph 1.

For each task of this critical path special attention should be paid to and a lot of preparation work is needed, keeping in mind that the development of each task is not possible to be depicted in one article.

However, starting from the end and making the assumption that all the intermediary steps have been successfully completed and the system has been installed onboard a vessel, we acknowledge that there is still a lot of work to be done in order to ensure compliance.

In order to clarify process some of the most important items are listed below.

Starting from the survey issue and beside the flag/ class survey requirements which will follow the normal 5 year cycle of a vessel, and in accordance with the Procedures for Port State Control, 2011 a four stage approach is hereby proposed in graph 2.

In conducting an initial inspection (stage 1) in accordance with the Procedures for Port State Control Officer (PSCO) should check: 1. The validity of the Certificate (IBWMC) and other documents 2. The overall condition of the ship, including its equipment 3. The abilities of crew in charge Notwithstanding that, it should be mentioned that the IMO, USCG and VGP require that vessels have a BWM plan which outlines how the crew will meet the mandatory BWM practices specified in the regulations and or permit.

Therefore it goes without saying that a well-established process of training the crew is essential.

In regards to the BWM Plan, a significant part of it should be already installed in most vessels in order to meet the BW exchange-D1 requirement, which is already required in many countries. This should be now expanded in order to include as a minimum the details of the installed system encompassing the operation and safety restrictions, sampling points and additional reporting requirements.

Having said that, especially for vessels visiting US, Owners/operators are required to submit a signed NOI (notice of intent), subject to the VGP permit. There is a specific form that should be filled in and submitted, however caution should be given to the required functionality monitoring parameters which should be monitored and reported.

Furthermore, detailed self-inspection and reporting requirements are specified in the VGP. Summarizing them, the 2013 VGP requires ballast water discharges and the monitoring has been divided into the following categories: • Functionality monitoring • Monitoring of biological indicators • Monitoring the ballast water discharge for biocides and residuals This means, that beside the transparent and consistent plan maintenance all applicable sensors and other equipment must be calibrated annually or as frequently as required by the sensor or other equipment manufacturer, or by the BWMS manufacturer, when warranted

Graph 2

based on a device drift from a standard or calibrated setting.

Moreover depending if the system the system is installed or used for vessels with devices for which high quality data are available, for biological indicators within the first year 2 samples must be conducted, if sampling results are below permit limits for two consecutive events, the vessel owner/ operator may reduce monitoring to one time per year after the first year.

Notwithstanding that if the vessel owner/operator exceeds a permit limit on any sampling event, they must return to monitoring two times per year until they have two additional results below permit limits. For vessels for which high quality data are not available, monitoring must be conducted 4 times during the year.

For monitoring of biocides or residual, 3 or 5 samples from the 1st 10 discharges started with the system’s installation should be taken and 2 or 4 samples for maintenance monitoring each year after that (depending again if high quality data is available). Subsequently a supporting to the company scheme in order to meet sampling requirements should be developed.

(Note *VGP 2013 requirements permit is applicable to discharges incidental to the normal operation of a vessel, including the discharge of ballast water into US waters, as defined in 40 CFR 122.2 and extending to the outer reach of the three mile territorial sea. ) Finally beside IMO and USCG special reference should be made in the local regulations which in many cases impose additional actions and precautions to be taken.

Concluding it is apparent that a lot of preparatory work and close cooperation should take place by all parties involved, i.e. makers, classification societies, designers’ shipyards, ship management companies in order to achieve a successful ballast water treatment installation. However, during the implementation of this path it should be kept in mind that an additional monitoring platform which is to verify the proper operation and functioning of the system at all times under specific requirements, should be also established by all relative management companies.

JULY 2015 NAFS

35

36

NAFS JULY 2015

JULY 2015 NAFS

37

Cover Story General Description of Ecochlor® BWTS Operation The Ecochlor® BWTS uses a two-step treatment process: filtration and injection of chlorine dioxide into the ballast line.

Incoming ballast water is pumped onboard as usual (through the sea chest/sea filter) via the ship’s ballast water pump(s).

Ballast water then passes through the first treatment process step of filtration with a 40-micron stainless steel screen.

1

1.

2.

3.

4.

5.

To Starboard ClO2 Injection Port ClO2 Injection Ballast Flow Meter Motive Water Booster Pump Filter Suction Pum

5 4

The second step is generation and injection of ClO2 into the incoming ballast water stream. Immediately after the filtration step, the Ecochlor® BWTS injects ClO2 into the incoming ballast water as it is piped to the ballast tanks. Treatment occurs on ballast water intake only; no treatment is needed at the time of ballast water discharge.

The Ecochlor® BWTS eradicates aquatic invasive species during ballast water intake. It does not need treatment on 3 discharge and has one of the lowest power consumption technologies, if not the lowest, on the market today. The size of the system does not, as many other technologies do, grow in proportion to the ballast water flow rates either in physical size or power consumption. The Ecochlor® BWTS is best suited for vessels with high ballast water flow rates, as neither power consumption nor footprint increase proportionally with size. Also, Ecochlor has identified installation solutions for BWTS on vessels with hazardous areas.

2

There are eight Ecochlor® BWTS that can treat a wide range of flow rates ranging from 200 m3/hr to 16,200 m3/hr.

Features & Benefits: • Meets or exceeds the most demanding regulations; • Small footprint (e.g. a system capable of treating 6,600 m3/hr has a Filtration System footprint of ~ 6.6 m2, and a Treatment System footprint of ~ 11.5 m2); • Low power requirements even under extreme conditions; • Treatment effectiveness not affected by turbidity, salinity, or temperature; • Installation flexibility: The treatment system can be placed in any convenient location as modular components or skid mounted; and, • No ballast water treatment or neutralization required at discharge.

36 nafs july 2015 38

NAFS JULY 2015

LULY 2015 NAFS

39

Cover Story Ecochlor starts USCG Type Approval testing Ecochlor began testing in April 2015 as part of its application to secure United States Type Approval from the United States Coast Guard (USCG). Ecochlor selected DNV-GL, an Independent Laboratory authorized by the USCG, to oversee and supervise this process. Testing includes a series of land-based test cycles, ship-based test cycles and environmental tests. The California Maritime Academy’s Golden Bear Facility, a USCG-approved sub-laboratory, will conduct all land-based and ship-based tests. Commencement of land-based tests began in April. Ship-based tests will be performed onboard the T/S Golden Bear beginning with the vessel’s sailing schedule this summer, which is currently planned for the Mediterranean Sea. Additional environmental testing on certain components of the Ecochlor® BWTS will be performed by Retlif Testing Laboratories, another USCG-approved sub-laboratory. Ecochlor expects to complete its independent testing by the end of 2015.

The Ecochlor® BWTS has previously received International Maritime Organization (IMO) Type Approval and USCG Alternative Management System (AMS) Acceptance.

®

List of Ecochlor BWTS Approvals Document Date

Agency

26 April 2004

Lloyd’s Register

8 July 2005 and 15 August 2005

ABS Americas Division

16 October 2008

IMO Marine Environment Protection Committee

31 October 2008

United States Coast Guard

31 October 2008

United States Coast Guard

21 May 2009 21 May 2010 6 October 2010 4 November 2011 19 December 2011

Approval / Certification Review of BWTS installation on the M/V Atlantic Compass. (1) Ecopod Installation (2) Ballast Tank Sampling Hatch; Marine Design Appraisal approved in compliance with piping design and system arrangement requirements of “LR Rules and Regulation of Classification of Ships”.

Review of BWTS installation on the M/V Moku Pahu. (1) Ecochlor Deck & Under Deck Piping Electrical & System Installation (2) Ecochlor System Arrangements Modifications & Pre-installation work (3) Ecochlor ClO2 Generator Drawings (4) Bill of Materials; Approved compliance with “U.S. Supplement to ABS Rules for Steel Vessels on International Voyages in accordance with U.S. Coast Guard Navigation and Vessel Inspection Circular (NVIC) 295, and U.S. Coast Guard’s ABS Based Alternative Compliance Program”.

International Maritime Organization Guideline 9 Basic Approval (MEPC 58/23) Container ship Atlantic Compass accepted into the Shipboard Technology Evaluation Program for purposes of ® demonstrating the use of and collecting data on the effectiveness of the Ecochlor BWTS Integrated tank barge Moku Pahu accepted into the Shipboard Technology Evaluation Program (STEP) for ® purposes of demonstrating the use of and collecting data on the effectiveness of the Ecochlor BWTS Authorization for the M/V Moku Pahu to discharge treated ballast water into the waters of California based upon enrollment in the United States Coast Guard STEP. ® Washington State Promising Treatment Technology Waiver Approval for M/V Moku Pahu Using the Ecochlor BWTS to the interim open sea ballast water exchange requirements for compliance with WA State ballast water regulations.

California State Lands Commission State of Washington Department of Fish and Wildlife IMO Marine Environment International Maritime Organization Guideline 9 Final Approval (MEPC 61/24) Protection Committee German Federal Maritime and ® International Maritime Organization Guideline 8 Type Approval for Ecochlor BWTS, Series 75 Hydrographic Agency (BSH) German Federal Maritime and ® International Maritime Organization Guideline 8 Type Approval for Ecochlor BWTS, Series 100 to Series 300 Hydrographic Agency (BSH) ®

8 May 2012

ABS Americas Division

Classification Society Type Approval Product Design Assessment for Ecochlor BWTS, Series 75 to Series 300

25 June 2012

Republic of Liberia

International Maritime Organization Guideline 8 Type Approval for Ecochlor BWTS, Series 75 to Series 300

15 April 2013

United States Coast Guard

United States Coast Guard Alternative Management System Acceptance for Ecochlor BWTS, Series 75 to Series 300

®

®

®

11 September 2013 Lloyd’s Register

Classification Society Type Approval for Ecochlor BWTS, Series 75 to Series 300

27 May 2014

Republic of Cyprus

International Maritime Organization Guideline 8 Type Approval for Ecochlor BWTS, Series 75 to Series 300

14 October 2014

ClassNK

Classification Society Type Approval for Ecochlor BWTS, Series 75 to Series 300

09 January 2015

ABS

Ecochlor’s manufacturing partner, ProFlow, received a Manufacturing Assessment in January of 2015. Ecochlor’s PDA and the ProFlow MA are linked by certificate numbers, which results in ABS Type Approval for Ecochlor.

®

®

®

1.1.1.1.1.1.14 15 May 1.1.1.1.1.1.15 2015 Bureau Veritas 1.1.1.1.1.1.16 Classification Society Type Approval for Ecochlor BWTS, Series 75 to Series 300

In addition to the approvals and certifications listed in the table above, Ecochlor is actively pursuing classification society Type Approval from DNV-GL, and the Russian Maritime Register of Shipping.

38 nafs july 2015 40

NAFS JULY 2015

JULY 2015 NAFS

41

42

NAFS JULY 2015

Market News

Naming of UASC containership Barzan sees first vessel with DNV GL’s new GAS READY class notation hit the water

Barzan, the first in a series of six 18,800 TEU container vessels ordered by UASC, was recently named at Hyundai Samho Heavy Industries (HSHI) in Mokpo, South Korea. The vessel is the first to receive classification society DNV GL’s new GAS READY notation. Her five sister ships, as well as eleven 15,000 TEU vessels of UASC’s newest eco-ship generation, will be given the GAS READY notation as well.

“We are proud to help realise the world’s greenest ultra-large container vessel in close cooperation with UASC,” said Henrik O. Madsen, Group President and CEO of DNV GL. “Due to the trust placed in our expertise on alternative fuels, we implemented the ‘LNG ready’ concept with UASC as an industry first, and are honoured that these next-generation ships are now also the first to receive DNV GL’s Gas Ready Notation. UASC acted as a pioneering customer that aims to even further reduce CO₂ emissions through conversion to gas fuel operation when the bunker infrastructure is ready.”

Barzan, the largest vessel in UASC’s fleet to date, and all of the other 16 vessels in the current new building program, have been designed and constructed with the vision of undertaking a quick and cost efficient retrofit to LNG at a later stage.

The DNV GL class notation GAS READY with nominators (D,S,MEc,AEi) demonstrates that the vessel is in compliance with the gas fuelled notation rules, that structural reinforcements to support fuel containment system (LNG tank) have been verified (S), that the main engines installed can be converted to dual fuel (MEc ) and that the auxiliary engines installed can be operated on gas (AEi).

“We are expanding our fleet by building larger, greener vessels, which support our global ambitions to fulfil or even exceed our customers’ environmental requirements. We have worked closely with DNV GL to deliver the industry’s greenest container vessel to date, the Barzan. We believe that this vessel, as well as the rest of the vessels in our new building program, demonstrates our commit-

44

NAFS JULY 2015

ment to technical innovation and eco-effectiveness,” said Jørn Hinge, President and Chief Executive Officer of UASC. “For UASC, achieving optimum efficiency levels is not a single initiative or project, it is a strategy and an ongoing commitment, and we will continue to work with DNV GL on the remaining newbuild vessels that have the lowest levels of CO2 output in their class”, he added.

“Gas will almost certainly continue to grow in importance as a fuel for shipping over the coming few years,” said Gerd Würsig, Business Director LNG fuelled ships at DNV GL – Maritime. “The framework and technical requirements have been laid and as the infrastructure spreads it will become a more mainstream option for efficient and low emission shipping. It is by working with forward looking owners and yards like UASC and HHI that we at DNV GL have been able to build our competence in this field and offer such unique solutions as the GAS READY notation.”

Next to the LNG readiness, Barzan and her sister vessels incorporate several innovative energy saving methods, including a Waste Heat Recovery System (WHRS). This converts thermal energy from the exhaust gas from the main engines into electrical power to maximize the efficiency of the system.

Preliminary calculations indicate that Barzan will have an EEDI (Energy Efficiency Design Index) value that is close to 50 per cent less than the 2025 limit set

by IMO, with a CO2 output per TEU that is more than 60 per cent lower than a 13,500 TEU vessel delivered just three years ago. The 18,800 TEU containership has been constructed to DNV GL class rules with the notations: 1A1 Container Carrier DG-P Shore Power E0 NAUT-OC HMON (A1,C1,G4) CLEAN BWM-T BIS TMON NAUTICUS (Newbuilding) GAS READY (D, S, MEc, AEi).

Caption: Naming ceremony of Barzan on 29th April at Hyundai Samho Heavy Industries in Mokpo, South Korea. The DNV GL classed vessel will operate on the Asia-Europe trade (Photo: Courtesy of UASC)

Market News

Energy and marine propel RINA international growth Expanding international testing, inspection, certification and consulting engineering group RINA has grown strongly during 2014, propelled by an upturn in marine, acquisition in the energy sector and international diversification.

Turnover for 2014 grew 13 per cent to Euro 333 million. EBITDA (adjusted) grew to Euro 37.7m.

Ugo Salerno, Chairman and CEO of RINA S.p.A., says, “2014 was an important year for RINA. We were not only able to seize opportunities for new business around the world such as major development projects in Egypt and Turkmenistan, but we were also able to take advantage of signs of recovery in shipping and opportunities in energy. We now look forward with optimism because our spirit of innovation, our deep research and strong competences give us a platform for success. The hard work of our people, their talent for constantly reinventing themselves to meet the market needs and their ability to cross frontiers and feel at home everywhere underpin RINA’s development.”

Results for RINA’s Energy business line stood out in 2014, growing 23 per cent thanks to the consolidation of the acquisition of materials specialist CSM (Centro Sviluppo Materiali) and outstanding growth in countries such as Indonesia and Brazil.

Floating offshore units have a specific focus within RINA. They include offshore support vessels, mobile drilling rigs, offshore field construction units, oil and gas import and export offshore terminals and floating production and storage units. Class and class related specialist services to this sector grew throughout 2014, totalling at the year’s end about 1.45m GT and 320 units in operation or ongoing new building and conversion projects.

The Marine business grew 5 per cent. RINA Services, the group company which delivers ship classification and certification ended the year with a classed fleet of 5,166 vessels totalling 34m GT and with an order book for 680 vessels totalling 4.6m GT. RINA also confirmed its place as the global

leader in classification of passenger ro-ro ferries and ro-ro vessels in general and as a major player in the cruise ship sector, whether measured by classed fleet or new order book.

New orders in 2014 included two mega cruise ships for MSC Cruises. The 5,300-passenger vessels will be built by Fincantieri and will include innovative open spaces and very high environmental performance. RINA Services is also classing a significant jumboisation project for MSC Cruises, the Renaissance Project. Also in the cruise sector Seabourn Cruise Line ordered two 604-passengers luxury cruise vessels to RINA class at Fincantieri and RINA class was chosen for two similar vessels to be built for Silversea Cruises.

RINA also focussed on providing value-added services to shipowners, always aiming to reduce costs, reduce risks and improve fleet availability. The strong service ethic of RINA’s global network led shipowners to move 400 ships totalling 2.6m GT to RINA class during 2014.

Within the rest of the group, Business Assurance grew 3.5 per cent and Transport and Infrastructures grew 20 per cent and for the first time were able to compete in major projects outside Italy. Food testing and certification grew 13 per cent with Agroqualità, RINA’s food company, becoming the leader in South Italy and the second largest nationally.

RINA’s consulting engineering company D’Appolonia grew 7 per cent thanks to diversification and international growth in areas such as the Mozambique, India, Uruguay, USA. RINA’s group strategy of growth through targeted acquisition continued with the acquisition of material specialist CSM, Tunisian food laboratory Lab21, Brazilian certification company Bracert and marine survey company Hayes Stuart in Canada. This international growth was underpinned by the capital investment of Intesa Sanpaolo and Vei Capital who together provided Euro 25m in capital and put at the disposal of the group a further Euro 75m to fund the international growth plan.

Σε λειτουργία το “Σπίτι της Μαρίας” στα Καρδάμυλα Είναι ιδιαιτέρως χρήσιμο να ενημερωθεί το κοινό και η κάθε οικογένεια ξεχωριστά για το έργο και τη λειτουργία ενός εξέχοντος χώρου φιλοξενίας και φροντίδας μαθητών της δευτεροβάθμιας εκπαίδευσης στα Καρδάμυλα της Χίου. Τη Μαθητική Στέγη Καρδαμύλων, «Το Σπίτι της Μαρίας». Το Κέντρο αυτό, που φέρει το όνομα της εμπνεύστριας και οραματίστριάς του, λειτουργεί υπό την οργανωτική φροντίδα και οικονομική στήριξη του Ιδρύματος «Μαρία Τσάκος – Διεθνές Κέντρο Ναυτικής Έρευνας και Παράδοσης», το οποίο ιδρύθηκε από τον Καπετάν Παναγιώτη Ν. Τσάκο και την οικογένειά του.

Βασικός σκοπός της Μαθητικής Στέγης είναι να προσφέρει στους φιλοξενούμενους μαθητές (προσεκτικά επιλεγμένους με αυστηρά αξιοκρατικά κριτήρια) το πλέον κατάλληλο περιβάλλον για την εκπαιδευτική τους πρόοδο και πλατύτερη δυνατή καλλιέργεια, την ανάδειξη της αριστείας και, πάνω από όλα, τη σφυρηλάτηση μιας ολοκληρωμένης προσωπικότητας, στηριγμένης σε αρχές και αξίες. Σταθερό μέλημα είναι «Το Σπίτι της Μαρίας» να αποτελεί μία υποδειγματική Στέγη Παιδείας και Πολιτισμού, όπως ακριβώς το οραματίσθηκε η Μαρία Τσάκου, ο Καπετάνιος και η Οικογένεια του. Η οργάνωση εκπαιδευτικών δράσεων, οι παιδαγωγικές ομιλίες, οι εκπαιδευτικές επισκέψεις και δραστηριότητες, καθώς και η συμμετοχή σε αθλητικά και κοινωνικά προγράμματα αποτελούν βασικά εργαλεία για την προώθηση των ανωτέρω στόχων.

Η Μαθητική Στέγη Καρδαμύλων φιλοξενεί κάθε σχολικό έτος 20–22 αγόρια, τα οποία φοιτούν στα διδακτήρια (Γυμνάσιο – Γενικό Λύκειο – Επαγγελματικό Λύκειο) των Καρδαμύλων Χίου. Για την σχολική χρονιά, η οποία αρχίζει τον προσεχή Σεπτέμβριο, η Στέγη θα δεχθεί 8 έως 10 νέα παιδιά στη θέση αυτών που αποφοιτούν με τη λήξη της τρέχουσας εκπαιδευτικής περιόδου. Οι βασικές προϋποθέσεις για την υποβολή σχετικής αίτησης ενδιαφέροντος είναι κυρίως δύο: α) ο μαθητής να πρόκειται να φοιτήσει τον Σεπτέμβριο 2015 στις Τάξεις Β’ ή Γ’ Γυμνασίου και Α’ ή Β’ Λυκείου (Γενικού ή Επαγγελματικού) και β) ο μαθητής να έχει προαχθεί για την επόμενη σχολική χρονιά με βαθμό τουλάχιστον 16. Η επιλογή των μαθητών γίνεται από ειδική επιτροπή εκπαιδευτικών μετά από μελέτη του φακέλου της αίτησης κάθε ενδιαφερομένου και μετά από σχετική συνέντευξη με τον μαθητή και τους γονείς του. Πολύ χρήσιμο θα είναι να ενημερώσετε με τη σειρά σας συγγενείς και φίλους, που έχουν παιδιά σε ανάλογη ηλικία, για τις σημαντικότατες πολύπλευρες ευκαιρίες ζωής και δυνατότητες που προσφέρει «Το Σπίτι της Μαρίας». Να γίνουν γνώστες αυτού του κοινωνικού έργου που επιτελείται στη Μαθητική Στέγη Καρδαμύλων με την καθημερινή, αμέριστη συμπαράσταση και στήριξη της οικογενείας του Καπετάν Παναγιώτη Τσάκου.

JULY 2015 NAFS

45

Article Text by William Burroughs, Senior Environmental Solutions Consultant, Debra DiCianna, Senior Environmental Solutions Consultant, Stamatis Fradelos, Principle Engineer of Environmental Performance

Water Treatment: The clock is ticking ABS: Ballast causing headaches for the shipping industry or not?

William Burroughs

Introduction Compliance with ballast water management (BWM) requirements both in the US and globally is a pressing concerns for owners and operators of ships and offshore units. In the very near future complex and expensive ballast water management systems (BWMS) need to be safely installed on board. While US Coast Guard compliance timelines are known, no system has received USCG type approval at this time. On the other hand IMO’s BWM Convention ratification date is still uncertain and the International Maritime Organization (IMO) Guidelines (G8) for approval of BWMS are under revision.

Despite the many uncertainties that need to be resolved, shipowners need to respond to the challenges ahead by selecting systems that will meet the vessel’s operational profile while providing the required biological efficacy under all anticipated trading conditions.

While ultimately playing a crucial role in verifying compliance, classification societies also assist owners in understanding the requirements. At the recent IMO Marine Environmental Protection Committee meeting (MEPC 68), the agreed roadmap for non-penalization of early movers highlighted the need for proper classification society

46

NAFS JULY 2015

Debra DiCianna

Stamatis Fradelos

approval and survey of BWMS installa-

when passed, will significantly contribute

tions and ballast water management plans

to the required tonnage. Shipowners need

(BWMPs). The concerns and apprehensions

to be aware of developments in ratification

of shipowners can be lessened through

because some ships will only have slightly

close interaction with a well-informed clas-

over 12 months to be in compliance once

sification society.

the BWM Convention achieves the criteria

It is important at this point in time to

for entry into force.

understand these complex requirements

US requirements were published as US law

and issues to allow timely compliance by

in March 2012 with the compliance dates for

carefully selecting a solution that addresses

the largest portion of vessels engaged in in-

the physical constraints, overall operability,

ternational trade beginning in the near future

lifecycle costs and never losing sight of the

– January 2016. The USCG identifies five

safety aspects.

options for compliance with the discharge

A. Regulatory compliance

standards: • No discharge of ballast water within 12

Shipowners need to understand the BWM

nm of US shore,

requirements applicable to their vessels

• Use of US public water,

operations – the IMO BWM Convention, US

• Use of a shore-side ballast water treat-

regulations or both – to plan for compliance.

ment facility,

The BWM Convention and US BWM regula-

• Use of a USCG type approved BWMS,

tions have separate compliance dates and

and

system type approval regimes.

• The temporary option of a USCG ac-

Uncertainty exists as to when the BWM

cepted Alternate Management System

Convention will meet the ratification require-

(AMS).

ments and subsequently enter into force.

The BWM Convention still requires slightly

Vessels discharging ballast water within 12

over 2% of world tonnage to meet the

nm of the US will find most of the identified

criteria ratification. Recent Administration

options are not applicable or economically

actions by Argentina, India, and Indonesia,

feasible. For example US public water would

Article

be cost prohibitive. Installing an AMS may

compliance date, while the USCG identifies

last water. A recent study estimated direct

introduces risk due to the limited time the

the first scheduled out-of-water drydocking

operating costs of deoxygenation systems

unit may be used if the vendor does not

as the compliance date.

to be $0.07/m3 treated (40% higher than the

received USCG type approval of the model

Therefore, shipowners need to be prepared

2012 USCG estimate). Maintenance and

installed. A USCG type approved BWMS is

by:

repair costs were estimated by the USCG to

the best option for compliance, but currently

• Understanding ship’s ballasting prac-

range from $0.03 to $0.42 per cubic meter

there are no USCG type approved systems.

tices to determine applicable standards

of treated ballast water.

The lack of USCG type approve BWMS

and BWMS options,

Shipowners need to consider all costs that

is a significant issue. At present, many

• Reviewing ship drydocking and IOPP

may be incurred. A recent presentation at a

owner are submitting extension requests

renewal survey schedules, and

BWM conference by a shipowner stated that

to the USCG. This provides additional time

• Educating personnel and crew on up-

their BWMS retrofit was similar in costs to a

for compliance, but, as the USCG type

coming requirements.

vessel conversion requiring 1500 hours of

approves BWMS, more complex requests

engineering ($250 K). Expectations for sister

for extensions will be required to address

It is important for shipowners to understand

vessels could be reduced to 800 hours of

appropriateness of the USCG type approved

that BWM compliance goes beyond select-

engineering depending on extent of reuse of

BWMS for the vessel and drydock availabil-

ing and installing a treatment system and

drawings and plans.

ity for installation of the BWMS.

includes detailed ballast water management

Recurring annual costs must be clearly

Shipowners have some important decisions

plans that address crew training, biofouling

understood by shipowners. Key among

to make regarding BWMS. The selection of

and proper sediment management.

these costs are increased energy (fuel) con-

a BWMS to be in compliance with require-

sumption, routine maintenance, component

type approved BWMS and the uncertainty

B. Capex & Opex, operational and maintenance concerns

in the performance of BWMS type approved

Proper planning and execution of a BWMS

nents or replacement parts.

in accordance with the BWM Convention.

retrofit installation is as critical as the tech-

Treatment chemical costs are significant,

While no BWMS has received USCG type

nology and vendor selection. The majority

but vary by the type of chemical and location

approval, over 50 BWMS have received

of the BWMS installed to date have been for

of purchase. Neutralization chemicals have

type approval by an Administration in ac-

newbuild vessels. Lessons learned by ven-

been reported to account for as much as

cordance with the BWM Convention. Due to

dors and shipyards for these projects do not

50% of the total cost for treatment.

concerns by the shipping industry, MEPC 68

adequately support the added complexities

agreed to a means forward for the industry

for retrofits. A few contractors have gained

to continue installing BWMS without penal-

experience but the number of ships and

izing early movers. Shipowners need to be

implementation timeline suggest inexperi-

ensure that:

enced contractors will be learning during

• the ship has a correctly installed

the early retrofits. At this stage, no options

B.2. Changes to shipboard operations Installation of a BWMS needs to consider and be informed by the changes required in shipboard operations. Longer ballasting and deballasting operations, additional responsi-

BWMS;

should be dismissed without due consider-

bility for the crew and handling of chemical

• the approved ballast water management

ation. Simply selecting a low-cost alterna-

should be included in the selection process.

plan is followed, including the operation-

tives may not provide the lowest total cost

Some BWMS require more changes to ship

al instructions and the manufacturer’s

of ownership when considering life-cycle

operations than other choices.

specifications for the BWMS;

operating expenses.

Automatic backflushing filters require spe-

ments is complicated by the lack of USCG

• the BWMS has been maintained in

spares, consumables (chemicals) and the disposal of any wastes, residuals, compo-

cific conditions to operate properly. Also, operating within the limited treatment rated ca-

Another important aspect of regulatory

B.1 Capital and operational expenses The estimated capital and operating costs for purchase, installation, and operation of a BWMS are significant. In 2012, the USCG estimated that purchasing and installation of BWMS based on treatment capacity would range from $105 to $2,200 per m3/h. Recent projects have illustrated that operational costs are significantly greater than initially estimated by the USCG. In 2012 the USCG estimated direct operation (fuel, electrical power, and chemical costs) were $0.02 to $0.08 per cubic meter of treated ballast wa-

compliance is understanding the specific

ter. We estimate that actual direct operating

Some terminals may not allow handling of

compliance dates. The BWM Convention

costs are substantially higher. For example,

chemicals. Proper handling of chemicals

plans to use the International Oil Pollution

in 2012 the USCG estimated deoxygenation

requires additional crew training.

Prevention (IOPP) renewal survey as the

systems to cost $0.05/m3 treated bal-

accordance with the manufacturer’s instructions; • the self-monitoring system of the BWMS indicates that the treatment process is working properly.

While many shipowners are weary of installing BWMS at the present time due to the various uncertainties, experience in operation of a BWMS is useful. Shipowners need to assess their needs and determine the best path forward.

pacities of the BWMS many times eliminates the benefits (energy consumption and time) from gravity ballasting. Backflushing uses a significant fraction of the pumped ballast water. During deballasting, re-treatment for UVbased BWMS and chemical neutralization for active substance-based BWMS prevents gravity discharge for most selections. These limitations likely cause extended ballasting and deballasting operations.

Many of the chemicals associated with BWMS are new to the marine industry.

JULY 2015 NAFS

47

Article

B.3. Maintenance One of the most significant challenges faced today is that relatively few BWMS vendors have sufficient operating experience to fully understand life-cycle maintenance costs.

Re-evaluation of maintenance costs will be required when BWMS are being used on a consistent basis. The cost and replace-

chosen technology (i.e. hydrogen release,

and secure means of transferring chemicals

ozone generation, etc.) need to be consid-

onto the vessel. Proper procedures should

ered together with mitigating strategies such

be in place as well as the information on the

as controls and alarms. The selected system

quantity to be added to the ballast water and

is to provide suitable piping components

the maximum allowable concentration of the

materials and arrangements to be able to

substances in the treated water.

withstand the adverse operational conditions

For systems that produce disinfecting

and also to comply with the damage stabil-

agents (i.e. electrochlorination systems),

ment frequency for sensors is an important

ity requirements applicable for the specific

attention should be given to the by-products

selection factor. Maintenance and repairs

vessel.

generated (i.e., hydrogen (flammable)

that are beyond the crew’s capability will

For a BWMS supplying inert gas to ballast

and chlorine (toxic) gases). Gas detec-

require vendor support. An understanding of

tanks, controls shall be in place ensuring

tion arrangements are routinely provided

the vendor’s capability is suggested during

that the ballast tanks will not be subjected

in the space housing the production unit.

the selection process especially during the

to an excessive pressure or vacuum and

The potential of any flammable or toxic gas

high-paced retrofit years. Training of the

preventing the possible migration of hydro-

released into the ballast tanks also needs to

crew is important and must consider crew

carbon or flammable liquids or vapors from

be assessed. In case of ozone production,

changes. Current training is focused on the

the cargo block ballast system to the non-

ozone leakage detection, alarm and shut

crew onboard during commissioning.

hazardous area and flue gas leakage into

down arrangements must be considered in

enclosed spaces.

the immediate vicinity of the ozone generat-

For ultraviolet (UV) disinfection systems,

ing unit and along the route of the ozone

Systems that treat ballast water are to be

arrangements are to be provided such that

piping. , Passing through accommodations

designed and installed to achieve operability

the crew will not be exposed to exces-

or service spaces is not permitted. Ozone,

and measurable efficacy levels while not

sive amounts of UV light during operation,

due to its strongly oxidizing properties, is a

impacting vessel safety. When selecting a

maintenance or repairs of the system.

primary irritant, affecting the eyes and respi-

BWMS, owners need to carefully consider

UV intensity meter and means to prevent

ratory systems and can be hazardous even

any risks to the vessel, crew and environ-

operating the UV lamps without water in the

at low concentrations.

ment depending on:

treatment chamber (i.e. an interlock) are to

Pre-selection of technologies is suggested

• the chosen technology, and

be considered.

to identify multiple options for the footprints

• the type of the vessel and installation

Stowage and handling of treatment and

and power requirements compatible with

location

neutralization chemicals must consider con-

each type of vessel in an owner’s fleet.

tainment systems to prevent any chemicals

Most existing ships have restricted room

from escaping under the maximum inclina-

to support equipment installation. Reloca-

tion conditions and implementation of a safe

tion of existing equipment or identification

C. Health & Safety concerns

C1. Chosen technology Potential hazards associated with the

48

NAFS JULY 2015

Looking for a Simple, Robust & Efficient BWTS ?

Join us in any of the following events  GREEN4SEA, Athens  Nor-Shipping, Oslo  KORMARINE, Busan  Europort, Rotterdam  Marintec, Shanghai

Key Features in place  IMO, Class & USCG AMS - Approved  Fresh Water Treatment - Approved  Scalable / Modular Design  Suitable solution for N/Bs & Retrofits  Low power consumption & Maintenance costs

Oslo : + 47 900 37 405 | Piraeus : +30 210 4093000 | Shanghai : +86 131 2097 5096

Explore more at

www.ERMAFIRST.com

Article

of new spaces may be required to support

carefully consider the installation specifica-

also to be considered a hazardous space

the BWMS installation. Physical size of

tions in the context of a specific vessel. For

by virtue of ballast piping originating from

BWMS components may require special

example, a BWMS with non-explosion-proof

hazardous ballast tanks, and the space is to

installation planning and support structure

electrical equipment cannot be installed

comply with additional fire protection criteria

resulting in additional costs. Filters are a

in the cargo pump room of an oil tanker or

in terms of the electrical equipment installed

typical example of components that require

BWMS equipment enclosures cannot be

and openings to areas with possible sources

large footprints for installation. Many existing

constructed on weather deck locations that

of ignition. Additional ventilation require-

ships were not designed to allow modifica-

will reduce the navigational bridge visibility.

ments (up to 45 air changes per hour) may

tions to the ballast piping to accommodate

Each installation must be carefully evaluated

need to be provided.

installation of filters. This has resulted in

to verify that potential safety concerns and

deck-mounted enclosure options that create

pollution hazard issues are adequately ad-

D. Conclusions

another set of hydraulic challenges related

dressed. The chosen location and associat-

Shipowners need to respond to the chal-

to ballast pump sizing. Furthermore, many

ed safety controls and alarms are very much

lenges ahead by selecting systems that

BWMS have high power requirements that

depending on whether the BWMS serves

will meet all the regulatory requirements

may exceed the installed capacity and may

ballast tanks considered to be hazardous

within acceptable capital and operational

require modifications to existing loads or

or not:

costs. Compliance with the traditional

additional generator installation.

When the BWMS serves ballast tanks

requirements for survey, shipboard ma-

A full understanding of redundancy is

considered to be non-hazardous, the BWMS

terials, impacts on other ship systems

recommended during the BWMS selection.

may be installed in a well-ventilated area

or structures (i.e., corrosion), equipment

Critical equipment outages can prevent the

such as in a machinery space, void spaces

protection and hazardous space safety.

ship from maintaining schedule and force

or dedicated compartment unless specifi-

The installed BWMS must operate with

the ship to leave port to properly re-treat

cally prohibited due to the treatment method

full appreciation and protection of the

or discharge non-compliant ballast water.

involved. The identification of fire risk of the

health and safety of those responsible

Proper selection of the BWMS with ship and

BWMS, including the active substances or

for operating the equipment and handling

voyage requirements is necessary to avoid

preparations used or generated (i.e. hydro-

the materials. The skill and training of the

complete interruption of the cargo opera-

gen), and the provisions of effective means

crew and their ability to manage the safety

tions caused by BWMS outages.

to detect and extinguish the type and scale

risks should be considered when select-

of fire likely to occur in the BWMS space are

ing a treatment system. It is recognised

C2. Type of the vessel and installation location The type of vessel involved determines the acceptable locations and the type of treat-

to be considered.

that identification of a BWMS solution for

Ballast tanks adjacent to tanks containing

a vessel is a complex decision, however

flammable or hazardous cargos are consid-

a well-informed shipowner will be able to

ered hazardous. When the BWMS serves

identify possible issues and implications,

ment system under consideration, When

ballast tanks considered to be hazardous,

find robust solutions at an early stage and

selecting a BWMS, owners will need to

then the space containing the BWMS is

plan his compliance strategy.

50

NAFS JULY 2015

Tsagaris Luxury

Yacht painting

184, Irinis Avenue, Perama 188 63, Athens, Greece Tel: +30 210 44 15 730 - Fax: +30 215 54 02 889 - Mob: 6944.518.251 www.tsagarisyachtpainting.gr - info@ tsagarisyachtpainting.gr

Article

NK-O3 BWTS General

As of today and although the IMO convention on BWTS has yet to be ratified, the USCG has already announced regulations aimed at reducing the import of invasive species in US waters.

Regardless of the approval status of the pending IMO Ballast Water Convention , for ships trading in US waters, the Clean Water Act requires that a US approved BWTS be installed in new ships constructed on or after December 1, 2013 and in existing ships by their first dry-docking after 2014 or 2016 depending on their BW capacity.

Ship owners can theoretically choose among a range of technologies , some of which may unfortunately be proved unable to receive the USCG type Approval .

NK, based on the excellent test results , provides a guarantee to potential clients that they will definitely get this approval .

The company, besides the following approvals : ABS Design Assesment Approved LR Design Assesment Approved BV Design Approval Approved RINA Design Approval Approved NKK ( Case by Case Approved ) KG Type Approval Approved DNV Type Approval Approved JG Type Approval Approved USCG AMS Acceptance GL Type Approval in progress has already submitted technical data and the NK-O3 Blue Ballast type approval documents, including test method and plan ,to DNV Norway ,who is acting as an authorized Independent Laboratory on behalf of USCG. Last September, NK and DNV signed a mutual agreement about the specific test method for receiving the USCG Type Approval for the NK-O3 BWTS, which is expected late 2016.

System Description

In the NK-O3 Blue Ballast system, a shipboard Ozone Generator takes ambient air and strips away the nitrogen, concentrating the oxygen content-which is then passed through a high frequency electrical field to produce Ozone (O3).

The Ozone is then injected into the incoming ballast water to oxidize and neutralize entrained aquatic species ( see attachment figure I).

Although Ozone has an extremely short half-life (5.8 seconds in seawater, 30 minutes in fresh water and in gaseous form 54 minutes ), it is one of the most powerful oxidizing agents produced – effectively neutralizing endo-toxins, viruses, bacteria fungi and organic material extremely rapidly.

52

NAFS JULY 2015

For this reason, Ozone has been widely used in the medical sterilization, food processing and water treatment industries for many years.

When Ozone is injected into influent ballast water

by NK-O3 system, a percentage of the entrained aquatic species are killed by direct contact with the Ozone. The remainder are killed when the Ozone reacts with bromide, which exists naturally in seawater, to form TROs (Total Residual Oxidants: hypobromous acid and hypobromite ions), highly effective disinfectants in their own right.

Both Ozone and hypobromous acid disintegrate extremely rapidly – ensuring that there is no damage to the receiving waters into which the treated ballast water is discharged.

NK Co., Ltd. is confident, based on the numerous tests , that the effluent from the NK-O3 system does not pose a threat to the receiving environment, in terms of residual chemicals and eco-toxicity. However, in order to provide absolute certainty in this regard, NK has opted to include a TRO Neutralizer as part of the standard design of the system.

Benefits of the NK-O3 system

· Meets IMO D2 Standard: Testing according to IMO G8 Guidelines shows that the NK-O3 system is capable of meeting (and exceeding) the Ballast Water Performance Standard under Regulation D2 of the International Convention for the Control and Management of Ships’ Ballast Water and Sediments, and also the more stringent standards being proposed under US legislation. · No chemicals on-board: The NK-O3 system is an inherently safe and environmentally friendly system which does not require chemicals or other potentially harmful substances to be carried on the ship. Ozone is produced as required (small quantities of non-toxic neutralizer may be carried for application in the highly unlikely event that final TRO levels exceed 0.2 ppm at discharge). · Easily integrated / retrofitted: The NK-O3 system can be easily integrated / retro-fitted into ships’ existing ballast systems. Only the side-stream injector is installed into main ballast pipeline. · High flow rates / No pressure drop: The NKO3 system uses the ship’s existing ballast pump capacity with no pressure drop – and can treat ballast flow rates up to 8,000 m3/hour. · No pre-filtration: The NK-O3 system has been tested to meet the IMO D2 standard without the need for complex, high-maintenance pre-filtration, which can cause significant pump pressure drop and eventual clogging . However filters can be added if required.

· Treatment during ballasting only: The NKO3 system treats ballast during ballasting only through injection of ozone into the ballast in-flow. · Proven technology: Ozone has been proven as a highly effective water disinfectant in commercial applications since 1899. The system components are based on existing, readily available, off-theshelf technology (oxygen generator, ozone generator, monitoring and control systems etc), fitted together in modular, plug-and-play format ,thereby keeping costs very low compared to many other systems. · Easily scaled: The NK-O3 system can be easily scaled, using the modular components; to suit different vessel types, sizes and ballast capacities. · Compact design: The NK-O3 system has a compact design requiring minimum onboard space. · Extremely low running cost: Only 0.8 cents per cubic meter of treated ballast water. · User-friendly: The NK-O3 system is easy to maintain and simple to operate. · Multi-function potential: The NK-O3 system is being developed to provide shipowners with an integrated, single source system for treating multiple waste streams on-board, including ballast water, oily water, sewage, sea-chest fouling and air emissions, thereby reducing the ship-board foot-print, energy consumption , capital and operating costs of multiple systems.

NK- O3 Reference Lists and Retrofits

The international reference list of the NK-O3 includes approximately 450 vessels ( mainly new buildings ) out of which 137 are orders taken from the Greek Shipping community.

Eight (8) retrofits are included in above figure .

At international level , it is worth mentioning that NK has so far completed the following retrofits of strategic importance : CHEVRON 1. M/V FLORIDA VOYAGER sailing in the Gulf Coast of USA ( Texas, Mississippi Alabama) 2. M/V MISSISSIPPI VOYAGER sailing in the West Coast of USA (California waters) 3. M/V OREGON VOYAGER sailing in US waters All three (3) vessels are under US flag !

MOL 1.Ten vessels already contracted Under the long-term supply contract, at least 20 vessels per year will be retrofitted with the NK-O3 2. Four vessels already completed installation and

Article

commissioning.

Although the BWTS retrofits are worldwide very few so far , proactive Owners consider very seriously – in view of the imminent IMO B W Convention ratification –the installation on board an existing vessel of a Ballast Water Treatment System.

This requires comprehensive planning in order to take into account both technical and commercial aspects, in addition to allowing sufficient time for engineering , ordering and installation of the system .

NK follows a simplified process for retrofitting an existing vessel with the NK-O3 BWTS as described below :

Retrofitting Process

A. Engineering of BWMS (duration 4 weeks) A.1. Preliminary feasibility study NK will perform a preliminary feasibility study based on the initially supplied drawings ( E/R and General Arrangement plan of vessel as well as capacity of ballast pumps , total ballast capacity etc ) A.2. On board Survey The Ship Owner will assign NK, or an independent engineering company of his choice to investigate the feasibility of installation .

All necessary areas will be scanned by a 3D laser scanner . After completion of scanning , a 3D modelling of the BWMS components and its piping will be performed .

A.3. Cost estimation A cost estimation for the BWMS scope of supply will follow based on the on-board survey.

---Ordering of BWMS equipment B. Detailed Design (duration 16 weeks ) B.1. Specification of modifications Issue of a detailed specification of modifications (removals, relocations, new equipment and systems) B.2. Approval drawings Preparation and issue of the approval drawings including piping isometrics, parts lists, drawings of structures, outfittings and class required drawings.

B.3. Working Drawings Preparation of all necessary modifications of the “as built “drawings (hull, piping, outfitting, electrical) Preparation of the required drawings which will be finally submitted to vessel’s Classification Society and/or Flag state as necessary for approval .

---Ordering of remaining equipment (piping, valves etc. ) C. BWMS installation ( duration 1 week ) C.1. Preparation of seats and supports C.2. NK-O3 BWMS installation C.3. Connection of piping and cables ----Completion of Installation D. On board Commissioning & Performance Test (duration 1 week) D.1. Setting to work, Commissioning & Performance Test D.2. Crew training NK Co Ltd Korea, is represented in Greece by Oceanking Technical & Trading S.A. - 31 Bouboulinas str. - 18535 - Piraeus - Greece - Tel: +30 210. 42.96.774 - Fax: +30 210. 42.96.820 Email: info@oceanking.gr

JULY 2015 NAFS

53

Market News

Mr. Costis J. Frangoulis, CEO of Franman Group

Franman’s Security Management Division

continues its innovative course with its exclusive international agreement with Clear Water In their continuous effort to remain in the forefront of the shipping industry and to proactively cater to the needs of their extensive clientele, Franman has recently formed a co-operation with Clear Water and has been named their International Representative offering their Live Tracking service as well as Intelligence & Operational Support products.

Franman was established in 1991 to represent First Class Makers of Marine Equipment as its core activity and later grown into a Trading house offering to Ship owners a wide range of services that include Shipbuilding Equipment, Trading of Parts, Ship Repairing, Security, Defence, Boating, Service and Consulting, always staying in touch with their clients’ needs and expectations while adhering to their “one stop shop” business philosophy.

In 2010, Franman after having diagnosed

54

NAFS JULY 2015

the need of shipping companies for security services, was engaged in the security business by representing one PMSC in order to effectively tackle the scourge of piracy which was growing rapidly.

In 2012, and having already charted a successful course in the field of Security, they decided to offer a more exclusive package of services, tailor made to the requirements of each shipping company, by developing a large network of qualified Private Maritime Security Companies (PMSCs) from Greece and around the world.

Once again, Franman became pioneer of its kind, since it is the first Greek company managing maritime security with a strong team of 10 highly qualified and experienced Ship Security Consultants, with former executives of shipping companies as well as senior officers of Hellenic Navy among them.

Through their network of top class PMSC’s they are able to provide armed and unarmed operational teams to escort their clients vessels through the world’s high risk areas ensuring that their crews, vessels and cargo reach their destination safe and on time.

Franman’ s innovative service managing all the security requirements of its clients and offering tailor made solutions imposing absolutely no restrictions in owners’ needs, has made Franman the most valuable partner of CSOs. It is worth mentioning that Franman during 2014 has handled over 602 successful transits and expects the number to reach the 1,000 this year as the number of shipping companies that trust Franman to manage their needs for security is increasing.

Franman through its network of 20 PMSCs, five of them from Greece, has the ability to ensure the most important thing for the ship

Market News

(left) Mr. Vangelis A. Mourikis MD of Franman S.A., R. Admiral HN(Ret) Diamantis A. Paidas Operations Manager, Mr. Costis J. Frangoulis President & CEO of Franman Group, Commodore HN (Ret) John D. Kostrivas Consultant - Defence & Security Divisions, Mr. Dimitris G. Maniatis Business Development Manager – Defence & Security Divisions.

owners; the availability of guards and weapons at any time, any place required. Additionally, Franman manages the safe operation of ships, avoiding delays, off-hires, deviations and allowing their clients to maximize their profitability, which is always very important and even more nowadays that the freight rates for bulk carriers are at historically low levels.

Furthermore, their wide network of partners enables them to ensure also compliance with the various and varied demands of Flags, the H & M underwriters, the P & I Clubs, the Oil Majors and charterers generally, which no PMSC by itself can provide.

only with the best PMSC and that the level of service provided is always what clients expect to receive, perform in depth audits and physically vet their affiliated maritime security providers, they re-enforce all their compliance goals and provide consultancy on all aspects from legal to operations and logistics.

The end product is unparalleled in quality and gives to ship owners the peace of mind that Franman is well known for.

Franman’s ability to offer services in the Indian Ocean, the Gulf of Guinea, S.E. Asia and all other hot spots around the world including Libya, for which they have recently introduced an innovative and bespoke service, is a competitive advantage that permits the shipping companies to include those areas in their trading patterns and become more attractive to charterers.

“The realization by top management executives and decision makers that Security is a concept that must enter the daily operational aspects of a shipping company and should not be limited to HRA transits is gaining ground by the day. For example some of the world’s most volatile waters are just a short sail away from Greece’s Southern Territorial Waters while the Greek shipping community has recently suffered casualties in Libya and this has struck a cord with all of us” says Mr. Costis J. Frangoulis, CEO of Franman Group.

Franman, in order to ensure that they work

“We are facing these challenges and more,

by developing and implementing solutions for the maritime cluster, like for the example the recently introduced service for vessels calling Libyan waters and ports. Through actual intelligence and teams of experts we mitigate the risk posed to seafarers and vessels delivering a unique product worldwide. We are proud to say we are the first and only company to have a solution for vessels trading in Libya” asserted Mr. Vangelis A. Mourikis, MD of Franman s.a..

“Furthermore the challenges we face in providing absolute security solutions to our clients in the Eastern Mediterranean are complex and ever changing, and they range from cooperation with various national forces and organizations, to logistical elements that need accurate planning and very capable professionals. We are proud to advise that we are able to manage all these elements and deliver above and beyond our promise” added Mr. Dimitris G. Maniatis, Business Development Manager Defence & Security Divisions of Franman s.a..

Another development in Franman’s Security Division is their new partnership with ClearJULY 2015 NAFS

55

Market News

Franman’s Security Managers Team in action

water, an industry leading vessel tracking, intelligence and technology British company.

Clear Water’s Live Tracking and intelligence Operational Support is a unique and powerful tool for security and logistics optimization.

The various packages available include live tracking of vessels through SAIS and SatC combined with the Clear Water portal, Masters Briefs, Vessel Voyage specific route Risk Assessments, Piracy Alerts and much more.

The top end product Clear Water and Franman offer is the Raptor™ which is an independent tracking device that reports every 15 minutes giving a total of 96 poles in a 24hour period, essentially providing live tracking at a very low cost. Raptor offers 2 way communications independently to any other system of the vessel and with a battery supply for its own energy requirements.

It can be remotely accessed and programmed and can relay to shipping company real time information such as engines RPM’s, CO2 emissions, hours of use for the generators and much more. As it is small in size it can be covertly placed in order to avoid detection by aggressors or other unauthorized persons.

Additionally Clear Water gathers intelligence

56

NAFS JULY 2015

reports from closed and open sources, cross checks these reports and releases intelligence reports, alerts and news letters to the subscribers.

through smartphones and tablets keeping you connected with your fleet 24/7.

The Clear Water system is used by regional naval forces as well as central command centers and operations centers like that of the IMB. Another added value is that vessels using Clear Water systems and packages are eligible for lower premiums from a number of H&M Underwriters.

All operations are monitored 24 hours a day by experienced watch keepers who contact the designated people immediately when there is need to do so. Masters can receive advice by calling a watch keeper and if a vessel is in distress then Clear Water operations staff will initiate all the appropriate communications with the relative authorities for swift and coordinated action. Through the portal the user can order live satellite imagery of any area of interest, its a 3 click process and very efficient.

Tracking your fleet has never before been so easy and cost effective.

What is more, Clearwater utilizes exactEarth which is the world leader in Satellite AIS data services. Clearwater’s unique portal overlays weather maps as well as marine charts, if you so choose then heat maps of aggressor activity and alerts are displayed all in one picture for complete maritime awareness at a glance. Through the portal you can geofence areas of interest, MarPol regions, no go zones and HRA’s. If your vessel breaches these geofenced areas then alerts are generated sending emails, text messages and more, to notify you of the incident.

Clearwater is 100% mobile and works

Clearwater utilizes 3 operations centres in the UK and Malaysia.

With a view to the ship-owners benefit, Franman wishes to contribute with this new partnership to the maintenance of high level quality of Greek shipping market. “With a powerful and trustworthy brand name, a talented management team and new cooperations like this one of Clear Water, we continue to steadily grow and expand always striving to provide the best possible services to cater to the needs of our clients” concludes Mr. Costis J. Frangoulis, CEO of Franman Group.

Article

RINA is ready to support BWTS’s producers in the process of applying the TQ to their novel technologies.

Dino Ettore CERVETTO Director, Technical Services RINA Services S.p.A.

Unfortunately, there have been recent cases in which IMO type approved ballast water treatment systems have failed to meet the D-2 standard when subject to additional testing and/ or evaluation. This was one of the reasons leading U.S. Coast Guard to adopt, in August 2009, a stricter type approval testing protocol based, in part, on the EPA/USCG Environmental Technology Verification (ETV) protocol.

58

NAFS JULY 2015

The most significant BWM Convention issue shipowners and operators face is the need for ballast water treatment systems that have been type approved pursuant to the IMO “G8” Guidelines to enable vessels equipped with such technologies to meet the D-2 treatment standard wherever the vessel calls.

In order to meet this basic need, the IMO developed the G8 Guidelines to establish an orderly process whereby candidate technologies are tested in land based and shipboard tests and certified (i.e. type approved) by IMO member states if compliant with the applicable provisions.

Since between 60 and 70 thousand vessels will need to be equipped with ballast water treatment technology worldwide at a combined cost exceeding $100 billion, it is important that the G8 Guidelines demonstrate that type approved technologies are fit for purpose.

Unfortunately, there have been recent cases in which IMO type approved ballast water treatment systems have failed to meet the D-2 standard when subject to additional testing and/or evaluation. This was one of the reasons leading U.S. Coast Guard to adopt, in August 2009, a stricter type approval testing protocol based, in part, on the EPA/USCG Environmental Technology Verification (ETV) protocol.

At I MO level the following areas were identified by several stakeholder as the basis for amendment to the G8 Guidelines: 1. Testing should use waters representing the full range of salinities a vessel might encounter during normal voyages; 2. Testing should consider the effect of temperature on system operation and treatment efficacy; 3. Testing facilities should employ a standardized set of test organisms to enhance consistency; 4. Testing should incorporate higher levels of suspended solids in test water to simulate real-world water conditions; 5. Testing should require that all test-runs—passes and failures—be reported in the system evaluation so as to eliminate “cherry-picking” of only passing results to earn type approval; 6. Testing should use flow rates (i.e. the rate at which water is pumped through the treatment system) that are realistic for the types of vessels in which the system will be installed.

Following these suggestions MEPC 67 adopted a MEPC Resolution requesting a comprehensive review and subsequent revision of the G8 guidelines, that is currently under development.

The “lack of robustness” of the G8 Guidelines currently in force demonstrates that novel technology is generally not adequately covered by established codes and procedures. Novel technology may therefore be required to be qualified through an approach herein denominated Technology Qualification (TQ). TQ is the process of verification that the novel technology meets the specified requirements for its intended service, through a systematic and documented process of qualification that will include examination of the design, engineering analyses and testing programs.

TQ is to be based on specified safety, availability and reliability criteria, boundary conditions and interface requirements defined in the TQ basis.

TQ should be consistent with the following general philosophy: • the TQ process is to be based on a systematic approach, • a risk assessment is to be conducted to identify, rank and control failure modes affecting the fitness for service of the novel technology, with particular care to the interfaces with the other systems, • engineering analyses can be used to demonstrate that the design fulfils the specified requirements for the intended service, • measurements and tests are to be used, to demonstrate that the novel technology fulfils the specified requirements for the intended service.

Alternative methods to demonstrate the fitness for service may be used, provided that they are supported by proper justification.

The purpose of Technology Assessment is to divide the technology into manageable elements in order to assess those elements that involve aspects of novel technology and identify the key challenges and uncertainties.

The technology assessment should include the following issues.

• subdivision of the technology into manageable elements (i.e., subsystems and components, processes or operations, manufacturing, installation etc.), • assessment of the technology elements with respect to their novelty classification, • identification of the main challenges and uncertainties related to the novel technology aspects.

The level of detail in the subdivision of the technology should be appropriate to focus the novel or uncertain aspects that subsequently will be subjected to risk assessment.

RINA has successfully applied the Technology Qualification Process and issued the related certificates to some significant complex systems such as mooring systems, LNG transfer systems, Regasification systems (tri-ex vaporizers), FMC ATOL system for LNG transfer, exhaust gas cleaning systems, and it’s ready to support ballast water treatment system’s producers in the process of applying the TQ to their novel technologies.

IT’S SIMPLE. IT WORKS. Ecochlor Ballast Water Treatment Systems Unaffected by turbidity, salinity or temperature ®

Best Data. Lowest Power.

Ecochlor systems are the most effective and easy to install systems on the market http://www.ecochlor.com/testresults.php U S C G

A M S

A C C E P T E D

Euploia Drydocks & Services, Ltd. Exclusive Agent in Greece

21 Amfitheas Avenue, 17564 Palaio Faliro, Greece +30.210.9400660 ecochlor@euploia.eu www.euploialtd.eu

Article

Charalampos Anastasakis

Ballast Water Management – The Final Countdown It has now been more than ten years since the “International Convention for the Control and Management of Ships’ Ballast Water and Sediments” was adopted back in February 2004. Currently 44 IMO Member States have already ratified the Convention, summing up to a gross tonnage which is 2.14% short of the 35% threshold required for entry into force.

The issue is certainly not new. It has been nearly 33 years since the comb jellyfish “Mnemiopsis leidyi” was introduced in the Black Sea where it thrived at the expense of the local ecosystem and fishing economies.

The anchovy population, a very important species for the region, was brought down from 200,000 tonnes in 1984 to 200 tonnes in 1993 as a result of the “Mnemiopsis leidyi” introduction in the area. And this “silent killer” did also spread in the Caspian and Aegean seas.

This is only one example of alien species introduction attributed to the seemingly harmless ballast water discharges. The zebra mussels were first detected in the Great Lakes in 1988 and by now the cost of controlling their population in the Great Lakes alone is estimated to exceed $500 million a year.

The need to address the subject at an international level has been questioned with some stakeholders arguing that more species are being transported from one region to another through ocean currents than those being transported in ships’ ballast tanks. Others are arguing that the damage already done cannot be reversed and that ecosystems that have been disturbed by the introduction of alien species will come to equilibrium over time.

Is it already too late to act? Is the damage irreversible?

In other words, are we trying to close the stable door after the horse has bolted?

Charalampos Anastasakis, Lloyd’s Register Senior Marine Specialist Even at this point, where nearly 60 systems have gained type approval in accordance with the IMO Guidelines, there is still much scepticism about the reliability of the available technologies.

The cost of compliance is undoubtedly significant; however, the biggest drawback seems to be the lack of confidence in this investment.

60

NAFS MAY 2015

These questions may never be truly answered. The shipping industry has been quite reluctant when it came to ballast water regulations and the main concern of shipowners, regulators, Flag State Administrations was the lack of proven technology to effectively kill or render harmless the organisms present in ballast water. It is widely accepted that the regulations for ballast water treatment included in the Convention were way ahead of their time with treatment technologies being at an early stage of development.

Even at this point, where nearly 60 systems have gained type approval in accordance with the IMO Guidelines, there is still much scepticism about the reliability of the available technologies. The cost of compliance is undoubtedly significant; however, the biggest drawback seems to be the lack of confidence in this investment. Nevertheless, it should be acknowledged that important steps have been taken recently towards a smoother and more transparent implementation of the Convention.

The IMO Assembly in its 28th session agreed upon a revised implementation schedule for the installation of treatment systems. The Convention cannot be amended before it enters into force, however, it is expected that the revised schedule will quickly be mandated by an amendment to the Convention on entry into force. This development was welcomed by the shipping industry as a more pragmatic approach to the Convention implementation.

Another issue that raised concerns was the “sampling for compliance” and how this will be treated by port state controls around the world especially in the event that a BWTS fails to meet the discharge standards.

The IMO circular that was adopted during MEPC 65 aims to initiate a trial period for ballast water sampling during which port states should refrain from detaining a ship or taking criminal sanctions on the occasion of BWTS underperformance. This will allow sufficient time for the collection of data in an effort to identify the best methods for sampling and testing that actually work in practice.

Another recent development was the call for greater transparency during the type approval process of BWTS to ensure that all limiting conditions (temperature, salinity, turbidity etc.) of water quality that may affect the performance of BWTS are clearly indicated on the type approval certificates. Even the G8 Guidelines themselves are under scrutiny to identify methodologies and practices that can enhance the type approval process, thus strengthening the reliability of BWTS. The United States Coast Guard (USCG) and the Environmental Protection Agency (EPA) have already implemented mandatory ballast water management regulations that will soon require ships to install a BWTS independently of the IMO Convention. At an international level, with only just over 2% of the world’s tonnage missing for entry into force of the Convention, and with some member states announcing that they are in the process of passing the Convention in their national legislation, the clock seems to be ticking faster than ever before.

Lloyd’s Register: Ballast Water Management – The Final Countdownindustry

Market News

OceanSaver BWTS - Compliant, proven, optimized, safe

OceanSaver Technology: • Filtration for removal of organisms above 40um • Chemical treatment through onboard generation of oxidants based on electrodialysis for remaining organisms through in-house developed C2E disinfectant unit • Fully automated system, self-monitoring of TRO (Total Residual Oxidants) and regulation of oxidant generation, ”push the button solution” • Salinity and temperature are controlled factors. Power varied to ensure sufficient amount of oxidants are generated to meet treatment requirements • Treatment only during intake • Neutralisation only during discharge, if applicable

Benefits: • Meeting all compliance criteria • Optimized real-life power consumption • No treatment during de-ballast, no impact on cargo operation • Powerful oxidant generated with a rapid decay time.

No neutralization required during normal operation reducing Opex • Best in class filtration technology, effective self- cleaning recovery avoiding filter clogging and system downtime • Efficient hydrogen management system, ensuring safe operation

Confidential – This document is for the use of the intended recipient only and should not be copied or distributed to any other person

OceanSaver is a leading global provider of class-approved, high capacity and technologically advanced ballast water treatment system. Our BWTS delivers high-performance filtration, flexible system installation, and is a reliable and streamlined solution for retrofit and newbuilding projects.

Established in 2003 as one of the world’s first companies dedicated exclusively to the provision of reliable and technologically superior BWT solutions, OceanSaver has delivered major contracts in its core shipping segments, medium to largesized vessels in tankers with P/R & submerged ballast pumps, bulkers and LNG/ LPG carriers. Thus propelling its position as a major global supplier of innovative technology and equipment for critical ballast water treatment applications.

Headquartered in Drammen, Norway, we have local offices in Busan, Korea and Shanghai, China with local staff from strong marine background in order to provide full spectrum of assistance to shipowners and yards, from technical support, engineering to project delivery, service and commissioning.

The OceanSaver MKII BWT system holds IMOD2 type approval from DNV-GL on behalf of the Norwegian Maritime Directorate and received USCGAMS acceptance in 2013. OceanSaver has also commenced the USCG type approval landbased and shipboard test and progressing positively according to the schedule.

MKII BWT system is a fully automated system, and consists of filtration and 1 % side stream electrodialysis technology.

The system treats ballast water on uptake exclusively. During de-ballasting, system is bypassed In the treatment mode, ballast water is taken onboard via the vessels sea chest(s) and ballast pump(s) and filtered immediately after entering the treatment loop. The filter screens have a 40 μm mesh removing organisms and particles of size above 40 μm. Automatic back flushing of the filter ensures clean filter screens and allows uninterrupted operation. Further, a disinfectant is

62

NAFS JULY 2015

generated in an electrodialytic cell by consuming approx. 1% of the total flow of ballast water to be treated. Due to APT and heater solution, there are no operations restrictions in cold water and/or low salinity water.

OceanSaver understands retrofit. We have unparalleled experience and competence in design, engineering and project execution of retrofit projects. Together with our partners we can provide the complete package: from initial concept studies, financial package to system commissioning, and everything in between.

For retrofits, OceanSaver recommends to initiate the project and release the contract approx. 8-12 months prior to installation in order for owners to have sufficient time to carry out the necessary work.

We estimate following schedule for a retrofit project: • BWTS contract release: 8-12 months prior to installation • 3D scanning/onboard survey- : approx. 1-2- week after ship visit • Lay out proposal/Concept design: approx. 4 weeks • Detailed design & engineering incl. update drawings for class approval- Approx. 6-8 weeks • Class Approval: currently approx. 6 weeks - 6 months • Pre-fabrication after detailed design completion: approx. 4-6 weeks • Installation- approx. 2-3 weeks without riding crew- reduced docking time with riding crew • Commissioning: 2 weeks OceanSaver understands the technical and installation challenges. We can assist owners in their discussions with design companies, class and/or installation yards to ensure successful completion of the project.

For the safe-harbour retrofit solution, talk with us.

OceanSaver AS, Hans Kiaers gate 1 D, NO-3041 Drammen, Norway, www.oceanSaver.com, Tel. Nr: +47 32 88 25 00 Local representative: Alpha Marine Engineering, Athens, Greece, Tel. Nr:++30-210- 89 43 220

Market News

New reactor for Alfa Laval PureBallast means opportunities for smaller vessels The proven capabilities of Alfa Laval PureBallast – which include operation in fresh, brackish or marine water and in lowclarity water with just 42% UV transmittance – are now available to significantly smaller vessels. Alfa Laval’s ballast water treatment technology, which was submitted for USCG approval in March 2015, can now be used in systems for flows of 87 m3/h.

A variety of vessel types, including offshore Mr. Stephen Westerling Greer supply vessels, will benefit from the extended PureBallast flow range. The lower capacities are enabled by a new reactor, optimized for system sizes from 170 m3/h down to 87 m3/h. This is a major expansion of the PureBallast family, where a 250 m3/h system was previously the smallest available.

“Lower flow rates will make PureBallast accessible to smaller vessels, whose quality and performance needs mirror the needs of larger vessels,” says Stephen Westerling Greer, Global Business Manager for PureBallast. “In some cases, as in the offshore industry, small vessel needs can be all the more extreme.”

No compromises in design or operation Westerling-Greer points out that no shortcuts have been taken in the design process. “Smaller PureBallast systems will be a full match for their larger counterparts,” he says. “The reactors are built with SMO steel for a long and corrosion-free life, and the power management is equally effective. Performance-enhancing Cleaning In Place is there as well, in a new compact design to meet customers’ need for space savings.”

Nor will smaller vessels need to compromise their business opportunities. Certified for use in fresh, brackish and marine water, PureBallast can also treat liquid water with frigid temperatures or extremely poor quality. In low-clarity water with a UV transmittance of just 42%, PureBallast can still perform at full flow – a feat unmatched by any other system.

“With PureBallast, vessels both large and small can enter more ports than with any other ballast water treatment system,” Westerling Greer says. “Because PureBallast addresses the broadest spectrum of water types and qualities, ship owners and operators will be able to optimize their risk management. They can be confident of compliance with the local port requirements while ballasting and deballasting efficiently.”

64

NAFS JULY 2015

Alfa Laval appointed preferred supplier of ballast water treatment systems by MSC Alfa Laval – a world leader in heat transfer, centrifugal separation and fluid handling – has been appointed the preferred supplier of ballast water treatment systems by the Mediterranean Shipping Company (MSC). The agreement is expected to generate orders worth approximately SEK 230 million until July 2016. Some SEK 125 million worth of orders are anticipated to be booked this year.

Under the agreement the Alfa Laval PureBallast systems, developed in cooperation with Wallenius Water, will be retrofitted on MSC’s container vessels.

“This is an exciting opportunity to further strengthen our relationship with a leading company in the marine industry,” says Lars Renström, President and CEO of the Alfa Laval Group. “It is also a clear sign that the retrofit market is starting to open up.”

The “International Convention for the Control and Management of Ship’s Ballast Water & Sediments” will enter into force one year after being ratified by 30 states, representing 35 percent of the world’s tonnage. Today 44 states have ratified, representing 32.86 percent of the world’s tonnage.

Market News

A decade later, Alfa Laval PureBallast is still at the innovation forefront A decade has passed since Alfa Laval PureBallast first took to sea as a full-scale pilot, yet the ballast water treatment system continues to stand for innovation. With its unique combination of capabilities – including operation in fresh, brackish or marine water and in low-clarity water with just 42% UV transmittance – PureBallast is a system against which others are benchmarked.

When Alfa Laval launched PureBallast commercially in 2006, it was into a market full of uncertainty. Little was clear about the real-world challenges of meeting the IMO Ballast Water Management Convention, to say nothing of when it would take effect.

Today matters are different, with the IMO legislation nearing implementation and the USCG Ballast Water Discharge Standard already in effect.

As more treatment systems are negotiated and installed, questions about working principles are giving way to complex questions of operating and business flexibility. Alfa Laval PureBallast remains at the forefront, with a capability range unmatched by any other system.

“The story of PureBallast is one of uncompromising innovation,” says Stephen Westerling Greer, Global Business Manager for the system. “Alfa Laval has faced the obstacles without resorting to shortcuts, and that policy is proving its worth as the market toughens.”

From protecting the environment to protecting business During PureBallast’s early development, Alfa Laval’s target was to meet the IMO legislation without interference in vessel operations. When the first system achieved this by an excellent margin, the focus shifted entirely to vessels’ practical requirements. Already by the second generation, Alfa Laval was offering explosion-proof systems and making dramatic strides in energy efficiency.

Though the principles remain the same, PureBallast today boasts major advances in space usage, power management and breadth of capacity. Moreover, the PureBallast team has widened its focus from vessel requirements to business needs.

“Neither the operations on board nor the vessel’s area of operations should be affected,” says Westerling Greer of his team’s mindset. “The choice of ballast water treatment system should not be the major constraint on a vessel’s potential business or resale value.”

Performance in any waters As Westerling Greer points out, PureBallast offers its owners exceptional freedom of movement. The system handles water in liquid form at frigid temperatures, and since January 2015 it has been certified for all water types: fresh, brackish and marine. “Three-water certification is important, and not only for those trafficking the Baltic or the Great Lakes,” Westerling Greer says. “Many ports we think of as brackish are farther from the marine end of the transition zone and closer to fresh water, which means the systems installed should be able to operate with freshwater constraints.”

Even in marine water, PureBallast performs where other systems merely get by. Large PureBallast systems of 1000 m3/h or more, which operate at just 52 kW in most port situations, can be ramped up to 100 kW when needed for harbours with low UV transmittance. The UV treatment in all PureBallast systems, which is already enhanced with AOT (advanced oxidation technology), can also be combined with fine filtration for performance in low-clarity and coastal waters. In this way, water with a UV

transmittance of just 42% can be treated at full flow.

“The numbers are much more than a mathematical exercise,” Westerling Greer explains. “Some of the world’s key trading ports have water with poor transmittance, where the UV transmittance can be at or even below 50%. Other ports have temperatures that tend towards zero, or are essentially freshwater ports. Because water conditions are variable, a system operating at its limits near these parameters will run into difficulties, whereas PureBallast can treat water in all of these situations, providing it is liquid. The vessel’s operations are not compromised, which is an industry benchmark for other systems to be compared against.”

A part of setting the standard All this puts PureBallast firmly at the technical forefront. Meanwhile, the company behind it has been selected as a consultant on several key panels that are developing standards and educating the market about the effectiveness of UV disinfection treatments.

“Our place on these committees is the direct result of Alfa Laval’s pioneering and long-term work with marine biology and UV-based ballast water treatment,” says Westerling Greer.

Developments on multiple fronts Not surprisingly, Alfa Laval submitted a USCG type approval application for PureBallast in March 2015. Yet the approval process is just one of many developments currently underway.

As customers look towards the coming retrofit cycle, Alfa Laval is also expanding its PureBallast offering. Recent upgrades available in PureBallast 3.1 improve the system performance and simplify operation through a new human-machine interface. Retained with the upgrades are the flexibility in installation and a system design that allows the simplest, quickest maintenance of any ballast water treatment system on the market.

In addition, Alfa Laval is introducing a new PureBallast reactor for system sizes from 170 m3/h to 87 m3/h. This is a major expansion from the previous minimum flow of 250 m3/h, which will put PureBallast’s capabilities in the hands of a wide range of smaller vessels.

“As always, we’ve cut no corners in the development process,” says Westerling Greer of the new addition to the PureBallast family. “Smaller PureBallast systems will be a full match for their larger counterparts, with reactor construction in SMO, effective power management and compact, performance-enhancing CIP.” Equal parts innovator and partner Looking ahead, Westerling Greer is convinced of Alfa Laval’s continued role as an innovator. “For a decade, Alfa Laval has been pushing ballast water treatment forward,” he says. “We went through the learning curve early on to develop benchmark systems with a focus on the user’s operational and business needs. Having started as a pioneer, we are now a consultant with a strong role in educating the market.”

In addition, Westerling Greer emphasizes the growing diversity of challenges his company can meet. “Alfa Laval has not only the broadest service footprint, but also Performance Agreements, recommissioning services and other packages that offer peace of mind,” he says. “Still more business support services are currently being piloted with our customers.

As the market moves forward and into the retrofit cycle, ship owners, ship operators and shipyards will find no partner more capable.”

JULY 2015 NAFS

65

Article

DESMI– UV ballast water treatment close to US approval Shipowners have found it increasingly difficult to comply with ballast water treatment regulations in the US. But there’s good news on the horizon thanks to DESMI’s newest UV- based solution

DESMI’s BWTS with filter & UV module in front view.

Ultraviolet radiation (UV), which counters microorganisms by rendering

fewer than ten per millilitre for organisms less than 50 micrometres and

them unable to reproduce, is the preferred method for today’s ballast

greater than or equal to 10 micrometres. At the same time, the regula-

water treatment systems. This robust and reliable technology has been

tions lay out specific demands for a range of particularly undesirable

widely adopted by shipowners required to comply with the IMO’s ballast

microorganisms.

water management regulations.

To comply, shipowners could theoretically choose among a range of

But receiving type approval for UV-based systems to comply with US

technologies, including but not limited to ultrasound, deoxygenation,

rules has been far more difficult. Now, however, smoother waters lie

chemical disinfection and last but not least, ultraviolet radiation. First,

ahead, as Danish manufacturer DESMI A/S expects its own UV solution

however, each treatment methodology and system must be approved

to be one of the first such systems approved.

by the USCG – and that’s where the difficulty starts.

Fast-tracked US regulations

A sense of urgency

regulations aimed at reducing the importation of invasive species into

lent urgency to the USCG’s implementation process. But, like most

US waters, a nuisance whose costs are estimated to run into billions of

regulatory measures, getting everything in place to enforce the new

dollars each year. These new regulations arrived somewhat later than

rules takes time. Meanwhile, many shipowners are today faced with

the corresponding IMO convention, but while the IMO rules have yet to

demands to comply, yet are powerless to do so until a system has been

be ratified, the US equivalent was published and adopted in the same

type-approved.

year.

To deal with this paradox, the USCG has announced a number of

The USCG regulations apply to ships depending on their size and date

Alternate Management Systems (AMS), which provide for temporary

of construction. Essentially, ballast water discharged must contain

acceptance of systems that have already been approved by non- US

fewer than ten 50-micrometre or larger organisms per cubic meter, and

authorities, provided they live up to IMO standards, and can be shown

In April 2012, The United States Coast Guard (USCG) announced

66

NAFS JULY 2015

From the outset, the high costs of invasive microorganisms have

Article

DESMI Ocean Guard was founded in 2009 by three shareholders: A. P. Moller – Maersk A/S, Skjølstrup & Grønborg ApS, DESMI A/S. Today the company is wholly owned by DESMI A/S. DESMI Ocean Guard develops and sells ballast water treatment systems for the removal of living organisms from ships’ ballast water. The company has developed two type approved ballast water treatment systems, OxyCleanTM and RayCleanTM. DESMI Ocean Guard head office is located in Norresundby, Denmark. by the USCG to be at least as effective as a ballast water exchange

for global certification – and we were keen to be at the forefront of any

procedure. Such systems, however, are only a stop-gap measure.

such development.”

Wanted: Dead or alive?

Following its hunch, DESMI became a first-mover, developing test plans with DNV, the classification society appointed by the USCG to

At the heart of the problem is the fact that, while the US regulations

perform type testing. Earlier this year, all testing had been successfully

require organisms discharged to be “dead, rendered harmless or

concluded, and documentation was completed, allowing DESMI to file

removed”, the ETV test protocol, which the US rules incorporate by

its application for type approval in the US.

reference, only specify a test method to detect if organisms are dead or

“Now it’s a just a matter of time,” says Rasmus Folsø, confident that

alive. The protocol does not include any means to detect if organisms

USCG approval for his company’s UV solution – and a clear strategy for

have otherwise been “rendered harmless”. And UV does exactly this by

shipowners seeking compliancy – is just over the horizon.

destroying their capability of reproducing. So currently approved tests for evaluating the effectiveness of ballast water treatment systems give a resounding thumbs down to UV results.

Of course, the USCG isn’t oblivious to the advantages of UV-based systems. So in 2013, it initiated a workgroup to address the problem.

Key to the activities of the group has been the development of the Most Probable Number (MPN) testing methodology, which involves taking samples of discharged water and examining them for organism population growth over a period of days or weeks. Clearly, sterile organisms will eventually die out altogether. The MPN methodology itself is nothing new, having been used for testing drinking water over the past few decades.

DESMI’s strategy

Intra Mare is representative for DESMI Ocean Guard Ballast Water Treatment Systems in Greece.

Intra Mare has been working closely with DESMI for more than 10 years, successfully promoting DESMI pumps and pumping solutions incl. OptiSaveTM Automation solutions.

Turnkey services for Ballast Water Treatment System are being managed by Intra Mare with the concept of one source business solution.

This means Intra Mare sales engineers will conduct all necessary actions to follow up on client’s needs and will be always a central communication point with the maker. At same time, for retrofit projects, Intra Mare can offer clients a pre-survey, feasibility study for Ballast Water

Rasmus Folsø, CEO of DESMI Ocean Guard, a company within the

Treatment installation, typically by the use of 3D scanning. Afterwards,

DESMI group, explains his strategy for achieving type approval:

one full technical & commercial proposal including all necessary engi-

“Since we started on the IMO path in 2009, we have developed systems with a valid IMO certification in all salinities. Knowing how important the US is to many of our customers, when we started the testing of our RayCleanTM system, we were fortunate we took the decision to achieve both IMO and Coast Guard approvals. We expected, in fact, that the USCG regulations may eventually become the gold standard

neering services, modifications, etc. will be received prior to a Ballast Water Treatment installation.

You can address any relevant enquires for offer or/and for pre-survey services to sales@intramare.gr JULY 2015 NAFS

67

Interview

Konstantinos Stampedakis The BWTS industry is quite mature

Do you believe that BWTS is a strong headache for the shipping industry or not?

KS: As very new products/ projects can be a headache to every industry. With regards to Ballast Water Treatment System, is the same. However with more than 11 years from the announcement of the convention, with 57 IMO Type Approved BWMS, with a couple of thousands installations so far, I would dare to claim that the BWTS is not a new issue. On top of this, considering the rigorous testing procedures, the huge Research and Development investments by big players in the marine equipment industry, the headache can be eliminated. Of course there are or will be cases where the choice, installation and operation of a BWTS can be a headache. Good research prior the choice of the vendor, identification of the actual needs of each vessel or fleet and good planning can be the key issues for a successful and trouble free BWTS installation and operation.

Konstantinos Stampedakis

Managing Director ERMA FIRST ESK ERMA FIRST is a rather new entity which is backed up with the 40 year experience of Environmental Protection Engineering SA. The company comprises of a group of talented, motivated, with highly expertise engineers, scientists and marketing personnel. This group has managed to design a simple, reliable, innovative BWTS based on applied Research and Development.

Our belief in our product along with our dedication to it and our customers are the key advantages of ERMA FIRST BWTS

68

NAFS JULY 2015

What is your word of advice to shipowners who are considering a retrofit as possible solution?

Could you pls give as pros, cons and limitations regarding BWTS retrofit installations?

KS: As per current regulatory status the installation and operation of a BWTS is inevitable till 2020. Even today early movers, despite the foggy USCG TA issue can be benefited. The free choice of the BWTS vendor of their preference is one major benefit. The installation of the preferred ship yard is another one.

But the most important is the training of the crew and the experience gained by the technical department from the installation of equipment which is not yet obligatory. Having installed a BWTS today gives the flexibility to the crew to be familiarized with the operation and procedures that derive from the convention without though being penalized in cases something went wrong. Of course the competitive capital cost for purchasing and installing a BWTS is still an incentive. Nevertheless we cannot ignore the concerns of the shipping community, specially driven from the lack of USCG TA BWTS. We recognize this risk and we communicate it openly with all of our existing or potential customers. Choosing a trusted BWTS vendor, which has already initiated the USCG TA process, or even better has completed part of the testing, secures the receipt of the certificate. Moreover choosing widely known and mature technology is another suggestion to the ship owners .ERMA FIRST is among the few BWTS vendors which has already initiated the USCG TA in co- operation with National Scientific Foundation (NSF), the first and only Indented Laboratory (IL) within the US. The company has completed successfully all the pre- certification tests using electrolysis, a widely used mature technology.

There are shipowners who are worried about crew training as BWTS are concerned. What is your opinion about this issue?

KS: Crew training is a key issue for the years to come. The installation and operation of a new system affecting a traditional vessel operation, such as the ballasting/ de- ballasting, raises several training issues. Firstly the mentality of crew should change, then the crew and the office should be educated on the new documentation/ certification/ book keeping requirements of the convention. Last but not least the familiarization of the crew with the specific technology installed on board of the vessel will follow. ERMA FIRST, as an innovative vendor and taking advantage of its location, in Piraeus, has already developed a three levels training of its customers. The first level, with duration 4-5 hours, takes place in our premises during the shop test of each BWTS. During this session the participants are getting familiarized with the convention requirements, the new ballasting and de- ballasting procedures and how these should be done via the BWTS. Then they are getting familiarized with the specific vessel control and automation and at last they have the chance to operate the control logic of the BWTS and inspect the actual complements of their BWTS prior its dispatch. The second training session takes place on board the vessel during the commissioning/ delivery of the BWTS. At this session, with a duration of 2-4 hours, the crew has the chance to operate the BWTS and go through all the alarms and recovery drills. The last session, the 3rd, takes place after the delivery of the BWTS at the office of the shipping company. The purpose of this recap session is to present to the technical and operation department of the vessel the actual installation and operational requirements of a specific vessel. On top of this ERMA FIRST prepares a new ‘Training Center’ at its premises at Schisto Industrial Park, where every existing or potential customers will be able to experience all of the above in real operating conditions. Meaning that they will be able to operate an ERMA FIRST BWTS in real without being on their vessel.

Interview

Based on your experience ,pls illustrate your sense about the challenges ahead regarding BWTS. What are the potential changes that may occur in the future?

KS: As mentioned earlier, the BWTS industry is quite mature. Therefore I don’t expect major changes either technological or regulatory. The only change I am expecting is in some technologies which are almost using a ‘magic wand’ for treating the ballast water. We have already seen a few companies either to withdraw their technologies or proceed with severe upgrades. This phenomenon is expected increase with the USCG TA process.

Please give the company profile of Erma. What is your key of the success which makes your system better than your competitors?

Could you pls give us a full technical presentation of your system?

KS: ERMA FIRST is a rather new entity which is backed up with the 40 year experience of Environmental Protection Engineering SA. The company comprises of a group of talented, motivated, with highly expertise engineers, scientists and marketing personnel. This group has managed to design a simple, reliable, innovative BWTS based on applied Research and Development. Our highly educated marketing team in co-operation with our designers and scientists provides practical solutions on several engineering challenges derived from the installation of ERMA FIRST BWTS and reliable information on the convention development and requirements. Our belief in our product along with our dedication to it and our customers are the key advantages of ERMA FIRST BWTS. Of course the technology itself has unique advantages to our competitors, but the people are those who truly make the difference.

The simple process, automation and control of our full flow electrolytic BWTS is one of the key technological advantages. Then the extreme sediment removal of our hydrocyclones along with its zero maintenance cost makes the ERMA FIRST BWTS unique. The reliable and robust sintered type automatic back washing filters used at ERMA FIRST BWTS FIT is another advantage of the FIT generation. But the most important advantage of all is ERMA FIRST’s electrolytic cell. This has been carefully designed for producing adequate free chlorine even at fresh and cold water, down to 0.9 PSU and 3o C. It’s power consumption still remains among the lowest in the market.

BWTS 300

ERMA FIRST Technology Description

ERMA FIRST offers two different systems, ERMA FIRST BWTS and ERMA FIRST BWTS FIT. Both of them are based on one way treatment, full flow electrolysis but two different separation/ filtration devises are used.

ERMA FIRST BWTS

During ballasting, the vessel’s ballast pump is delivering sea water to the pre-filter, where sediments and particles larger than 200microns are retained. Then, ballast water passes from the hydrocyclones, where particles larger than 10 microns are separated using the centrifugal force effect.

After the above process, ballast water, free from particles and sediment, enters the electrolytic cell, where specially coated electrodes are producing low concentration free chlorine for the disinfection of the ballast water from micro-organisms.

The product of this process flows to the ballast tanks so that the residual oxidants disinfect any harmful organisms taken onboard.

During de-ballasting, the pre-filtering equipment, hydrocyclones and electrolytic cells are by-passed and only neutralization of the total residual chlorine is performed by adding aqueous sodium bisulfite solution to the treated ballast water through a dosing pump.

ERMA FIRST BWTS FIT

ERMA FIRST BWTS FIT EC1000

ERMA FIRST BWTS FIT is an advanced modular system that was developed to exceed all the special installation requirements either for New Building vessels or especially any retrofit project. Covering an extensive capacity range from 50 to 3000m3/hr, ERMA FIRST FIT is an ideal solution for all types of ships. The major components of the system are a high-end backwash filter and an electrolytic cell with outstanding performance under the most demanding conditions. During ballasting, the upcoming water goes through the filter where particles and organisms larger than 40μm will be removed and drained back to the sea. The filtered water will then enter to the Electrolytic Cell, where the active substance is produced, by applying low voltage direct current, to a certain concentration adequate to disinfect all the living organisms in the ballast water. For the de-ballasting of the vessel there is no need to use the system; It is completely by-passed and the water can be discharged directly overboard, after neutralization where applicable, with considerable gains in energy saving for the operators/managers of the vessel.

Using an active substance that is produced by the method of electrolysis, any danger for re-growth of microorganisms is eliminated.

ERMA FIRST BWTS FIT BS300T FILTER

JULY 2015 NAFS

69

Case Study

PPG Protective and Marine Coatings SIGMA ECOFLEET 690 is a ground-breaking antifouling product Attributed to Sijmen Visser, Global Marketing Manager Marine, PPG Protective and Marine Coatings

The marine industry faces a range of constantly changing commercial and environmental challenges. PPG develops products within its own research facilities and has local production facilities close to centres of demand which allows the company to maintain a competitive advantage when it comes to fulfilling the needs of the market, with new product R&D programmes based on direct customer feedback and anticipating future trends.

PPG launched SIGMA ECOFLEET 690 in 2014. SIGMA ECOFLEET 690 is a ground-breaking antifouling product designed to deliver excellent self-polishing antifouling for extremely hostile fouling conditions. Ideally suited to the economic challenges of the maintenance and repair market, the coating provides outstanding fouling control for service periods of up to 60 months.

According to Sijmen Visser, Global Marketing Manager Marine, PPG Protective and Marine Coatings, the SIGMA ECOFLEET 690 antifouling delivers proven, reliable performance in highly aggressive conditions on a wide range of vessel types including tankers, supply vessels and slow steamers.

Visser says: “Because it is easy to apply at high-film builds, the SIGMA ECOFLEET 690 antifouling increases productivity and along with extended fouling control periods, reduces overall maintenance costs. Pipe-laying vessels in particular suffer from intense fouling pressures resulting from the operational profile at low speeds. Such vessels require specific antifouling

70

NAFS JULY 2015

formulations that can cope with the most destructive fouling levels.”

Allseas Group S.A. chose the SIGMA ECOFLEET 690 antifouling for its vessel Allseas Solitaire. Allseas’ Solitaire is the largest pipe-laying vessel in the world, capable of installing hundreds of kilometres of pipeline in a single year, achieving pipe-laying speeds in excess of 9 km (5.6 miles) per day.

Visser says that the decision by Allseas was based on that fact that the product offers a number of clear advantages over similar antifoulings in terms of its effectiveness as a faster polishing Visser says: “The SIGMA ECOFLEET 690 coating produces constant, high-activity antifouling performance for vessels such as the Solitaire and is both resilient and reliable, and able to cope with the most intense fouling conditions.”

“In the case of the Solitaire, the entire underwater hull was coated with the SIGMA ECOFLEET 690 product, which delivered superb fouling-free performance with extended fouling control periods, resulting in reduced maintenance and greater profitability.”

“Allseas can now be confident that the Solitaire has one of the market’s leading solutions for combating fouling species, wherever in the world it operates.”

Such has been the success of the SIGMA ECOFLEET 690 product that it has become the antifouling of choice for coastal- and low-activity vessels, and now sets the industry standard for high-film build with 70% volume solids.

CRUISE CONTROL

SIGMAGLIDE® 1290 Fouling release coating Marine customers stay ahead of regulations with PPG’s fouling release solution that improves the vessels’ functionality while reducing the environmental impact. SIGMAGLIDE 1290 has a biocide-free formulation that produces a smooth finish from the start and high activity fouling release for ongoing fuel savings.

Based on a breakthrough technology SIGMAGLIDE 1290 has a 100% pure silicone binder system that: • Eliminates slime • Regenerates the surface • Delivers immediate fuel savings consistently throughout service Follow the leader. Visit ppgpmc.com to learn more about PPG’s marine coatings.

Scan to learn more

The PPG logo is a registered trademark and Bringing innovation to the surface. is a trademark of PPG Industries Ohio, Inc. SIGMAGLIDE is a registered trademark of PPG Coatings Nederland B.V.

Market News

ABB turbochargers improve engine efficiency of world’s largest container ships ABB Turbocharging improves engine performance on record- breaking container ships

ABB has designed turbochargers powering the largest ships in the world. First came the China Shipping Container Lines (CSCL) Globe with capacity of 19,100 TEU completing its maiden voyage in February 2015. This was followed by the Mediterranean Shipping Company (MSC) Oscar at 19,224 TEU. Both have engines incorporating ABBdesigned turbochargers and are each the first of a series of vessels to launch in the coming months also featuring turbochargers designed by ABB. The largest vessels of any type in service, the

CSCL Globe and MSC Oscar are the only container ships in operation with capacity of over 19,000 TEU. In addition to their design, which allows this record-breaking cargo capacity, they host the largest engines on any ship. This advanced engine technology, coupled with ABB high efficiency turbochargers improves engine efficiency, lowers fuel consumption and cuts emissions.

The turbochargers designed by ABB, and fitted under license by Hyundai Heavy Industries (HHI) on both vessels, have a very positive effect on fuel consumption, a key issue for such large ships which also face the challenge of lowering emissions.

Each ship is equipped with MAN diesel engines.

The Globe is fitted with three ABB A185-L turbochargers, while The MSC Oscar features ABB 180-L turbochargers. In addition the auxiliary engines on both were designed by ABB, fitted under

license by HHI. These two ships are also the first of a series that will feature the same engine and turbocharger configuration.

“Container vessels have almost doubled in capacity over the last five years, with the cost of fuel ensuring that increased engine efficiency will remain a high priority for owners and operators. Our A100-L series of turbochargers was developed based on extensive feedback from marine industry customers. Meeting the specific requirements of ships of this size, they feature technology widely proven on the smallest to largest two-stroke marine diesel engines including reduced fuel consumption and compliance with IMO Tier I, Tier II and Tier III limits and NOx emissions.

“We are very pleased that ABB plays a role in powering both of these huge vessels, with even larger ships following closely behind.” said Arie Smits, Senior General Manager, ABB Turbocharging, Switzerland.

With a global network of marine service centers and a comprehensive offering of marine systems and solutions that meet high safety and environmental requirements, ABB delivers reliability, power and productivity to marine customers all over the world.

Leveraging Innovation to Lead 152nd Meeting of the Classification Society ABS hosted its Annual Meeting in New York on 28 April 2015.

In 2014, ABS delivered stellar growth highlighted by innovation and milestone technical achievements, taking on industry challenges, investing in research and development and laying the groundwork for defining the future of Class.

ABS Chairman, President and CEO Christopher J. Wiernicki said, “2014 was a year of firsts and excellence in performance for ABS. We achieved the goals we set for ourselves and secured the largest orderbook share in gross tons by focusing on quality, operational excellence in service delivery and targeted investment.”

In 2014, the ABS-classed fleet grew by more than 7 percent year-on-year to 221 million gross tons (gt). ABS captured more than 31 percent of the liquefied natural gas (LNG) carrier orderbook and 23 percent of the very large LPG carriers on order.

Crude tankers continued to represent the largest amount of tonnage within the ABS-classed fleet.

In 2014, the total increased by nearly 4 million gt

72

NAFS JULY 2015

to over 77 million gt, which equates to over 1,300 vessels. Total tonnage in bulk carriers increased to 46 million gt, with 351 bulk carriers representing over 20 million gt on order to ABS class.

In the offshore market, ABS was active in both the global shallow-water and deepwater market sectors building on its strong relationships with shipyards, suppliers, operators and drilling contractors.

The organization maintained its leading class share for mobile offshore drilling units (MODUs) and floating production installations and once again classed the majority of the world’s jack-ups for the calendar year. ABS held a 56 percent share in both the drillship and semisubmersible sectors at year-end and closed out 2014 with 45 percent of the offshore production units in operation.

In the area of Port State Control, the ABS-classed fleet maintained its strong performance track record, consistently in the top tier of the major Port State Regimes on a global composite basis.

The ABS technology portfolio continued to drive innovation in areas such as icephobic nanostructured coatings and surfaces to support Arctic operations and computational fluid dynamics to help shipyards and designers improve efficiency and environmental performance. Offshore research efforts were directed to improving jack-up safety, working with operators on dual-gradient and managed pressure drilling technologies, and assisting innovative designers that are developing innovative solutions to offshore exploration and production challenges. As we are helping owners and operators navigate the changes of today, we are laying the foundation for our vision for Class of the Future. Wiernicki noted, “ABS is proactively defining this new reality by evolving service delivery and the survey experience. Our vision for “FutureClass” will be characterized as more condition-based, continuous and risk-driven.” We know advancing predictive, data-driven analytics is essential to accompanying the industry into the future.

nafs March 2014

51

Market News

HSA-ALBA Alfa Laval PureSOx water cleaning MEETING process now patented

Τη Δευτέρα 6 Απριλίου 2015 το Hellenic Shipbrokers Association υποδέχθηκε στην Αίθουσα Ομιλιών του, 32 σπουδαστές του μεταπτυχιακού προγράμματος MSc in International Shipping and Finance του ALBA Graduate Business School at The American College of Greece και του Βρετανικού Πανεπιστημίου του Reading. Ο Πρόεδρος του HSA κ. Ιωάννης Κοτζιάς και ο επί κεφαλής της Επιτροπής Επιμόρφωσης κ. Νίκος Πενθερουδάκης παρουσίασαν την ιστορία και σημασία του HSA, την ενεργή συμμετοχή του στα τεκταινόμενα στην Ελληνική Ναυτιλία, την προσπάθειά του για τη μετάδοση της πρακτικής εμπειρίας και των γνώσεων των ναυτιλιακών παραγόντων, και την επιρροή των μελών του στη διαμόρφωση του διεθνούς ναυτιλιακού περιβάλλοντος. Εστιάζοντας κυρίως σε πραγματικές εμπειρίες τους, χρησιμοποιώντας διαφάνειες και μέσω της διαλεκτικής μεθόδου, ανέδειξαν τον πρωταγωνιστικό και κυριαρχικό, ως ένα βαθμό, ρόλο της Ελλάδας στην παγκόσμια ναυτιλία. Οι σπουδαστές του μεταπτυχιακού προγράμματος είχαν την ευκαιρία να γνωρίσουν τη δραστηριότητα των Ελλήνων Μεσιτών Ναυλώσεων και Αγοραπωλησιών Πλοίων, και να εισαχθούν στις βασικές αρχές λειτουργίας τους.

74

NAFS JULY 2015

Mr. Rene Diks

Alfa Laval PureSOx is a front-runner among marine SOx scrubber systems, which allow the continued use of HFO while meeting the emission limits for operation in ECAs. Now with the enforcement in Emission Control Areas (ECAs) in place, the ability to deliver compliant systems is even higher. The technology in the Alfa Laval PureSOx H2O water cleaning unit allows this.

The PureSOx H2O water cleaning unit is a specialized example of an Alfa Laval core technology: the high-speed centrifugal separator. Developed over the course of several years, it removes the soot from the circulation water in closed-loop mode. The unit is completely unaffected by pitch and roll, which sets it apart from other cleaning systems on the market. It has a footprint of just 6 m2 and a modular construction based on three flexibly placed skids.

A process for cleaning scrubber water with highspeed centrifugal separator technology as part of Alfa Laval´s PureSOx exhaust gas cleaning system has now been patented. The patented technology is of the utmost importance to secure compliance in either hybrid or closed loop mode. Especially examples in Belgium and Germany where ports don’t allow open loop scrubbers, require a system with this specialized technology.

Η ΤΕΧΝΙΚΗ ΠΡΟΣΤΑΣΙΑΣ ΠΕΡΙΒΑΛΛΟΝΤΟΣ Χορηγός του συνεδρίου ESPO 2015 Η ΤΕΧΝΙΚΗ ΠΡΟΣΤΑΣΙΑΣ ΠΕΡΙΒΑΛΛΟΝΤΟΣ (ΤΠΠ) συμμετείχε ως χορηγός στο 12ο ετήσιο Συνέδριο του Οργανισμού Ευρωπαϊκών Λιμένων (European Sea Ports Conference 2015), το οποίο πραγματοποιήθηκε στις 21 με 22 Μαΐου στον συνεδριακό χώρο κεντρικού ξενοδοχείου της Αθήνας με την συμμετοχή 300 συνέδρων και εκπροσώπων όλων των λιμανιών της Ευρώπης. Το συνέδριο διοργανώθηκε για πρώτη φορά στην Ελλάδα από τον Οργανισμό Ευρωπαϊκών Λιμένων (ESPO) και τον ΟΛΠ Α.Ε., με κύριο θέμα «No ports, no energy. No energy, no ports», έχοντας ως στόχο την στρατηγική θέση των λιμανιών στην παροχή ενέργειας. Η ΤΠΠ στηρίζει έμπρακτα αξιόλογες πρωτοβουλίες και δράσεις που δημιουργούν τις προϋποθέσεις για μια βιώσιμη ναυτιλία και λιμενική βιομηχανία, πάντα με σεβασμό στην κοινωνία και το περιβάλλον. Υπηρετώντας επάξια εδώ και τέσσερις δεκαετίες τις θάλασσες μας, η ΤΠΠ επικροτεί την υιοθέτηση πολιτικών και αναπτυξιακών μοντέλων που αναβαθμίζουν τον ρόλο των λιμανιών της Ελλάδας και της Ευρώπης ως πυλώνες αειφόρου ανάπτυξης, δημιουργώντας θέσεις

εργασίας και προοπτικές για οικονομική άνθιση και ευημερία.

Λίγα Λόγια για την ΤΕΧΝΙΚΗ ΠΡΟΣΤΑΣΙΑΣ ΠΕΡΙΒΑΛΛΟΝΤΟΣ Η ΤΠΠ ιδρύθηκε το 1977 και σήμερα αποτελεί μια από τις κορυφαίες εταιρείες παροχής ολοκληρωμένων υπηρεσιών για την προστασία του θαλάσσιου και βιομηχανικού περιβάλλοντος σε διεθνές επίπεδο. Η ΤΠΠ παρέχει ένα ευρύ φάσμα υπηρεσιών μεταξύ των οποίων αντιμετώπιση ρυπάνσεων από πετρελαιοειδή και επικίνδυνες ουσίες, απάντληση καυσίμων από πλοία, μεταφορά φορτίου από πλοίο σε πλοίο, διάλυση πλοίων, ανέλκυση ναυαγίων, διαχείριση κατεστραμμένων φορτίων, αποξήλωση αμιάντου σε πλοία, επεξεργασία επικίνδυνων αποβλήτων, εκπόνηση Σχεδίων Αντιμετώπισης Έκτακτων Περιστατικών Ρύπανσης, διενέργεια εκπαιδευτικών ασκήσεων κ.α. Παράλληλα η ΤΠΠ σχεδιάζει, παράγει και εμπορεύεται προϊόντα υψηλών προδιαγραφών για την ναυτιλία. Με έμφαση στην ποιότητα και την καινοτομία, από την ίδρυσή της η ΤΠΠ κατέχει ηγετική θέση στον τομέα της προστασίας του θαλάσσιου περιβάλλοντος, δημιουργώντας μακροχρόνιες συνεργασίες και σχέσεις εμπιστοσύνης.

AP_Marine_210x280-2014:AP_Marine_210x280-2014 05/05/14 10:07 Page1

We support innovative solutions to improve energy efficiency and reduce emissions For more information, please contact: Bureau Veritas Hellas A.E. 23, Etolikou Str. - 185 45 PIRAEUS Tel: +30 (210) 40 63 000 Fax: +30 (210) 40 63 063 Email: grc_lpr@gr.bureauveritas.com Visit us on: www.bureauveritas.com - www.veristar.com - www.bureauveritas.gr

Move Forward with Confidence

Market News

Hempel celebrates 100 years and 2000 jobs Recognising Greece as the world’s largest shipping market, Hempel chose Athens to kick off the Group’s centenary celebrations and invited customers from Greece, Bulgaria, Cyprus and Romania to a party in the Acropolis Museum on Saturday 9 May. Hempel has had a permanent presence in Greece since 1952 as Hempel Hellas General Manager, Keld Laursen explains: “For 63 out of the 100 years we have had our feet on the ground in Piraeus and Athens and we are very proud of this.

We could think of no better way to celebrate Hempel’s centenary than with our friends in Greece.” Hempel’s Group President and CEO Pierre-Yves Jullien expanded: “It is fitting – and a real pleasure - that the first significant centenary event is here in Athens. Over 100 years the Group has changed significantly in size, in geographical coverage (we serve our customers in 110 countries today) and has expanded into new sectors such as protective and decorative coatings. In terms of earnings, we are in the top tier of our sector.

But the marine paints business is where we started and is firmly embedded in our DNA and Greece is the biggest shipping nation in the world! He went on to say: “I would like to sincerely thank our customers, because without you we never would have been able to create 2000 jobs over the last ten years, giving a chance to these people to prove their value and to be proud of their achievements. And without you we never would have been able to contribute significantly to the education of 40,000 children in the poorest countries in the world, giving them a chance to have a decent life and to keep their dignity”. Pioneer Jørgen Christian Hempel founded leading world-wide marine coatings manufacturer Hempel in Denmark in 1915. An entrepreneur with a vision to protect man-made structures from corrosion and fouling, he created a company truly driven by innovation that fully embraces modern science and technology. Today, Hempel is one of the fastest growing coatings companies worldwide and leads protective and antifouling technology. The company delivered a record net profit of EUR 71 million in 2014.

76

NAFS JULY 2015

Hempel Team

Christian Ottosen, Group Marine Marketing Director and Jesper Bodkjer, Group Vice President, Hempel Europe

Meet the team that’s exploring tomorrow’s fuels Here’s to today’s explorers.

The visionaries behind GMFT2030 can see the future of fuel demand, and share their vision with the rest of us.

Lloyd’s Register and University College London are proud to share our findings on the future marine fuel mix to 2030, so that today we can all negotiate a rapidly changing future.

Find out what we’ve discovered so far:

Dimitris Argyros Lloyd’s Register Project manager for GMFT2030 Dr Tristan Smith Lecturer at UCL Energy Institute

www.lr.org/gmft2030

Working together for a safer world Lloyd’s Register and variants of it are trading names of Lloyd’s Register Group Limited, its subsidiaries and affiliates. Copyright © Lloyd’s Register Group Limited 2014. A member of the Lloyd’s Register group.

CD3532_LR_Marine_Advertising_Press_Ads_A4_AW.indd 1

08/05/2014 14:00:39

Market News

POSEIDON MED partners hold Technical Workshop to make a point on the progress of the project and map the way ahead

- Poseidon Med technical workshop on LNG vessels as fuel installations was held at the Lloyd’s Register (LR) premises in Piraeus last week.

Partners from Greece, Cyprus and Italy, including shipping companies, ports, authorities, designers and engine manufacturers gathered to discuss on technology and requirements to render the adoption of LNG as marine fuel safe, feasible and sustainable. For the first time, regional stakeholders had the chance to express their views on issues like Simultaneous Operations (SIMOPS), engines retrofits, quantity and quality while an update on technology and the framework including the status of the IGF Code and Risk assessment

methodology were discussed in detail in an open consultation session.

The project technical activity leaders, Hellenic Lloyd’s (LR), EPE/ HelenGi, NAP and Oceanfinance had the chance to provide an update of the work currently in progress and the roadmap to completion until the end of 2015. On the 2nd day of the meeting Minoan Lines and Superfast Ferries, partners to the project, took part in two vessel specific technical workshops. These comprised two pilot cases, a passenger ferry serving the Adriatic Lines and a passenger ferry serving the Crete lines. The technical scope had been to carry out a conceptual risk assessment of the proposed retrofit arrangements exploring also compliance with the current status of the IGF code.

Mr. Linas Technical Director of Minoan Lines, commented ‘This has been a very fruitful meeting revealing that retrofitting to LNG will not be an impossible exercise if the right environmental and financial incentives are present.’

Mr. Stamboulelis, New Projects and Development Director of Attica Group, maintained that ‘ As IGF is on the verge of adoption it seems we will have a more clear picture on LNG fuel technical

requirements. This meeting was very beneficial in unveiling prospective issues and giving us a better insight of ship design problems which will have to be resolved.”

The two day workshop was facilitated by two experts in the field, Dr.Paul Davies, LR Technical Manager for LNG & Alternative Fuels in Southampton, UK and Mr. Marco Nardo, Senior Specialist in Engineering Systems at LR Trieste Technical Support Office Italy. Both shared their extensive experience which stems from involvement in major projects like the Viking Grace and the recent F.A. Gaulthier, first ever LNG fuelled passenger ferry built by Fincantieri.

Next ‘Rendez-vous’ was arranged for mid-June when the technical workshop on port and bunkering operations is scheduled.

POSEIDON MED is the first Cross European Border project which aims to introduce LNG as the main fuel for the shipping industry and develop a sufficient infrastructure network for a bunkering value chain. It focuses in the eastern Mediterranean region with five Member States (Cyprus, Greece, Italy, Croatia and Slovenia) involved.

CCS Awards World’s First SCR IMO Tier III Approval in Principle MAN Diesel & Turbo reaches historical IMO Tier III milestone for entire four-stroke engine portfolio At an awards ceremony held on 15 April, 2015 at the PrimeServ Academy in Shanghai, MAN Diesel & Turbo SE was awarded approval in principle for its SCR system for the entire medium-speed engine portfolio fulfilling IMO Tier III regulations by the China Classification Society (CCS). Testing took place on an MAN 8L21/31 auxiliary engine with an integrated SCR system but the certificate applies to the entire medium-speed engine portfolio . The MAN-built engine is bound for a DFDS Seaways Ro-Ro vessel, the ‘Petunia Seaways’.

The ceremony was attended by major ship owner companies and licensees.

78

NAFS JULY 2015

Goetz Kassing, Chairman and Head of MDT China, received the certificate on behalf of MAN Diesel & Turbo from Sun Feng, Vice President of CCS. “This certificate represents an important milestone in our collaboration with CCS and is of utmost importance in providing a complete IMO Tier III package solution to our customers,” said Dr. Daniel Struckmeier – Head of Emission 2016 – Senior Project Manager, MAN Diesel & Turbo. “This milestone is one of three agreed major steps in a long-term relationship with CCS. The first step has been accomplished after issuance of the first IMO Tier III EIAPP certificate for the 21/31 engine group in February this year. Today’s award finalised the second step, which includes the certification of the MAN Diesel & Turbo-SCR modelling tool, covering the MAN Diesel & Turbo engine portfolio from 5L16/24 to

18V48/60. From today on, every customer can profit from the easy and effective way of IMO TIER III certification for all MDT four-stroke engines. The final step, planned for autumn of this year, will incorporate the issuance of a general approval of our entire engine portfolio based on the afore-mentioned MAN Diesel & Turbo SCR modelling tool.”

In December 2013, MAN Diesel & Turbo signed a Framework Agreement with CCS for Technical Cooperation during Marintec China.

Both parties have since strengthened their cooperation in the fields of ship technology, ship-type research & development and market cooperation.

“We are glad to present the first Tier III Certificate to MAN. Based on the good cooperation, we can provide a better service for the marine and shipbuilding industry,” said Sun Feng after the ceremony.

Monitoring of liquids is in safe hands

Are you looking for complete solutions for monitoring of liquids onboard all kinds of ships? KROHNE Marine has the answer.

Through more than 50 years in marine business, KROHNE Marine has gained extensive knowledge regarding high quality products for demanding ship operators and yards. Our systems have been installed on all kinds of vessels, from the smallest product tankers to the most complex chemical tankers and VLCCs. CARGOMASTER® – Complete solution for tank monitoring and alarming, including system software adapted to individual vessel applications, engineering, drawings, documentation and commissioning EcoMATE® – System to monitor and report fuel consumption and/or bunkering KROHNE Marine – The marine industry is our world.

Please see our website for more information.

Market News

RINA Services acquires QIC QIC (www.qicinc.com) is a leading testing, inspection and certification (“TIC”) company serving major and independent operators as well as manufacturers in the energy industry. The Company provides highly trained and experienced quality field inspectors, consultants, engineers and specialists to deliver customers mission-critical, quality surveillance and ensure asset integrity. Founded in 1990, and headquartered in Houston, Texas, the Company has expanded its presence globally with locations in Louisiana, the United Kingdom, Singapore and Malaysia. Existing QIC management will continue to lead the Company’s operations as part of the RINA group of companies.

QIC will maintain its brand and operate as a RINA group company. The acquisition reflects RINA’s strategy of growing by acquiring high quality companies with complementary expertise and access to new markets, among which U.S. holds a great potential for the Italy-based expanding company.

At the same time, QIC will be able to widen the range of services offered to its clients and expand into areas where RINA is already strong as a certification and classification society.

“QIC is a well-established TIC company with a strong, blue-chip customer base of operators and manufacturers operating globally with expertise that complements that of RINA,” said Stefano Socci, General Manager Americas, RINA Services. “The RINA and QIC combination will allow us to more rapidly expand our presence in the global offshore and subsea markets.”

80

NAFS JULY 2015

33η Γενική Συνέλευση των Μελών της HELMEPA

Η 33η Τακτική Γενική Συνέλευση των Μελών της ΗELMEPΑ φιλοξενήθηκε από την εταιρεία μέλος DANAOS SHIPPING στον Πειραιά, την 29 Απριλίου 2015. Η Συνέλευση διεξήχθη υπό τον Πρόεδρο της HELMEPA, Δρα Ι. Κούστα και με Γραμματείς την κα Μ. Χριστοπούλου από τη NEDA MARITIME AGENCY CO. LTD. και τον κ. Μ. Φραγκιά από την S. LIVANOS - HELLAS S.A. Ο Γενικός Διευθυντής, κ. Δ. Κ. Μητσάτσος παρουσίασε τα πεπραγμένα του Διοικητικού Συμβουλίου κατά το 2014, τα οποία η Συνέλευση ενέκρινε ομόφωνα. Επίσης ομόφωνα ενέκρινε η Συνέλευση την οικονομική κατάσταση που παρουσίασαν οι Ελεγκτές Moore Stephens και απάλλαξε το Συμβούλιο και τους Ελεγκτές από κάθε διαχειριστική ευθύνη για το 2014. Η Συνέλευση ενέκρινε στη συνέχεια τροποποιήσεις στο Καταστατικό της Ένωσης με τις οποίες δίνεται δικαίωμα ψήφου και εκπροσώπησης στη Γενική Συνέλευση σε όλες τις πλοιοκτήτριες εταιρείες ελληνόκτητων πλοίων ενώ δημιουργείται νέα κατηγορία μελών για πλοιοκτήτριες εταιρείες πλοίων χωρητικότητας 500 - 5.000 κ.ο.χ. με ετήσια εισφορά €500. Ο Πρόεδρος της Ένωσης Εφοπλιστών Ναυτιλίας Μικρών Αποστάσεων (Ε.Ε.Ν.Μ.Α.) κ. Χ. Σημαντώνης, που ήταν παρών, ευχαρίστησε τη HELMEPA για τη δυνατότητα που δίνει στη ναυτιλία μικρότερων αποστάσεων να συμμετάσχει στην εθελοντική πρωτοβουλία για την προστασία των θαλασσών και ανέφερε ότι αναμένεται άμεσα να εγγραφούν μέλη στη HELMEPA, 15 εταιρείες αλλά και πλοία από την Ε.Ε.Ν.Μ.Α. Μετά από πρόταση του Επίτιμου Μέλους κ. Σπ. Μαυρίκη και του Προέδρου Δρα Ι. Κούστα, η Συνέλευση αποφάσισε τη δημιουργία ακόμη μιας νέας κατηγορίας μελών “Partner Members”, η οποία θα περιλαμβάνει P&I Clubs, Ναυπηγεία, Νηογνώμονες και άλλους οργανισμούς, η εισφορά των οποίων θα καθορίζεται ετησίως. Το λόγο πήρε στη συνέχεια, το Ιδρυτικό Μέλος κ. Γ. Φουστάνος, αναφέροντας ότι προτίθεται να αφιερώσει ειδικό κεφάλαιο για την ιστορία της HELMEPA στο διαδικτυακό μουσείο για την Ελληνική Ναυτιλία “Greek Shipping Miracle”, που έχει δημιουργήσει.

Ακόμη, τη Συνέλευση χαιρέτισε ο Διευθυντής του εταιρικού μέλους Green Award Foundation, Mr. J. Fransen, ο οποίος εξήρε το έργο της Ένωσης τονίζοντας τη σημασία της προστασίας των θαλασσών για όλους. Ο κ. Ε. Γείτονας, Πρόεδρος και Διευθύνων Σύμβουλος του εταιρικού μέλους Εκπαιδευτήρια Γείτονα, λαμβάνοντας το λόγο, ανέφερε συγκεκριμένα προγράμματα που εκτελούν με μαθητές και γονείς και πρότεινε να εντάξουν σ’ αυτά θέματα προστασίας του θαλάσσιου περιβάλλοντος σε συνεργασία με τη HELMEPA. Τέλος, σύντομο χαιρετισμό απηύθυνε ο κ. Γ. Τσαβλίρης, Πρόεδρος των CYMEPA και INTERMEPA. Κλείνοντας, ο Πρόεδρος ανακοίνωσε τη χορηγία του ποσού των €200.000 από το εταιρικό μέλος DNV GL προς τη HELMEPA για την αγορά Προσομοιωτή Γέφυρας, ο οποίος θα εγκατασταθεί στα γραφεία της Ένωσης, με στόχο τον εμπλουτισμό των εθελοντικών επιμορφωτικών προγραμμάτων και την αναβάθμιση του επιπέδου υπηρεσιών που αυτή παρέχει στα μέλη της.

Customer Training PrimeServ Academy Piraeus

Marine Engines & Systems Power Plants Turbomachinery After Sales MAN Diesel & Turbo Piraeus offers training seminars on the latest developments and upgrade technology for MAN products - contributing to excellent performance of your staff. Training courses for ME-C and MC-C engines, GenSets and Turbochargers are offered on a frequent basis, tailor-made to the daily needs of the marine industry. Our experience matches the requirements of the shipping community and helps end-users to perform the optimum operation and maintenance of MAN and MAN B&W equipment. Book your course now!

Find out more at www.mandieselturbo.com Visit also our MAN Diesel & Turbo Hellas website http://gr.dieselturbo.man.eu

MAN Diesel & Turbo Hellas Ltd. (PrimeServ Academy Piraeus) 89, Akti Miaouli, 185 38 Piraeus, Greece. Phone +30 210 45 87 900

Market News

Lloyd’s Register to class 3,600 teu container ships for Maersk Line Lloyd’s Register (LR) recently signed a significant contract with COSCO Zhoushan Shipyard in China for the classification of seven new 3,600 teu container ships. Owned by Maersk Line, the vessels will be built to Danish Flag and have a length of 200 meters and a

breadth of 35.2 meters.

The ships will be built according to LR’s Rules and Regulations and will have Ice Class 1A (Finnish-Swedish ice class) and delivery is planned to take place from April to November 2017. The design company is OMT (Odense Maritime Technology).

This is the first time in the shipyard’s eleven year history that it will build container ships and the project gives LR opportunity to continue the long and successful co-operation with the shipyard.

The order is the first step in Maersk Line’s

recently announced investment programme. LR has worked intensively with Maersk over the past 16 months on this new construction project. The team has provided support in ECA compliance options, specification reviews and support during the contract negotiations with the shipyard.

Morten A. Jensen, Marine Client Manager, LR in Copenhagen, commented: “Lloyd’s

Register is excited to be part of this project and it confirms the good relationship between Maersk Line and the business development department in the Copenhagen office. The location of LR’s office in the vicinity of Maersk’s headquarters was a significant advantage and our ability to respond quickly was greatly appreciated by the client.”

“The key to a successful project is to have excellent communication lines between Yard, Designer, Owner and, not least, Class. It is vital that all stakeholders have the required transparency in all processes affecting the quality of the vessel and certainly also the critical parts of the schedule. We have previously enjoyed such levels of co-operation with LR, and shall be looking forward to once again working together with them,” said Head of Newbuilding at Maersk Line, Michael Heimann.

Qingchen Sun, Marketing Manager for LR Eastern China added: “We are very pleased that COSCO

Zhoushan, in conjunction with owners, has chosen LR and we are looking forward to working closely together on this important project.”

IMAGE: CGI of the container ship design, courtesy of OMT

Dual-Fuel L35/44DF Four-Stroke Engine Moves towards Market Entry At an official event in Augsburg representatives from all major classification societies awarded type approval to MAN Diesel & Turbo’s L35/44DF engine. The engine showed a perfect performance and is now certified for GenSet and Controllable Pitch Propeller (CPP) operation all over the world. Lasting from March 30 to April 2 this has been the longest type approval test (TAT) MAN has run so far. Within the shipping industry, all new engines require type approval before installation on board a ship. Class certificates are valid for 5-7 years. The first L35/44DF’s FAT (Factory Acceptance Test) will take place at MAN Diesel & Turbo’s Frederikshavn, Denmark facility in May, for which the Type Approval Test in Augsburg is a prerequisite.

Members of the partaking 10 classification societies were impressed by the engine’s performance.

“The 35/44DF showed a spotless overall performance without any unplanned quick changes over from Gas to Diesel during operation or any of the

82

NAFS JULY 2015

type approval tests”, sums up Dr. Günter Heider, Senior Manager at MAN Diesel & Turbo and Head of Test & Validation Four- Stroke Diesel & Gas Engines. “Among the features that were specifically appreciated and praised by the association members were the quick changes over from gas to diesel mode at 100% load, the restriction-free gas load performance at an overload of 110% and the engine’s logic and clear modular design.”

Type approval tests The entire TAT process involves a series of thorough running tests along with the detailed study of all documentation, sketches and calculations relevant to proceedings.

There are three main test blocks: 1)Extreme Conditions Test This tests the engine with minimal oil pressure and max temperature at 110% performance, a cyclic loading operation over the course of 40 hours and 1-hour full-torque test at 87% of the nominal

speed with a shutdown by engine overspeed, all to stress the engine and its components as much as possible. The engine is opened up afterwards and its parts checked by the classification societies.

2) Emergency Operation Here, the engine needs to perform in non-supercharged conditions (suction engine). This test block usually takes 1-2 days with just one or two classification societies present as observers.

3) Type Approval Test This demonstrates an engine’s ability to perform under different, defined engine loads and covers the engine’s ability to switch smoothly from diesel to gas operation and back. The engine´s Alarm & Safety System is also tested to proof compliance with MAN’s Safety Concept for Marine DF Engines. In addition an Integration Test has to be performed to show the engine’s reliability in the event of the control system partly or completely failing.

Market News

EUROPEAN TUGOWNERS ASSOCIATION Annual Meeting Athens 13 – 15 MAY 2015 Hosted by TSAVLIRIS SALVAGE Hosted by its member Alexander G. Tsavliris & Sons Maritime Co the European Tugowners Association gathered in Athens for its highly attended 52nd Annual Meeting.

The programme included a meeting of the Supervisory Committee, the Annual General Meeting of Members, a Conference and a Social Day. The Supervisory Committee and the Annual General Meeting of Members noted and reconfirmed with satisfaction the recent incorporation of ETA as a non-profit organisation under Belgian Statutory Law and its registration in Brussels acquiring legal personality forthwith.

Matters brought forward by the Board of Directors were the successful outcome of the European Shipping Week in Brussels in March 2015 upon initiative of ECSA, to which ETA contributed actively in its capacity of member of the Steering Committee.

The Chairman, Mr Peter Vierstraete, General Manager of Smit Northwest Europe, underlined the importance of this event in bringing the paramount role of Shipping to the forefront of the European authorities’ attention.

Secretary General Mr Hugo Callens further illustrated the Chairman’s positive reflection by mentioning the visit to the port of Antwerp, organised in cooperation with EMPA, the dock pilots of BRABO and the Port of Antwerp, offering a platform to introduce the ETA Guidelines for Safe Towage Operations, drafted and published by the Nautical Technical Committee and presented

by Cpt Yves Beeckman.

Much consideration was given by the Members to the progress of the legislative process on the European Commission’s proposed Draft Regulation on market access to port services and transparency in port finances.

The members, who hitherto had concluded to rejection of the Draft, noted with satisfaction that the Rapporteur and the Commissioner of Transport seemed to realise that limitation of the scope of the market access chapter to only a limited number of port services, such as towage and mooring, while leaving out cargo handling, passenger services, dredging and partly, pilotage, illustrated the obsolete and disproportioned character of relevant provisions.

Mr Fleckenstein’ publicly defended opinion that Chapter II of the Draft covering market access should be drastically revisited by taking out all port services instead of only a selection of them was noted with great interest by ETA members.

The members elected Mr Mario Mizzi, CEO of Tug Malta as their new chairman in succession to Mr Vierstraete and Mr Leendert Muller from Dutch member Multraship to the position of Deputy Chairman. Both will serve on the Board of Directors for the next year.

Mr Ioannis Theotokas, Secretary General from the Greek Ministry of Economy, Infrastructure, Maritime Affairs and Tourism opened the conference that ensued immediately after the AGM. The President of the International Propeller Club (Port of Piraeus) Mr George Xiradakis was the first of four guest speakers invited to speak at the conference, this year having the theme “Towage in a Global Shipping Context”.

The speaker enlightened the participating audience with how shipping and maritime affairs in general, thanks to the geo-morphosis of the Islands, evolved to become one of the most sustainable pillars of the Greek Economy placing the country as a respectable leader in the shipping world.

Mr Yiorgos Anomeritis, Chairman and Managing Director of the Piraeus Port Authority gave an expose of the valued importance of the Piraeus Port.

Mr Steve Dougal of Century Marine, shipbroker and Associate Member of ETA, portrayed the evolution of the interoperability between harbour tugs and offshore towage.

Lastly Mr Roger Clasquin from the Port of Rotterdam International wrapped up the conference by tackling the subject of the Evolution of Ports as Business Partner, Blending Public Duty with Business Development.

The programme spanning over three days attracted the record participation of members and associated members, many of whom accompanied by partners and guests who were charmed by the beauty of the surrounding mountains, captivated by the tradition and cultural of ancient Greece and fascinated by the breeze of the Aegean sea against which setting meetings and conference were organised.

84

NAFS JULY 2015

MARITIME

PUT THE FUTURE OF YOUR FLEET IN SAFE HANDS As your classification partner, our extensive maritime expertise, technical knowledge and regulatory foresight will help to ensure that your fleet meets the demands of the future. Our aim is safety, compliance and optimal operational performance throughout the lifetime of your

vessels, benefitting your business and the maritime industry as a whole. With DNV GL your fleet is in safe hands.

Can you afford anything else?

Learn more at dnvgl.com/maritime

Market News

Alfa Laval and RCL close deals for four PureSOx scrubbers, including an inline The Alfa Laval PureSOx exhaust gas cleaning system is gaining ground in the cruise ship market. Following a lengthy selection and qualification process, four PureSOx scrubbers have been ordered by Royal Caribbean Cruises Ltd (RCL).

Three of these will be PureSOx 2.0 systems as presented at SMM 2014, while the fourth will be the first test inline version of PureSOx. Alfa Laval’s deliveries to RCL will extend over the summer of 2015.

The PureSOx systems will be installed as retrofits aboard four Royal Caribbean International ships: three of the Freedom Class and one of the Voyager Class. Freedom of the Seas, Independence of the Seas and Liberty of the Seas will each receive a hybrid scrubber with multiple inlets, while Adventure of the Seas will receive an inline hybrid with one main engine connected.

The contract for the Freedom Class vessels was signed in Q4 2014.

“SOx scrubber systems are part of our commitment to meeting or exceeding important environmental standards, as they allow compliance even where low-sulphur fuels have limited availability,” says Harri Kulovaara, Executive Vice President, Maritime at RCL. “We chose Alfa Laval and PureSOx on the basis of strong references, a strong technical platform and a strong willingness to cooperate in implementing the technology on our vessels.”

“RCL is a highly capable partner with a strong interest in seeing marine scrubber technology move forward,” says René Diks, Manager Marketing & Sales, Exhaust Gas Cleaning at Alfa Laval. “Our collaboration on both the standard and inline PureSOx installations has been valuable for both parties.”

Systematic cooperation to ensure success

RCL, like many in the cruise industry, has an outspoken goal of reducing environmental impact. Scrubber technology fits neatly with this ambition, yet its implementation on cruise ships can be more difficult than on other vessels. The unique cruise ship construction poses challenges in meeting space and stability limitations.

For the RCL vessels, the process of meeting those challenges was a demanding year-long journey involving dedicated project teams from both RCL and Alfa Laval. A detailed and initially difficult Technology Qualification Process (TQP) was conducted, in which the two parties, sometimes supported by external integrators, discussed the technical requirements in depth. Uncertainties and concerns were identified, evaluated and carefully addressed.

“There is immense complexity in a retrofit of this size aboard a cruise ship,” says Kevin Douglas, Vice President, Technical Projects and Newbuild at RCL. “To ensure the right solution and the smoothest possible implementation, we needed a thorough, open and systematic dialogue. Alfa Laval has worked closely and vigorously with us to merge their system knowledge with our expertise in cruise ship installations. As a result, we have confidence the strong partnership will deliver results.”

Flexibility in installation and operation

Despite the daunting issues of space and weight on a cruise ship, the

86

NAFS JULY 2015

standard U-shaped configuration of PureSOx 2.0 could be successfully incorporated into all three of RCL’s Freedom Class vessels. “This is a flexible configuration that reduces installation cost by allowing multiple engines to be connected,” says Diks. “Space for the scrubber itself was found behind the existing funnel, in front of the rock-climbing wall. The water cleaning unit and circulation tanks, which are necessary for hybrid operation, will be located high up and on the same deck, which will avoid the need for an additional booster pump.”

Hybrid operation, which offers both closed-loop and open-loop modes, was particularly important for the RCL vessels. Since their routes will take them into US coastal waters, the vessels will be subject to US VGP legislation, which sets discharge criteria that are even stricter than those of IMO. “Our cruise ships will naturally use seawater in open-loop mode whenever this is feasible,” says Douglas. “However, their area of operations will require a closed-loop mode with reliable water cleaning. This is where Alfa Laval’s separation expertise comes into play.”

The first inline version of PureSOx

The PureSOx installation aboard Adventure of the Seas will also be a hybrid system. However, the design of this Voyager Class vessel posed additional constraints. Because the space available was even less and the stability issues even greater than aboard the Freedom Class vessels, RCL was open to finding an alternative configuration.

Adventure of the Seas will thus be the first vessel to install an inline version of PureSOx, which has been under development at the Alfa Laval Test & Training Centre in Aalborg, Denmark.

“Inline scrubber configurations will be attractive or even necessary for many cruise ships and RoPax vessels, which is why inline development has been a high priority for Alfa Laval,” says Jens Peter Hansen, Alfa Laval R&D Manager. “The analysis and trials at our new test centre have focused on ensuring a safe water trap and minimizing material stresses in the inline design, because the scrubber is cooled and heated with every start and stop. We were pleased to involve RCL, whose valuable insights and installation expertise have contributed to the final design, and we look forward to following up on this first inline installation.”

“We were very interested in working with Alfa Laval on the inline version of PureSOx, because it addresses the unique challenges of cruise ship building,” Douglas concurs. “We are keen to see scrubber technology develop, especially in this direction.”

Accommodating cruise industry needs

With the selection and technical negotiations at an end, Alfa Laval is now well established in exhaust gas cleaning for the cruise ship market. The four-vessel commitment from RCL doubles the number of cruise ship orders in the PureSOx portfolio.

“The cruise industry, with its environmental profile and unique technical considerations, places high demands on a SOx scrubber,” Diks says. “Alfa Laval PureSOx provides a great deal of flexibility in meeting those demands, and will offer even more flexibility when the inline version is officially launched.”

nafs March 2014

55

Market News

Η πολιτική των ΗΠΑ σχετικά με πλοία ξένης σημαίας ην Τρίτη 19 Μαΐου 2015, η εταιρεία-Μέλος Chandris (Hellas) Inc. φιλοξένησε στο ξενοδοχείο Metropolitan μια ακόμη πρωτοβουλία της συνεργασίας HELMEPA - Αμερικανικής Ακτοφυλακής (USCG). Περισσότεροι από 140 εκπρόσωποι ναυτιλιακών εταιρειών παρακολούθησαν μια εκτενή περιγραφή της πολιτικής που αφορά πλοία ξένης σημαίας στις ΗΠΑ. Ομιλητής ήταν ο Rear Admiral Paul F. Thomas, Assistant Commandant for Prevention Policy της USCG, υπεύθυνος των τομέων Επιθεωρήσεων και Συμμόρφωσης, Συστημάτων Θαλάσσιων Μεταφορών και Εμπορικών Κανονισμών και Προτύπων και εξειδικευμένος σε θέματα ασφάλειας-security. Παρουσιάζοντας τον Αμερικανό φιλοξενούμενο, ο Πρόεδρος Δρ Ιωάννης Κούστας, αναφέρθηκε στη συνεργασία HELMEPA-USCG, που συμβάλλει διαχρονικά στην αλληλοκατανόηση, τον ουσιαστικό διάλογο αλλά και τη συνειδητή εφαρμογή των απαιτήσεων περιβαλλοντικής προστασίας και ασφάλειας από τα μέλη της HELMEPA όταν βρίσκονται στην περιοχή ευθύνης της Αμερικανικής Ακτοφυλακής. Ο Αμερικανός προσκεκλημένος αρχίζοντας την ομιλία του αναφέρθηκε στην ευθύνη της Ακτοφυλακής να διαμορφώνει και να εξελίσσει το κανονιστικό και εφαρμοστικό πλαίσιο ελέγχου εμπορικών πλοίων στις περιοχές της αρμοδιότητάς της. Βασική προσπάθειά της είναι να εξισορροπεί τρεις κυρίαρχες και συχνά αντίρροπες τάσεις της σύγχρονης ναυτιλίας, την αύξηση μεταφορικής ικανότητας, τη μείωση του περιβαλλοντικού αποτυπώματος και τη διαρκώς αυξανόμενη πολυπλοκότητα. Συνεχίζοντας, ο Ναύαρχος Thomas παρουσίασε τα πιο πρόσφατα στοιχεία των επιθεωρήσεων πλοίων ξένης σημαίας στις ΗΠΑ, κάνοντας ειδική μνεία στο πρόγραμμα Qualship 21. Ανέπτυξε κύριες εξελίξεις κανονισμών όπως για την εφαρμογή του ορίου 0,1% περιεκτικότητας καυσίμων σε θείο στην ECA Βορείου Αμερικής από την αρχή του 2015, το θαλάσσιο έρμα, την ενεργειακή απόδοση, την ασφάλεια ηλεκτρονικών δικτύωνCyber Security και τη χρήση LNG ως καυσίμου, που ενίσχυσαν το ενδιαφέρον όπως έδειξε το πλήθος των ερωτήσεων και οι συζητήσεις που ακολούθησαν. Ο Πρόεδρος της HELMEPA ευχαρίστησε το Ναύαρχο Thomas επιδίδοντάς του το θυρεό της Ένωσης. Η εκδήλωση έκλεισε με δεξίωση που παρέθεσε η Chandris (Hellas) Inc.

88

NAFS JULY 2015

REMI ERIKSEN appointed new group CEO at DNVGL

The Board of Directors of DNV GL Group has appointed Remi Eriksen as the company’s new Group President & CEO. He is succeeding Henrik O. Madsen, who is retiring on 1 August.

Since October 2014, the Board of Directors has undertaken an extensive executive search and selection process to find and appoint the new DNV GL Group President & CEO, due to the planned retirement of the current Group President & CEO Henrik O. Madsen. Candidates from many countries, both inside and outside of the organization, and both men and women, have been reviewed.

Leif-Arne Langøy, Chairman of the Board of DNV GL Group says; “On behalf of the Board, I am very pleased to announce that Remi Eriksen has accepted the position as DNV GL’s new Group President & CEO. Eriksen has a solid track-record in leading positions within the company for two decades. He has gained extensive international experience in the oil & gas, maritime, and renewable energy industries, and has led our operations in Asia, Europe and the Americas. His success in these positions led him to his current role as DNV GL Group Chief Operating Officer. In addition to his strong performance in managing the integration of DNV and GL, Eriksen has deep knowledge of our core markets and key industry technologies. Not least, he has displayed an acknowledged ability to foresee industry challenges and drive responsive solutions.”

“I am also glad that after a thorough executive search and selection process, the best candidate is found among our own people. This will ensure the continuity of the company’s values, culture and strategic direction. I really look forward to working with Remi Eriksen in the next phase of DNV GL’s development,” says Langøy.

Remi Eriksen says, “I am very humble and

thankful for the opportunity to lead this company I have worked for the past 22 years.”

“We now see challenging market developments in both the maritime and oil & gas industries. DNV GL will not remain unaffected, but I have strong confidence in our ability to constantly improve and develop our services. Even in tough markets, there will be a need for expert advice and services that can help improve efficiency, qualify new cost-effective technologies, and that can help drive standardization of specifications and work processes – just to mention a few examples. In the energy sector and the business assurance market, I expect positive development in the next few years,” says Eriksen.

“I believe the future will be characterized by a very complex and fast-changing world and a period of slower global growth. However, the world economy is still on track to more than double in size over the next 40 years. I see a future where trusted independent parties are increasingly needed to enable safe and responsible business performance and sustainable value chains. In this context, DNV GL’s innovation capabilities, as well as our role as a standard setter and driver of joint industry collaborations, will be an increasingly relevant strength. It will be important for me that we continue our investments in people, R&D and innovation to develop new thinking, insights and solutions to the benefit of our customers and society,” Eriksen explains. “As Henrik O. Madsen is retiring after more than 30 years of service with us, the last 9 years as Group President & CEO, I want to sincerely thank him for his commitment and extraordinary achievements in heading the company towards the world-leading positions we are in today,” says Chairman Langøy.

Images of Remi Eriksen (left) and Leif-Arne Langøy

Market News

Update on “Shipping 2020”: DNV GL sees hybrid propulsion and connectivity as emerging trends

C

With 2020 in sight, DNV GL looked at the lessons to be learned from the update to the classification society’s “Shipping 2020” report which was published in 2012. Now, three years later, hybrid propulsion systems and connected ship solutions are emerging technologies that are gaining ground faster than expected, outlined Tor E. Svensen, CEO DNV GL – Maritime, at the opening day of Nor-Shipping in Oslo.

“While operational efficiency and emissions reductions are the main motivators behind these developments, the update shows that the future fuel mix will be much more diverse,” Svensen said. LNG as a ship fuel was one of the standouts from the last report, but due to continuing high investment costs and slower development of infrastructure the prediction of up to 1,000 LNG-fuelled vessels by 2020 will most likely not be met. However, as more bunkering options come in place, growth could accelerate.

Scrubbers, on the other hand, were seen as a regulatory compliance option that would not be a significant option until after 2020 and the introduction of tighter global restrictions on sulphur. Today, the scrubber market is developing faster than expected, with more than 200 confirmed projects.

The rise of hybrid vessels was unanticipated in the original “Shipping 2020” report, Svensen noted. But the substantial drop in battery prices and improved energy storage capacity means that hybrid systems are now becoming a real option for the shipping industry. They are best suited for vessels with large variations in power demand, coastal trades and operations within emission control areas.

The technology was also becoming applicable for some deep-sea shipping segments, for example in crane operations, he explained. Pilot projects indicate that hybrid technology is robust and leads to fuel savings of 15 per cent for an offshore vessel. A hybrid engine system allows the

90

NAFS JULY 2015

ship to operate at its most efficient point, regardless of power requirement or load. “Currently, there are already 33 hybrid vessels in operation or on order, and looking ahead it is possible this number will top 100 by 2020,” Svensen said.

Global high-speed internet coverage, increased computing power and Big Data solutions turn the vision of the connected ship into reality.

Svensen expects that the spread of these technologies will enable the shipping industry to intensify its focus on enhancing operational efficiency. “By bringing together and analysing both data from on-board monitoring systems and from external sources, a comprehensive insight is gained of voyage, engine and hull performance”, he said. “Voyage management based on shipboard sensors and AIS data, for example, can help to determine the optimal speed in all conditions and thereby reduce fuel bills.”

While enhanced safety through sensors and automation on board is another advantage of connected ships, the robustness and reliability of software dependent systems has to be assured. Applying Integrated Software Dependent Systems (ISDS) standards and verifying reliability through Hardware-in-the-loop (HIL) testing is therefore growing in importance. “Originally used for mobile offshore drilling units, we expect that ISDS standards and HIL testing will play a greater role for shipping in the near future – at first in some of the offshore vessel segments as well as for large passenger ships,” Svensen said.

Alongside these opportunities new threats are present: “As ships become more connected, they could fall victim to cyber attacks,” he warned. To mitigate risks, Svensen recommended the development of guidelines and standards together with cybersecurity audits to improve systems protection.

The original “Shipping 2020” report had generated a great deal of interest and fostered discussion throughout the industry, Svensen concluded.

“The update once again aims to review the ‘big picture’. It points out how market conditions and the regulatory framework have influenced technology uptake, and how we expect this to develop as we move towards 2020,” he said.

Caption: At Nor-Shipping Tor E. Svensen, CEO DNV GL – Maritime, identified hybrid propulsion and connectivity as emerging trends in shipping.

M

Y

CM

MY

CY

CMY

K

OUR MISSION To set standards for safe, environmentally secured, global sea transportation of goods and energy, with modern, technically advanced ships, manned and operated by motivated, professional, well-trained seaborne and shore personnel. Focus on

PURSUING EXCELLENCE

THROUGH COMMITMENT

satisfying clients’ demands for the benefit of employees and shareholders, thus fulfilling the Company’s corporate social commitment.

Company’s objectives  To protect all personnel from injuries and damage to health - zero incidents.  To undertake all duties safely and to protect the environment - zero spills.  To maintain the highest technical, operational, health and safety standards for the vessels.  To provide high quality services in order to satisfy customers’ needs.

PRODUCT SHIPPING & TRADING SA Aethrion Center (B54/56), 40, Ag. Konstantinou str.

Maroussi, Hellas, 15124 www.product-shipping.com - admin@product-shipping.com Tel. +30 210 6194100, Fax. +30 210 6194109