NAFS March 2019 by NAFS magazine

ΝΑΥΣ

ΚΩΔ. Γ.Γ 2229

Bimonthly Review for the Shipping Industry February - March 2019 | issue 127

Κωστής Φραγκούλης CEO Franman

Ισχυρό Brand Name Ted Petropoulos

Greek Fleet: Evolutions and dangers in the future

Special Editon

2020, Emissions in Shipping

Γιώργος Ξηραδάκης Ρότα για το Ευρωκοινοβούλιο

127

FEBRUARY - MARCH 2019

CONTENTS

Panos Zachariadis IMO emissions reductions: Will they be real or just a paper exercise?

Καλή επιτυχία στον δικό μας Γιώργο Ξηραδάκη για την Ευρωβουλή

Κωστής Φραγκούλης: CEO Franman

Ισχυρό Brand Name

cover story

Θέλουμε ισχυρή ναυτιλία; Οι νέοι μπροστά, να δείξουν τον δρόμο

Η ναυτιλία στό μέγαρο Μαξίμου

Καλή επιτυχία στον δικό μας Γιώργο Ξηραδάκη για την Ευρωβουλή

The evolution of the Greek fleet and the dangers facing Greek owners in the future

SUNRUI scrubber system presentation at the Yacht Club of Greece

Megatugs Salvage & Towage: A rescue operation of EFE MURAT cargo truck in Bari, Italy

Προβλέψεις Προκοπίου για τον εμπορικό πόλεμο ΗΠΑ - Κίνας

RINA – Global Marine Training Centre

Lng, Ship To Ship Transfer & Bunkering

Maritime Forecast to 2050, DNV GL’s newest research

SPECIAL EDITION, EMISSIONS IN SHIPPING

#say_yes #yes_to_sea_tourism στις 29 Μαΐου 2019

Posidonia Sea Tourism Forum 2019

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

Ανεμολόγιο

Θέλουμε ισχυρή ναυτιλία; Οι νέοι μπροστά, να δείξουν τον δρόμο Γράφει ο Νίκος Κ. Δούκας, Δημοσιογράφος, Μέλος ΕΣΗΕΑ. Σε αυτό το τεύχος, πρόκειται να αναφερθώ σε ένα θέμα, το οποίο προσωπικά πιστεύω είναι μεγίστης σημασίας για τον ναυτιλιακό τομέα, και είναι πιθανότατα ένα θέμα που κανείς δεν έχει θίξει μέχρι σήμερα. Ως εκ τούτου, θα ήθελα να μιλήσω για τους νέους που απασχολούνται στη Ναυτιλία, την επόμενη δηλαδή γενιά επιχειρηματιών, χειριστών, ναυλωτών, χρηματιστών και διαχειριστών, οι οποίοι και αποτελούν τους διαδόχους της κληρονομιάς και των παραδόσεών του κλάδου. Όλοι αρέσκονται να συζητούν για το μέλλον της ναυτιλιακής βιομηχανίας, διαμορφώνοντας θεωρίες και υποθέσεις που βασίζονται στη νέα νομοθεσία και στις οικονομικές διακυμάνσεις των παγκόσμιων αγορών. Αλλά, υπάρχει μέλλον για την Ελληνική Ναυτιλία; Το “Tempora mutantur, nos et mutamur in illis”, ένα από τα πιο δημοφιλή λατινικά αποφθέγματα, μεταφράζεται ως εξής: “Οι καιροί αλλάζουν, αλλάζουμε μαζί τους”. Αυτό το ψήγμα γνώσης και σοφίας επιβεβαιώνεται, αν κανείς κοιτάξει την ιστορία του κόσμου. Ισχύει όμως για τον σύγχρονο ναυτιλιακό τομέα; Το γεγονός ότι οι πεπαλαιωμένοι τρόποι μας εξυπηρετούν, δεν σημαίνει ότι είναι οι καλύτεροι, ούτε ότι θα συνεχίσουν να μας εξυπηρετούν για πάντα. Ρωτώ λοιπόν τους βετεράνους της βιομηχανίας μας: «Αφήνετε τους διαδόχους σας να πάρουν τις δικές τους αποφάσεις; Να επιτύχουν, να κάνουν λάθη ή ακόμα και να αποτύχουν; Τους αφήνετε να διακινδυνεύσουν με τον ίδιο τρόπο που εσείς κάνατε; Μεταδίδετε τη γνώση που έχετε από τις εμπειρίες και τα λάθη σας, έτσι ώστε να έχουν την ευκαιρία να γίνουν πιο επιτυχημένοι από εσάς; Ή τουλάχιστον τόσο ικανοί όσο εσείς; Πολλοί από εσάς θα πείτε “Τί γνωρίζουν οι νέοι για τη ναυτιλία; ”. Αυτή η απάντηση είναι σαν να προσπαθείς να φωτίσεις ένα δωμάτιο ρίχνοντας φως μέσα από αδιαφανείς περσίδες. Αντίθετα, θα πρέπει κανείς να επικεντρωθεί στο ερώτημα: “Τι γνωρίζουν οι νέοι;” Το ευρύτερο φάσμα πληροφοριών και τεχνολογίας μέσα στο οποίο γεννήθηκαν, δίνει στη σύγχρονη νεολαία καλύτερη επίγνωση των μεταβαλλόμενων ρευμάτων και σημαντικό βαθμό διορατικότητας. Αυτή η διορατικότητα, που διέπει αυτή την κατηγορία των νέων, μπορεί να συνοψιστεί σε μία λέξη: Όραμα. Η πείρα χωρίς όραμα αποφέρει το ίδιο αποτέλεσμα με το όραμα χωρίς εμπειρία. Είναι ένας συνδυασμός, που οδηγεί στην επιτυχία. Θα πρέπει οι παλαιότεροι να τους συμβουλεύουν, αλλά ποτέ να διακόπτουν την πορεία τους. Αποφάσισα να ασχοληθώ με αυτό το πολύ σημαντικό θέμα, και

6 NAFS | March 2019

να προκαλέσω μία έντονη συζήτηση, όταν παρακολούθησα μία παρουσίαση, από έναν νεαρό του κλάδου μας, με συμμετέχοντες που ανήκαν στο ευρύ φάσμα της Ναυτιλίας. Το πάθος αυτού του νέου για τη Ναυτιλία και την εξέλιξή της, ήταν εμφανές. Σύντομα χάθηκα σε όλες τις πρωτοποριακές ιδέες και δυνατότητες, που θα μπορούσαν να διαμορφώσουν το μέλλον της Ναυτιλίας, τα σενάρια που προέκυψαν από αλλαγές που πραγματοποιήθηκαν με τη μορφή καινοτόμων λύσεων στα μακροχρόνια προβλήματα, που αντιμετωπίζει η βιομηχανία μας, σε πολλούς τομείς. Ο νεαρός στον οποίο αναφέρομαι δεν είναι άλλος από τον Κωνσταντίνο Σ. Γαλανάκη. Πρόκειται για τον διευθύνοντα σύμβουλο του ομίλου Elvictor, πρώτο υιό του ιδρυτή και προέδρου, Σταύρου Κ. Γαλανάκη. Το 1st Digital Crew Management Forum, το οποίο διοργανώθηκε από τον Όμιλο Elvictor, ήταν ένα φόρουμ, διαφορετικό από άλλα που έχω παρακολουθήσει, το οποίο έφερε έναν νέο, αναζωογονητικό αέρα στα πράγματα. Ένας μακρύς κατάλογος καινοτόμων ιδεών, λύσεων και projects τέθηκε επί τάπητος και όλα αυτά με τη σφραγίδα του ομίλου Elvictor. Η αντίδραση ορισμένων παρευρισκομένων της παλαιάς γενιάς και σχολής σκέψης, πρόδωσε τη μεγάλη τους έκπληξη σε όσα άκουσαν και είδαν. Ήταν σαν τον Προμηθέα, που έδωσε τη φωτιά στους ανθρώπους. Έριξε φως στην άκρη του τούνελ και τους έδειξε τον δρόμο. Όλα όσα παρουσιάστηκαν, επιτεύχθηκαν με το όραμα των νέων και την πείρα του παλαιού. Αυτού του είδους η ωφέλιμη αλλαγή μπορεί να επιτευχθεί, μόνο εάν εκμεταλλευτούμε σωστά τις αναξιοποίητες δυνατότητες που κρύβονται μέσα στη νεολαία μας. Καθώς συλλογίζομαι όλα όσα άκουσα και είδα εκείνη την ημέρα, και έχοντας την ευχαρίστηση να συναντήσω τον Κωνσταντίνο προσωπικά, μπορώ να αποτυπώσω μία ακριβή και ειλικρινή εντύπωση για εκείνον. Νέος, απλός και οραματιστής. Στο πρόσωπό του, είδα τα πρόσωπα όλων όσοι μπορεί να είναι, και ελπίζω ότι θα είναι, οι πρωταγωνιστές και αυτοί που θα διαμορφώσουν ένα καλύτερο μέλλον για τη ναυτιλιακή βιομηχανία. Ένα πράγμα είναι αληθές, και αυτό είναι ότι χωρίς τη νεολαία δεν υπάρχει συνέχεια, καμία νέα ιδέα, καμία εξέλιξη, και δυστυχώς, κανένα μέλλον. Ας οικοδομήσουμε τα θεμέλια για αυτό το μέλλον μαζί τους και όχι παρακάμπτοντάς τους. Ένα ρητό λέει: «Μία κοινωνία γίνεται σπουδαία, όταν οι ηλικιωμένοι φυτεύουν δέντρα στη σκιά των οποίων γνωρίζουν ότι δεν θα καθίσουν ποτέ.» Αντικαταστήστε την κοινωνία με την Ελληνική Ναυτιλιακή Βιομηχανία, και τότε θα προκύψει η συνταγή για το μεγαλείο, που θα εξασφαλίσει την αιώνια υπεροχή μας στον ναυτιλιακό τομέα.

Ίσαλος γραμμή

Η ναυτιλία στό μέγαρο Μαξίμου

ΣΥΝΥΠΟΣΧΕΤΚΟ ΓΙΑ ΜΟΝΙΜΗ ΦΟΡΟΛΟΓΙΑ, ΑΛΛΑ ΚΑΙ ΕΛΛΕΙΨΗ ΣΣΕ ΓΙΑ ΤΗΝ ΠΟΝΤΟΠΟΡΟ ΝΑΥΤΙΛΙΑ Κώστας Δούκας

Δημοσιογράφος, Μέλος ΕΣΗΕΑ, Βραβείο Δημοσιογραφίας Ιδρύματος Μπότση

Κυρίαρχο θέμα στό ἀφήγημα τῆς οἰκονομικῆς ἀνάκαμψης τῆς Ἑλλάδος ἦταν ἡ ἐπίσκεψη τῶν ἐφοπλιστῶν στό μέγαρο Μαξίμου καί ἡ συνάντηση τοῦ προεδρείου τῆς ΕΕΕ μέ τόν πρωθυπουργό κ. Α. Τσίπρα, κατά τήν ὁποία ὑπεγράφη συνυποσχετικό μεταξύ τοῦ ἑλληνικοῦ δημοσίου καί τῶν ἐφοπλιστῶν γιά τήν καταβολή φορολογίας πού ἀντιστοιχεῖ στό 10% τῶν εἰσαγομένων μερισμάτων. Πανηγυρικός χαρακτῆρας δόθηκε στήν συνάντηση αὐτή. Δέν βρίσκεται ὡστόσο μακρυά ἡ ἐποχή, κατά τήν ὁποία οἱ Ἓλληνες ἐφοπλιστές ἐδέχοντο φραστικούς μύδρους ἀπό τόν ἲδιο τόν πρωθυπουργό, εἲκιστα κολακευτικούς γιά τήν τάξη τῶν ἐφοπλιστῶν, παρά τήν σημαντική συνεισφορά τῆς ναυτιλίας στό ΑΕΠ, κάτι πού ἀγνοεῖ ὁ Ἑλληνικός λαός. Ἀλλά καί ἡ νέα οἰκειοθελής συνεισφορά μέ τό ὑπογραφέν συνυποσχετικό πού συνομολόγησαν μέ τό προεδρεῖο τῆς ΕΕΕ ὁ πρωθυπουργός κ. Α. Τσίπρας, ὁ ὑπουργός Οἰκονομικῶν κ. Ε. Τσακαλῶτος καί ὁ ὑπουργός Ἐμπορικῆς Ναυτιλίας κ. Φ. Κουβέλης, παρόντος καί τοῦ ὑφυπουργοῦ παρά τῶ πρωθυπουργῶ κ. Δ. Λιάκου, βάσει τοῦ ὁποίου θά εἰσρέουν 75 ἑκατομμύρια εὐρώ τόν χρόνο στά δημόσια ταμεῖα, ἐπικρίθηκε δριμύτατα ἀπό τήν ἀριστερή πτέρυγα τοῦ ναυτεργατικοῦ συνδικαλισμοῦ, παρά τό γεγονός ὃτι ἡ ἐφοπλιστική εἰσφορά καθίσταται πλέον μόνιμη καί ἀντιστοιχεῖ πρός τό 10% τῶν εἰσαγωμένων μερισμάτων τῶν μελῶν τῆς ΕΕΕ. Ἐνῶ δηλαδή οἱ Ἓλληνες θά μποροῦσαν, βάσει τῆς ὑφισταμένης νομοθεσίας, νά ἒχουν ἀποφύγει ὁποιαδήποτς συνεισφορά, δέχθηκαν οἰκειοθελῶς νά εἰσφέρουν κάθε χρόνο 75 ἑκατομμύρια εὐρώ, πού θά ἀποτελεῖ ἓνα σταθερό ποσοστό ἐπί τῶν ἐτησίων κερδῶν ἀπό τά μερίσματα τῶν ναυτιλιακῶνἐπιχειρήσεων σέ ἑλληνικά καί ἑλληνόκτητα πλοῖα. Βρέξει-χιονίσει δηλαδή, καί ἀνεξάρτητα ἀπό τά σκαμπανεβάσματα τῆς ναυλαγορᾶς, πού δέν βρίσκεται βέβαια τά τελευταία χρόνια στά καλύτερά της, οἱ ἐφοπλιστές θά καταβάλλουν στά δημόσια ταμεῖα 75 ἑκατομμύρια εὐρώ ἐτησίως ἐπί παγίας βάσεως. Τό <στερνή μου γνώση...> ἰσχύει ἀπολύτως γιά τόν πρωθυπουργό, ὁ ὁποῖος χαρακτήριζε τούς Ἓλληνες ἐφοπλιστές ὡς ἀπατεῶνες, φοροφυγάδες κλπ. Τώρα οἱ ἐφοπλιστές δέχθηκαν νά παίξουν τόν ρόλο τῆς...<ἀπομαστευομένης ἀγελάδας>, κάτι πού δέν ἒπραξε καμμία ἂλλη τάξη ἐπχειρηματιῶν, ὃπως π.χ. οἱ βιομήχανοι,

8 NAFS | March 2019

ἀποδεικνύεται ὃτι ἡ ναυτιλία μόνο εἰσφέρει. Οἱ ἐπικριτές τῆς συμφωνίας ὑποστηρίζουν ὃτι διατηρεῖται ἀλώβητο τό συνταγματικά καθιερωμένο καθεστώς τῶν φοροαπαλλαγῶν τῶν ἐφοπλιστῶν, ἐνῶ ἡ ὑποχρεωτική συνεισφορά ἐπί τοῦ τονάζ τῶν έφοπλιστῶν ἀνῆλθε, σύμφωνα μέ ἐπίσημα στοιχεῖα γιά τό 2015, στό χαμηλό ποσό τῶν 17,6 ἑκατομυρίων εὐρώ, ἐνῶ ἡ φορολογία τῶν ναυτεργατῶν ξεπέρασε τό ἲδιο ἒτος τά 57 ἑκατομμύρια εὐρώ. Αὐτή εἶναι ἡ μία ἂποψη τοῦ ζητήματος. Ὡστόσο ἡ ναυτεργατική πλευρά πιστεύει ὃτι αὐτές οἱ ἐντυπωσιακές συμφωνίες ἀποτελοῦν ἓνα ἁπλό παιχνίδι ἐξουσίας. Ἡ κυβέρνηση διευκολύνεται μέ τό συνυποσχετικό νά ὑποστηρίξει τό ἀφήγημά της ὃτι ἡ χώρα βγῆκε ἀπό τά μνημόνια καί ὃτι εἰσέρχεται σέ φάση οἰκονομικῆς ἀνάκαμψης, καθώς ὁ ἐπιχειρηματικός κόσμος στηρίζει τήν οἰκονομία καί τήν προσπάθεια ἐξόδου ἀπό τήν κρίση, ἐνῶ οἱ ἐφοπλιστές ὁριοθετοῦν τήν φορολολογική τους συμβολή, γνωρίζοντες οἱ ἲδιοι ὃτι, ὡς ἐπιχείρηση, οὐδέποτε ἐθίγησαν ἀπό τά μνημόνια καί ὃτι παγίως προσπαθοῦν νά μειώσουν τό κόστος ἐργασίας, ἰσχυριζόμενοι ὃτι, ἂν συμπιεσθοῦν ἀκόμη περισσότερο οἱ μισθοί τῶν κατωτέρων πληρωμάτων, θά στραφοῦν περισσότεροι νέοι στό ναυτικό ἐπάγγελμα. Ἒτσι μέ τίς συνεχεῖς διαπραγματεύσεις, ἒχουν νά ὑπογραφοῦν συλλογικές συμβάσεις ἀπό τό 2010 γιά τήν ποντοπόρο ναυτιλία. Ἡ πραγματικότητα εἶναι ὃτι τό 80% τῆς συνθέσεως πληρωμάτων, οἱ Ἓλληνες ναυτικοί ἀποτελοῦν μόλις τό 20%, ἐνῶ οἱ ὑπόλοιποι εἶναι ἀλλοδαποί, ἀμειβόμενοι μάλιστα μέ μισθούς ILO. Ἒτσι δέν προσέρχονται Ἓλληνες νά ἐπανδρώσουν τά ἑλληνικά πλοῖα μέ μισθό 700 εὐρώ γιά νά βλέπουν...οὐρανό καί θάλασσα. Διότι γιά ἀξιωματικούς γεφύρας καί μηχανῆς δέν γίνεται λόγος, ἀφοῦ εἶναι κυριολεκτικά ἀνύπαρκτοι καί ὑπάρχει εὐρωπαϊκό ἒλλειμμα 150.000 ἀξιωματικῶν. Κάτω ἀπό αὐτές τίς συνθῆκες τό ναυτικό ἐπάγγελμα δέν ἐλκύει τούς νέους, παρά τήν δεινή κρίση ἀνεργίας πού πλήττει τήν χώρα. Ἀκόμη καί στήν ἀκτοπλοΐα ἀσκοῦνται μεγάλες πιέσεις γιά δραστικές μειώσεις μισθῶν μέ βάση τόν νόμο Βαρβιτσιώτη 4150. Αὐτά εἶναι τά πραγματικά προβλήματα τῆς ναυτιλίας καί ὂχι οἱ συναντήσεις ἀνωτάτου ἐπιπέδου στό Μαξίμου. ΚΩΣΤΑΣ ΔΟΥΚΑΣ

ELVICTOR GROUP

We are the 1st Greek Crewing company established in 1977 and 1st Globally approved with ILO MLC (01/06/2010)

Est. since 1977.

42 years and counting of Redefining Crew Management Practice 300+

4,500

Global Applicants per day

Onboard

350

Nationalities

Vessels

NEW CREW ORDER FORECASTING THE FUTURE. POWERED BY EVOLUTION.

OUR SOLUTIONS

FOCUS ON INNOVATION

Bespoke Crew Management

IT innovation and integrated information systems between seafarers, Elvictor and Principals enable swift fulfillment of Principals’ crew management needs, better matching results, and high retention rates. High economies of scale and low-cost base due to IT infrastructure.

Customize & Budget Optimally “Your” Crew Management solution.

Bespoke Crew Manning A competitively priced Crew Manning package including Elvictor’s Innovations.

Bespoke Training Training & cadetship development, tailored to each Principal respectively, either onboard or ashore.

For Manning offers email us at development@elvictor.com

Galanakis Building 79, Vassileos Constantinou Str., Varkiza, 16672, Attika, Hellas

Contact Details

+30 210 422 422 0

management@elvictor.com

Visit www.elvictor.com for more information.

Editorial

Καλή επιτυχία στον δικό μας Γιώργο Ξηραδάκη για την Ευρωβουλή Παναγιώτης Δούκας

Δημοσιογράφος, Μέλος ΕΣΗΕΑ

Οι εκλογές για την Ευρωβουλή θα γίνουν το Μάιο του 2019. Ένα σύνολο 751 νέων μελών του Ευρωπαϊκού Κοινοβουλίου που εκπροσωπούν περίπου 500 εκατομμύρια ανθρώπους από 28 κράτη μέλη θα εκλεγούν σε αυτή τη διαδικασία. Είναι οι εκλογές το αποτέλεσμα των οποίων θα είναι καθοριστικό για τον τρόπο με τον οποίο θα δράσει η Ευρώπη τα επόμενα χρόνια προκειμένου να αντιμετωπίσει τους προβληματισμούς όλων των Ευρωπαίων πολιτών σχετικά με τις θέσεις εργασίας, τις επιχειρήσεις, την ασφάλεια, τη μετανάστευση και την κλιματική αλλαγή. Στον αντίποδα των ευρωσκεπτικιστικών φωνών που πληθαίνουν ο Πρόεδρος του Ευρωπαϊκού Κοινοβουλίου, Antonio Tajani δηλώνει: «Πρέπει να αλλάξουμε την Ευρώπη και να την κάνουμε πιο αποτελεσματική απαντώντας στις ανησυχίες των πολιτών και αξιοποιώντας όσα έχουμε ήδη επιτύχει». Η Ελλάδα ως μέλος της Ευρωπαϊκής οικογένειας τα τελευταία 40 χρόνια έχει οικοδομήσει μια σχέση πολυεπίπεδη. Η Ελληνική ναυτιλία όμως, η οποία είναι όχι μόνο η μεγαλύτερη βιομηχανία της χώρας μαζί με τον τουρισμό αλλά αποτελεί το 50% της κοινοτικής ναυτιλίας, δεν έχει επαρκή εκπροσώπηση στο Ευρωπαϊκό κοινοβούλιο. Η ευρωπαϊκή ναυτιλία ως ένα σημαντικότατο κεφάλαιο με σημαντική συνεισφορά τόσο στην ευρωπαϊκή οικονομία αλλά και στην πολιτική και στρατηγική θέση της Ευρωπαϊκής Ένωσης στις διεθνείς σχέσεις, πρέπει να διαφυλαχθεί Σε αυτό το πλαίσιο, ένας άνθρωπος που δραστηριοποιείται πάνω από 35χρόνια στο χώρο της θάλασσας από διάφορα πόστα αποφάσισε να κατέβει υποψήφιος στο ψηφοδέλτιο της Νέας Δημοκρατίας για τις επερχόμενες ευρωεκλογές. Η απόφασή του αυτή, της ενασχόλησης δηλαδή με τα κοινά, όπως τονίζει, ήταν αποτέλεσμα ώριμης σκέψης και έχοντας πλήρη συνείδηση της τιτάνιας προσπάθειας που απαιτείται από όλους μας για να επαναφέρουμε την Ελλάδα σε τροχιά δημιουργίας και ανάπτυξης. Πιστεύει ακράδαντα ότι η προσπάθεια ανόρθωσης της χώρας θα πρέπει να ξεκινήσει από την καρδιά της Ευρώπης της οποίας η χώρα μας αποτελεί αναπόσπαστο μέλος λαμβάνοντας ενεργά

10 NAFS | March 2019

μέρος στη διαδικασία λήψης των κρίσιμων αποφάσεων. Ο κ.Γιώργος Ξηραδάκης γεννημένος στο Βόλο είχε από μικρός την ανησυχία της δημιουργίας και της εξερεύνησης. Έβλεπε τη θάλασσα ως μέσο για την εκπλήρωση του οράματος και των στόχων του στη ζωή. Γι’ αυτό αποφάσισε να διαφοροποιηθεί από το αστικό περιβάλλον της οικογενείας του και να ασχοληθεί με το πάθος του, τη θάλασσα, ακολουθώντας το επάγγελμα του ναυτικού με την ένταξή του στην οικογένεια της Σχολής Εμποροπλοιάρχων. Το ναυτικό επάγγελμα τον βοήθησε όχι μόνο να δει τον κόσμο αλλά και να ενστερνιστεί τη διαφορετικότητα αλλά και τις ομοιότητες των λαών ανά την υφήλιο. Το πιο σημαντικό όμως πράγμα που διδάχτηκε, είναι το πώς να δημιουργεί μέσα από αυτό το μωσαϊκό αντιθέσεων, να εμπνέεται και να εμπνέει τους συνεργάτες του έτσι ώστε όλοι μαζί να δημιουργούν και να προοδεύουν ομαδικά προς όφελος του ευρύτερου κοινωνικού συνόλου. Το όραμά του είναι η δημιουργία μιας Ελλάδας που θα στηρίζεται στην επιχειρηματικότητα και την καινοτομία η οποία θα δημιουργεί νέες θέσεις εργασίας προκειμένου να ανταγωνίζεται επιχειρηματικά στο διεθνές περιβάλλον στηριζόμενη περισσότερο στις δικές της δυνάμεις. Αξιοποιώντας τις δεξιότητες των παραγωγικών της συντελεστών χωρίς περιορισμούς αλλά και ενισχύοντας τις δεξιότητες του ανθρώπινου δυναμικού της χωρίς κοινωνικούς αποκλεισμούς. Μια χώρα που ως παράκτια θα χρησιμοποιήσει το συγκριτικό της πλεονέκτημα που προκύπτει από τη θάλασσα για να αναβιώσει την ανάπτυξή της δείχνοντας στους Ευρωπαίους εταίρους της ότι η ναυτιλία της είναι ο κλάδος στον οποίο η Ευρώπη μπορεί να στηριχτεί για να διατηρήσει την πρωτοκαθεδρία της στη διεθνή ναυτιλιακή αγορά. Αναμφισβήτητα η απόφαση του δικού μας Γιώργου Ξηραδάκη είναι μια κίνηση καθολικής αποδοχής των ανθρώπων που απαρτίζουν την θαλάσσια οικονομία της χώρας και τους δεκάδες επαγγελματικούς φορείς. Σίγουρα αυτός ο χαρισματικός οραματιστής και φίλος του ομίλου μας αξίζει. Εύγε σε αυτούς που τον επέλεξαν εύγε και στον ίδιο για την διάθεση του. Καλή επιτυχία

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Financial Focus

The evolution of the Greek fleet and the dangers facing Greek owners in the future

Ted Petropoulos

Head, Petrofin Research©

2011

As a quick synopsis, the Greek owned fleet consists of 5,508 vessels of 412,310,405 DWT, accounts for 18.16% of the global shipping fleet and is run by 588 Greek companies. Due mainly to the economies of scale of larger fleets, the concentration levels have risen with only 77 companies now owning 80% of the Greek fleet. (Table 1, below)

Number of companies owning over 1 million ton DWT

Number of vessels

1764

No of Total DWT vessels tonnage added owned by these companies

DWT added

178,495,577

Average Vessel DWT

Average % of the vessel age Greek fleet

100,617

8.56

69.7%

2012

1769

184,692,854 6,197,277

104,405

8.7

70%

2013

1848

201,305,030 16,612,176

108,931

8.6

71.33%

2014

2121

273

224,538,613 23,233,583

104,388

8.6

73.96%

2015

2434

313

251,757,001 27,218,388

103,443

8.3

76.7%

2016

2715

281

280,378,070 28,621,069

103,270

7.9

77.53%

2017

2986

271

308,139,328 27,761,258

103,195

8.2

79.57%

2018

3131

145

329,818,477 21,679,149

105,340

8.78

80%

Petrofin Research© In Graph 1 (next page) you will find a very useful diagram with the evolution of the Greek fleet over the last 18 years in terms of DWT, number of vessels, average vessel DWT and age. Can the growth and quality story of Greek shipping continue and what dangers lurk ahead? To many, for a small country such as Greece to have the largest fleet in the world is a paradox. Greece, unlike China does not have a large economy to utilise a substantial part of its fleet. Greeks, therefore are international cross traders with their vessels rarely calling on Greek ports. Greece, again unlike China, does not have either a shipbuilding or a scrapping industry. Its local vessel servicing industry too is in decline as Greek vessels do not call in Greece and support services have to be provided in the far corners of the world. There does, however, still exist in Greece a network of engineering and technical servicing companies, which continue to compete internationally. Greece used to rely more on Greek officers and crew but the growth of the fleet has not been matched by a growth of vessel going personnel. Greek seafaring training too is gradually being eroded as young people prefer shore based jobs despite the lure of higher wages offered by shipping. In this area, though, there is potential for improvement provided that Greek seafarers’ wages are in line with those of other seafarers of the same training and experience. In the field of finance, Greek owners have invariably relied on nonGreek banks and finance providers to finance their vessels. Over the last decade, however, Western, and mainly German banks,

12 NAFS | March 2019

as of end December 2018 have declined with a corresponding rise in the Far East finance and leasing. Greek banks, despite their internal problems related to bad loans and the state of Greek economy, have shown a remarkable willingness to continue financing Greek owners, as shipping represents one of the very few sectors with attractive risk/rewards. Nevertheless, Greek banks account for only 16.85% of Greek shipping bank lending (Petrofin Bank Research ©) and zero in respect of leasing, export finance or Private Equity funds financing. Greek owners, therefore, in the sphere of financing too are less supported than, say, their Chinese or Japanese counterparts. The ever growing rise of regulations affects all owners. However, some nations discriminate in favour of their owners, which adversely affects Greeks as cross traders. An area where Greek companies have enjoyed an advantage is that of experienced ex seagoing shipping staff. These highly qualified and capable managers have provided Greek owners with the technical and operational support they required to grow. As the Greek shipping sector’s requirements have grown and as the pool of such qualified personnel declines (on account of a decline in Greek seagoing officers), there is a danger that this relative advantage might also decline over time. Due to higher costs, the lure of the Greek flag is declining which is unwelcome as it is on the basis of Greek flagged vessels that Greece has a powerful voice within the EU and other international fora. In the fields of chartering and insurance, Greece has not developed its own capacity and the same applies to arbitration or the use

Financial Focus Evolution of the Greek fleet since 2001, in terms of

of Greek law. Fleet Age, Fleet DWT, Average vessel DWT, Number of Taking into account all vessels the above factors, one 280 412m 22 wonders how Greek 21,4 270 387m shipping has succeeded 20,6 260 20,5 20,1 so well as it has over the 250 362m 19,9 last decades. 240 19,1 230 328m The answer lies in the 18,7 19 18,4 220 commitment and dedi210 17,6 303m 74,857 cation of Greek owners 200 281m 73,321 who view shipping as 190 16,4 264m 69,203 180 area of excellence. The 256m15,9 16 66,868 170 242m huge capital require64,495 237m 160 222m 14,761,550 ments of such Greek 150 57,600 14,1 208m shipping growth are 54,343 5508 140 194m 52,160 5281 176m 49,820 13,3 5230 a testimony of their 130 184m 48,926 47,860 166m 171m 12,7 13 120 150m commitment, risk taking 46,707 12,2 4909 12,1 44,046 44,436 110 36,734 4714 4763 11,8 and ability to handle the 40,302 4655 4707 41,970 4577 4573 4545 100 4346 4142 requirements of their 4164 4184 90 4110 4085 3970 Age of the fleet fleets. 80 up for first time Another area of relative 70 10 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 advantage is on the timDWT mil No of Vessels Average vessel DWT Average vessel age ing of vessel purchases P ETROFIN R ESEARCH (including the placing as of end December 2018 www.petrofin.gr of newbuilding orders and sales. This profit The two main external dangers that would affect shipping are either oriented investment strategy with an emphasis on capital gains has a global financial crisis or the growth of protectionism. The rise of supported Greek owners in not only growing but also in disposing populist governments across the world threatens international trade of vessels in a timely manner thus boosting their liquidity. and we have already seen the effects of such rise. Responding to the question of whether Greek shipping competitiveThe risk of a global financial collapse is always present. The ness is being challenged by the above factors, some of which have extreme expansion of global debt has rendered such risk as not turned negative, the answer is yes. Such challenge is not new and, improbable anymore. Quantitative easing may have been popular thus far, Greek shipping has responded and raised its standards of with central bankers and politicians alike, but at some point the maintenance, age and quality of its fleet, as well as organisation debt build up needs to slow down and even reverse. and practices. However, shipping as a highly fragmented industry Managing the global financial risks will be a huge challenge ahead does not have the power that its status as the 90% plus carrier of for all central banks and nations. all commodities and products should provide. As such, shipping Greek shipping may well suffer more than most under such has become the target of hasty and one sided legislation plus the conditions. This threat raises two issues. The first is the need to imposition of often contradicting rules and regulations, which have build up liquidity and reserves sufficient to address the effects of a created uncertainty and higher trading risk. financial meltdown. Such a conservative approach may well slow Protectionism too is challenging Greek shipping as it encourages lo- Greek shipping’s growth over the next years. There are already signs cal owners and products at the exclusion of foreign goods and this that Greek owners have begun to slow down their investments as generates less trade. The growth of state fleets or favoured local witnessed by a smaller Greek newbuilding orderbook. The second fleets has reduced the ‘free market’. As long as shipping demand issue is one of diversification. Greek owners have tended to overoutpaces such protectionism and affords shipping a viable growth, commit in one sector (i.e. shipping) and this poses huge questions the free market demand should provide some comfort to Greek should the shipping markets falter. Diversification into other counowners. The One Belt One Road Chinese inspired network could pro- tercyclical investments may reduce the intrinsic risk faced by Greek vide, however, a much needed impetus to international trade. owners. Once again, this may result in a slowdown of the growth of Without doubt, the biggest danger facing all rapidly expanding ownGreek shipping. ers is that of the uncertain future of the shipping markets. Having To conclude, therefore, Greek shipping continues to meet the chalcommitted tens of billions of US Dollars in the expansion and young lenges of competitiveness and commitment. It now faces, though, age of its fleet, Greek owners need the support of prolonged and higher risks related to protectionism and unstable financial markets, healthy shipping markets. A deep crisis, especially one affecting which may render a further rapid expansion as unduly aggressive. most of all the shipping sectors simultaneously, would endanger Meeting such challenges may well shape Greek shipping in the next Greek shipping and its ability not only to survive but also to commit decade and may affect its ability to remain the number 1 global the huge capital required to continue its growth. shipping provider.

14 NAFS | March 2019

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Shipping events

On 24th of January a reception-dinner was held in the presence of Mr. Yu Jiangshui / Vice General Manager of SunRui Marine Environment Engineering Co Ltd, at the Yacht Club of Greece in honor of their Greek friends and customers. The event was organized by their exclusive representatives in Greece, Marine Plus S.A and Mr. Dimitris Vranopoulos.

SUNRUI scrubber system presentation at the Yacht Club of Greece

uring this event Mr. Vincent Li – Vice General Manager of Exhaust Gas Treatment Department made a presentation of SunRui’s Scrubber system.The presentation was divided into four sections: 1) The Company Structure of SunRui (Domestic and Overseas Offices-Branches), the Business Fields (Ballast Water Treatment, Corrosion Control, Exhaust Gas Treatment and Industrial Water Treatment), the R&D Achievements (2 International Standards of Ballast Water Treatment System compiled), the Production Capacity (100 Scrubber sets / year) and the International Business Partners (Owners-Shipyards) were presented. 2) The Regional and Global Sulphur Regulations (EU, China, IMO), the disadvantages of the use of Low Sulphur Fuel Oil as a solution (High Price, Uncertain Quality, Fuel Tank Corrosion), the disadvantages of the use of LNG as a solution (High Cost, Worldwide Availability for vessels), the Categories of the Scrubber Systems (Open Loop, Close Loop, Hybrid Loop, Dry-Wet Configurations) and an Estimation of the Return Of the Investment (ROI) for a Scrubber System (vessels with bigger power consumption have an earlier ROI) were mentioned. 3) The operation and components of an Open Loop Mode Scrubber System (Water Pumps, Scrubber Tower, Gas Analyzer, Water Analyzer), the operation and additional components of a Close Loop Mode Scrubber System (Heat Exchanger, Alkali Unit, Water Treatment Unit), the configuration of the Scrubber Tower (U-Type, Filling Elements), the material choices of the Scrubber Tower (Stainless Steel, Titanium Clad Plate), the Testing Results of the Full Scale Model (Wash Water PH, Pressure Drop) and the various offered Models of SOxFree EGCS (20 Models) were analyzed. 4) The Timetable of a Scrubber Retrofitting Project (3D Scan, Feasibility-Detailed Engineering Study, Installation-Commissioning), the Engineering Firms Network with which SunRui is cooperating (Domestic and Overseas Partners), the After Sales Support (Service Network, Spare Parts Stations) and the Training Options (Qingdao-China, Manilla-Philippines) were explained.

16 NAFS | March 2019

Mr. Dimitris Vranopoulos

Mr. Vincent Li

Mr. Yu Jiangshui

Salvage/casualties

Megatugs Salvage & Towage: A rescue operation of EFE MURAT cargo truck in Bari, Italy

On 23rd February 2019 MV EFE MURAT encountered bad weather conditions and grounded off a breakwater only 50 metres off Pane e Pomodoro beach at Bari, Italy. The crew later abandoned the casualty for safety purposes. Megatugs Salvage & Towage was awarded with an LOF Agreement for the salvage of the casualty. The salvage team arrived on site on 24th February 2019 and immediately commenced the salvage operation despite the adverse weather and sea conditions prevailing. The first priority was the removal of the oil pollutants from the vessel to avoid an environmental disaster. Fully equipped salvage tugs “PLATYTERA” and “PANTOKRATOR” loaded with salvage and antipollution equipment were mobilised from Piraeus, Greece to assist in the operation. These modern tugs have a high bollard pull with a low draft, which enabled them to work in the shallow waters surrounding the casualty, and are also Oil Recovery Vessels. About 80 tonnes of oil pollutants were successfully removed from the casualty and delivered to licensed reception facilities ashore. Salvage works including patching and sealing numerous cracks in the hull and dewatering and pressurising tanks were carried out in order to provide sufficient buoyancy to allow the casualty to be refloated from the rocky seabed and pulled away from the beach. The EFE MURAT was successfully refloated on 11th March 2019 shortly before further bad weather was due. After further salvage works were effected it was safely delivered alongside a berth in Bari port. The whole operation was under the supervision of the Italian Authorities, with whom Megatugs worked in close co-operation.

18 NAFS | March 2019

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Shipping events

Slide2Open Shipping Finance 2019

Προβλέψεις Προκοπίου για τον εμπορικό πόλεμο ΗΠΑ - Κίνας

την τελική ευθεία βρίσκεται το νομοθετικό πλαίσιο για την υλοποίηση συγκεκριμένων σημαντικών επενδύσεων σε 10 μεγάλα λιμάνια της χώρας εκτός του λιμανιού του Πειραιά, όπως αποκάλυψε ο υπουργός Ναυτιλίας και Νησιωτικής Πολιτικής κ. Φώτης Κουβέλης κατά την ομιλία του στο ναυτιλιακό συνέδριο Slide2Open Shipping Finance 2019 που πραγματοποιήθηκε με μεγάλη επιτυχία και με τη συμμετοχή 600 συνέδρων την Πέμπτη 24 Ιανουαρίου 2019 στην Αθήνα, υπό την αιγίδα του Υπουργείου Ναυτιλίας και Νησιωτικής Πολιτικής και του Ναυτικού Επιμελητηρίου της Ελλάδος. Ακολούθησε η ομιλία του πρώην προέδρου της ΝΔ και υπεύθυνου του κόμματος για τον ναυτιλιακό τομέα, Γιάννη Πλακιωτάκη, ο οποίος τόνισε τις προκλήσεις που προκύπτουν από το πιο αυστηρό κανονιστικό πλαίσιο και από την αλλαγή της νομοθεσίας στα ναυτιλιακά καύσιμα, και σημείωσε πως θα πρέπει να ναυπηγηθούν νέα πλοία και συνεπώς να βρεθούν νέοι τρόποι χρηματοδότησης. Ακολούθησε η ομιλία του Βασίλη Καρατζά, CEO της Karatzas Marine Advisors & Co., ο οποίος έκανε λόγο για «τοξικό» δανεισμό για την κατασκευή πολλών πλοίων, που αποτελεί «βαρίδι» για τον κλάδο, και σημείωσε πως τα νέα δεδομένα αποτελούν πρόκληση και για τις τράπεζες που καλούνται να γίνουν ευέλικτες και να προσαρμοστούν. Σημείωσε ότι είναι πολλές οι τάσεις στον κλάδο, και υπογράμμισε πως χρειάζεται συνετή διαχείριση των χρημάτων και όχι υπερβολικές δαπάνες. Ακολούθησε η ομιλία του Δρ. Γιώργου Δ. Πατέρα, Αντιπροέδρου, Contships Management Inc., Προέδρου του Ναυτικού Επιμελητηρίου της Ελλάδος, ο οποίος έκανε λόγο για ταχύτατη εξέλιξη του κλάδου, αλλά και «αυτοκριτική», καθώς σημείωσε πως «Είμαστε θύματα της επιτυχία μας, που μας οδήγησε και σε απληστία», ενώ σημείωσε πως οι ναυτιλιακές αγορές βελτιώνονται, και εξέφρασε την ελπίδα ο ναυτιλιακός κλάδος να έμαθε από τα λάθη του. Το λόγο στη συνέχεια έλαβε ο Αναστάσιος Α. Παπαγιαννόπουλος,

20 NAFS | March 2019

Πρόεδρος της BIMCO, Principal, Common Progress Co Na S.A., ο οποίος έκανε λόγο για αυξημένη αβεβαιότητα λόγω του εμπορικού πολέμου ΗΠΑ – Κίνας και εξέφρασε την ελπίδα αυτός να τελειώσει μέσα στο 2019. Σημείωσε, με αφορμή το παραπάνω, ότι οι πολιτικές προστατευτισμού κάνουν κακό στη ναυτιλία, και τόνισε πως χρειάζονται παγκόσμιοι κανόνες για τη ναυτιλία ώστε να υπάρχουν ίσοι όροι ανταγωνισμού. Μεγάλη αίσθηση προκάλεσε η ζωντανή συνέντευξη επί σκηνής του Γιώργου Προκοπίου, ιδρυτή, της Sea Traders SA, της Dynacom Tankers Management Ltd. και της Dynagas Ltd., από τον δημοσιογράφο της Wall Street Journal, Costas Paris. Μεταξύ άλλων, ο Γιώργος Προκοπίου ανέφερε ότι η κρίση μετά το 2008 οφείλεται στη «μετακύλιση» των προβλημάτων των τραπεζών στον ναυτιλιακό κλάδο, όπως ακριβώς νωρίτερα είχε καταστραφεί το εμπόριο λόγω των υψηλών επιτοκίων στα οποία οδηγήθηκαν οι τράπεζες εξαιτίας των δικών τους προβλημάτων. Προέβλεψε επίσης ότι ο εμπορικός πόλεμος ΗΠΑ - Κίνας θα εξομαλυνθεί στους επόμενους 5-6 μήνες γιατί εάν συνεχιστεί αυτά που θα χάσουν είναι πολύ περισσότερα από τα όποια πιθανά κέρδη.Πρόσθεσε ακόμα ότι έως το 15% του παγκόσμιου στόλου θα προλάβει να τοποθετήσει σκράμπερς μέχρι το 2020 που ξεκινάνε να ισχύουν οι νέοι περιβαλλοντικοί κανονισμοί, οπότε το υπόλοιπο ποσοστό του παγκόσμιου στόλου θα πρέπει υποχρεωτικά να αναζητήσει άλλες λύσεις. Σημείωσε επίσης ότι το LNG είναι το λιγότερο βλαπτικό ορυκτό καύσιμο για το περιβάλλον, και θα λειτουργήσει ως «γέφυρα» για τη μετάβαση σε «καθαρές» λύσεις ενέργειας. Τέλος, ανέφερε ότι η δική του πρόταση είναι η επιβράδυνση της κατασκευής νέων πλοίων και η έμφαση στον σχεδιασμό νέων μηχανών, προπελών κ.λπ., ώστε η μείωση των εκπομπών ρύπων που επιτυγχάνεται με τη μείωση της ταχύτητας, να υπερβεί το 50%.

Training

RINA â&#x20AC;&#x201C; Global Marine Training Centre Dr. Stefanos Chatzinikolaou

Senior Manager, Global Marine Training RINA Hellas Ltd.

Need for competence management

Competence, the overall ability of an individual to accomplish a task properly is the main quest during the recruiting process of any company. It is generally acceptable that since qualification is very often dissimilar to competence, the identified gaps between qualification and competence in the companiesâ&#x20AC;&#x2122; employees should be timely recognized and treated through dedicated learning/training programs, to ensure job performance and business continuity. The case of a shipping company is illustrative in this respect. Competent personnel is a necessity due to the multiple (onboard and ashore) tasks, and the high levels of technical, safety and security, and environmental standards that are anticipated from international shipping. Current practices to cope with the possible gaps in competence can range from the traditional training matrices of safety/quality management systems, to the more advanced competence management programs that have been recently introduced by international standards (i.e. TMSA 3 for the tankers segment).

Technology and regulation, drivers of new training needs

In addition, the competence needed to perform the duties of a certain position is also subject to change. Consequently, this change in competence generates new learning/training needs. For international shipping, this is easily evident in recent years, owing to the following two important drivers: a) the rapid enforcement of new international legislation and b) the acceleration of new technology uptake and in particular of technology related to digitalisation. International shipping has seen its environmental agenda growing rapidly in recent years. Within five years from now (2019), the industry will have to cope with the enforcement of important regulations that cover different environmental drivers; greenhouse gases, air emissions, ballast water, and hazardous materials onboard ships, to name only the most illustrative ones. Compliance with these new regulations comes with a number of big challenges such as for example, the extensive and expensive retrofits of exhaust gas cleaning and water ballast treatment, the new/adjusted procedures for the handling of new fuels, the new requirements for monitoring and reporting of the fuel consumption, and the new tools launched for managing energy efficiency onboard. It can be easily justified from the above that new regulations ask for new technical (and non-technical) skills to be acquired from both onboard and ashore personnel. The second important driver is the acceleration in technology uptake, and in particular, in the technology related to the digital transformation that is ongoing in many aspects of human life, and in international shipping. The digitalisation process creates new

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tasks in a shipping company such as the handling of big data, the rise of remote operations and the digital twins of ship systems, among others. Furthermore, as technology uptake is accelerating, new energy alternatives are now considered (e.g. batteries and fuel cells) for onboard use. It is without saying, that the traditional training scheduling of a shipping company should be substantially updated to cover the new learning needs forced by these changes. Moreover, it is also quite probable, that job descriptions will have to be gradually reshaped and even new positions will have to be created to handle the innovative technology installed onboard ships and ashore.

RINA response - Global Marine Training Centre

Inspiring from the above-mentioned ideas, RINA has recently decided to develop a Global Marine Training Centre, with the main objective to develop innovative marine training material in response to the new training/learning needs of shipping companies. With Greece, being the most important centre within the shipping world, locating the new Global Marine Training Centre in Piraeus, offers an excellent opportunity for RINA to work with the Greek shipping community, in order to understand the emerging training needs and introduce new training titles that will be then available to the global marine network. Synergies already established with Greek academic institutions (i.e. with the National Technical University of Athens) and high-tech companies, are being exploited towards this direction. The Global Marine Training Centre is also working to connect the training process with the research activities of RINA in Greece and other areas. Professional classroom and customised in-house courses are already available that cover topics such as environment and energy efficiency, maritime safety & security, technical & operational aspects, class and statutory compliance, and managerial and soft skills. Moreover, the Global Marine Training Centre is working for the implementation of innovative methods and tools (i.e. e-learning, augmented reality, simulation, and gamification), which can radically improve the practicality and efficacy of marine training, while at the same time ask for less resources (in terms of time and costs) from shipping companies. For any organisation that wants to keep up with the continuous pace of change in an ever more competitive international field, management of personnel competence and lifelong learning have become vital. There is significant potential in new technology; yet, shipping companies will have to advance their training/learning practises. The Global Marine Training Centre of RINA, based in Greece, works with innovative tools to offer new marine training material while focusing on optimising the overall knowledge-transfer process for the personnel of shipping companies.

Shipping news

Greece takes centre stage for RINA Recognising the importance of the Greek shipping market RINA, the ship classification, testing, inspection, certification and consulting engineering multinational, announced this week that it has restructured its marine business making the port of Piraeus RINA’s Southern Europe and Africa Marine centre. RINA’s success in the region has been remarkable, with a growth of 20% per annum in the last two years and the number of staff doubling in size. The fleet has grown to over 350 vessels representing a gross tonnage of about 10 million GT. This growth has been achieved by providing a wide range of classification services for ships and yachts, but also engineering services. Certification is provided for Hazardous Material Inventory, MRV and IMO DCS, Scrubber and BWTS and CAP for Oil Tankers and Bulkers. In recognition of the increasing demand for digital services, RINA has employed a dedicated Business Development Manager who will focus on the application of Optimum which is based on the RINACube platform. “The move to locate the Marine Southern Europe and Africa centre in Greece will be an important springboard to the further development of our business in the Southern Mediterranean and North African areas. There is significant potential in these markets and

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our experience is seen as a key differentiator and one which will further increase the size of our fleet”, said Nello Sulfaro, CEO of RINA Services. RINA’s Piraeus office will also become the centre of global marine training, boosting development and delivery of courses. With Greece being the most important centre within the shipping world, the company is in an excellent position to understand the training requirements of the industry. Professional classroom and in-house courses covering environment and energy efficiency, maritime safety & security, technical & operational aspects, class and statutory compliance, managerial and non-technical skills, will be offered by RINA’s own staff or in cooperation with external marine experts, as from the National Technical University of Athens. Courses developed at RINA in Greece will be now used worldwide. RINA provides a wide range of services across the Energy, Marine, Certification, Transport & Infrastructure and Industry sectors. With a turnover in 2017 of 437 million Euros, about 3,700 employees and 170 offices in 65 countries worldwide, RINA is a member of key international organizations and an important contributor to the development of new legislative standards.

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Shipping events

Lng, Ship To Ship Transfer & Bunkering INTRA MARE TECHNICAL SEMINAR 7th FEBRUARY 2019

INTRA MARE, together with four principals (CHART, GUTTELING, HSH & KLAW-LNG) held a technical seminar with subject LNG ship to ship transfer & bunkering. Seminar took place on 7th February 2019 afternoon at Athens Marriot Hotel and was keenly followed by a great number of attendees, representing ship operators, class-societies, DESFA/DEPA, consultants & designers, engineering companies, etc. Mr. George Gerassimou, M.D. of INTRA MARE opened the seminar reverting with thanks towards the large audience and towards the panel of speakers who joined forces to approach the subject of LNG transfer & bunkering from technical scope. Dr. Dimitrios V. Lyridis, Assoc. Professor, Director Laboratory for Maritime Transport, School of Naval Architecture & Marine Engineering, National Technical University of Athens was the first speaker of the panel. He approached Sustainable Development and elaborated connections with LNG market and infrastructure projects in South East Mediterranean area involving small scale LNG projects, new bunkering stations, LNG barges new builds, etc. Next speaker was Mr. Panos Mitrou, Technology & Innovation Manager, South Europe, Marine & Offshore, Business Development, LR who started by highlighting the macro and micro look of LNG and analyzed its im-

26 NAFS | March 2019

â&#x20AC;&#x153;Overal, the seminar seemed that proved its original scope of providing specific technical information to the audience and that was well-noted and highly appreciated by many. INTRA MARE on behalf of their coorganizer makers would like to thank all attendees and promises new interesting technical seminars in near future.â&#x20AC;?

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Shipping events pact on 2050 with prospects of using bio-LNG. He updated audience on the latest developments on Poseidon MED providing details on coming projects in local region. Mr. Stavros Hatzigrigoris, M.D. of Maran Gas/Tankers selected to develop the subject of Ships-to-Ship / Ship-to-Shore operations involving FLNG and FSU/FSRU. He highlighted the operations of Near Shore vs. Offshore STS and Cargo connections between vessels (loading arms vs. flexible hoses). He mentioned several operational challenges and concluded his presentation by providing comments & improvements for further study. The first of four makers to present their subject was Mr. Joris Van Kreij, Global Business Development Manager, Marine LNG Solutions, Chart Industries Inc. This company is a cryogenic specialist, maker of tanks and LNG integrator with a long reference list of installations, including land & ship projects executed in USA, Norway, Netherlands, Poland, etc. Mr. Van Kreij gave a brief introduction of indicative projects focusing on combining terminal functionalities such as regas & distribution towards bunkering, vehicle fueling station, truck loading, semi-trailers filing facilities, etc. KLAW-LNG was next speaker represented by Mr. Matteo Suzzani, Business Development Manager. He started with group & company profile introduction and continued with product range description focusing on safe, ship-to-ship and ship-to-shore transfer systems. Mr. Suzzani highlighted the sensitive differences between large scale LNG transfer and LNG bunkering from technical & operational point of view and concluded by providing some interesting case studies. After a short intermission for coffee & refreshments, the two last

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makers were invited in sequence to present their subject. First, Mr. Sander Verweij, Vice Managing Director from Gutteling refered to their wide range of composite hoses for marine & oil & gas industry with special focus on LNG transfer hoses. He provided a few interesting videos showing the demanding tests specified by class societies in order to authorize the necessary type approvals, which Gutteling has already. He also gave brief facts and figures of LNG marine hose business growth, summing up to an impressive result of over 35k operations achieved by Gutteling installed hoses. Last but not least, Mr. Bas van den Beemt, Manager Service & Development of Henri Systems Holland (HSH) approached LNG transfering from the perspective of measuring instrumentation and discussed challenges of accuracy, selection of various metering systems, varying condition of tests, etc. With over 20 years experience on cryogenic cargo level gauging, HSH presented their new product developments which include in line flow metering systems and integrated radar & float tape tank level gauging sensors for both cargo and bunkering applications. HSH demonstrated a wide reference list including numerous LNG & LPG carriers (among those, many Greeks) but also small tankers & barges, where HSH offers a full scope of cargo control & instrumentation. After an intermission for questions and answers, guests, together with the panel, had altogether a relaxed networking during a reception buffet. Overal, the seminar seemed that proved its original scope of providing specific technical information to the audience and that was well-noted and highly appreciated by many. INTRA MARE on behalf of their coorganizer makers would like to thank all attendees and promises new interesting technical seminars in near future.

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Shipping events

Maritime Forecast to 2050, DNV GL’s newest research On Friday the 11th of January 2019, the annual DNV GL’s Press Conference took place in the company’s offices in Piraeus, with a few distinguished journalists and media people of the maritime sector attending. George Teriakidis, Regional Business Development Manager, along with Jason Stefanatos, Senior Research Engineer, displayed the main presentation. The classification society within the year of 2018 attempted a number of initiative efforts and ideas in order to keep customers satisfied, while amplifying its support to the local market. Marketing & business development segment was furthermore reinforced, by optimizing regulatory procedures, promoting the advisory services, strengthening customers’ service support and marketing team. DATE (Direct Access to Technical Experts) was upgraded, providing customers with solutions and continuous support, with a 97% response in due time, and an urgent cases handling within 3.3. hours on average. As far as the Greek owned new buildings are concerned, 37% of the mGRT, and 38% in terms of the number of vessels, was classed by DNV GL, along with an addition of 28 vessels in service (1.3 mGRT) coming from other classes. Personal touch and direct communication with the clients consisted a matter of great importance, leading to a positive feedback from customers and the market in general. Maritime Forecast to 2050, DNV GL’s newest research, was briefly presented. Following the previous successful releases, this innovative study promotes insights for environmental and climate regulations, driving technologies that include alternative fuels, and regulatory developments. Looking ahead, the classification society’s experts foresee, that by 2050 there will be a 37% growth in seaborne transport demand, meaning that arguably, a necessity for a bigger number of ships will be emerged. Propulsion technologies, alternative fuels, reducing the Greenhouse gas emissions, and compliance with all IMO regulations will be in the spotlight for the next upcoming years. Moreover, digitalization is expected to be the key enabler for the improvement of the world fleet effectiveness, by coordinating ships and ports with the use of AIS data, contributing in the emission reduce. It appears that all alternative fuel paths confront challenges and barriers, but safety and environmental aspects consist the overriding concern. Alternative Fuel Insight Platform, a novel DNV GL online application, was also presented. This sophisticated tool promotes an overview of alternative fuel projects, technologies, scrubbers, bunkering infrastructure and suppliers. Information is free to access, rendering the platform a prominent and up to date search resource for the ones interested. Following the presentation, the representatives were happy to answer all questions raised by the guests, while having constructive discussions.

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George Teriakidis, Regional Business Development Manager, DNV GL

Jason Stefanatos, Senior Research Engineer, DNV GL

“Επιθυμία μου είναι η Franman να πρωταγωνιστεί πάντα και να διακρίνεται τόσο στο εσωτερικό όσο και στο εξωτερικό, με τις αξίες που την χαρακτηρίζουν από την ίδρυσή της”.

Κωστής Φραγκούλης: CEO Franman

Ισχυρό Brand Name

32 NAFS | March 2019

Franman ιδρύθηκε το 1991 και παρέχει ένα ευρύ φάσμα υπηρεσιών στη ναυτιλιακή βιομηχανία εστιάζοντας στην προώθηση του ναυπηγικού εξοπλισμού, στις επισκευές πλοίων, στις υπηρεσίες ασφαλείας, στο trading ναυτιλιακού εξοπλισμού και εξαρτημάτων πλοίων, στο engineering και στις συμβουλευτικές υπηρεσίες. Όταν ο Κωστής Φραγκούλης ίδρυσε την Franman, το όραμά του ήταν να επεκτείνει το πάθος του για τη θάλασσα και τη ναυτιλία σε έναν οργανισμό που θα παρείχε υψηλά επίπεδα διαφοροποιημένων υπηρεσιών στη ναυτιλιακή βιομηχανία. Με αυτή την καινοτόμο για τα ελληνικά δεδομένα επιχειρηματική φιλοσοφία, δημιουργήθηκε το πρώτο Trading House στην Ελλάδα, στα πρότυπα των Ιαπωνικών. Από τα πρώτα της χρόνια η Franman εστίασε στις αγορές της Ιαπωνίας, της Ν. Κορέας και της Κίνας, αγορές στις οποίες δημιούργησε ισχυρές συνεργασίες και διευρυμένη γνώση των αγορών, η οποία αποτελεί και ένα από τα σημαντικά πλεονεκτήματα της εταιρείας έναντι του ανταγωνισμού. Τρεις δεκαετίες αργότερα και αυτό το πάθος μοιράζεται με όλους τους ανθρώπους που εργάζονται στην Franman σήμερα. Έμπειροι επαγγελματίες, υψηλής ειδίκευσης, που υποβάλλονται σε συνεχή τεχνική και εμπορική κατάρτιση, για να παρέχουν τα υψηλότερα επίπεδα εξυπηρέτησης και υποστήριξης. Η πρώτη εκπροσώπηση της Franman ήταν η Αμερικανική Metritape, κατασκευαστές συστημάτων tank level gauging. Σήμερα η Franman αντιπροσωπεύει 132 εταιρείες προωθώντας τον εξοπλισμό, τα προϊόντα και τις υπηρεσίες τους στην Ελλάδα και σε 13 ακόμα χώρες σε περισσότερους από 600 πελάτες. Η Franman έχει λάβει πιστοποίηση ISO 9001:2015 από το 1998.

Ο κ. Κωστής Φραγκούλης, γεννήθηκε στην Αθήνα, είναι Οικονομολόγος και επιχειρηματίας από το 1988. Είναι Ιδρυτής, Πρόεδρος και Διευθύνων Σύμβουλος του Ομίλου Franman, τον οποίο ίδρυσε το Μάϊο του 1991. Η Franman είναι κορυφαίος πάροχος υπηρεσιών στη ναυτιλιακή βιομηχανία. Το 1996 ίδρυσε την Imperium Shipmanagement S.A, η οποία είχε και διαχειριζόταν 5 φορτηγά πλοία μεταφοράς χύδην φορτίου. Μετά από μια δεκαετία και ενώ η αγορά των ξηρών φορτίων άνθιζε, η εταιρεία αποφάσισε να πουλήσει τα πλοία, προκειμένου να επωφεληθεί από τις εξαιρετικά υψηλές τιμές εκείνη την εποχή. Ο κ. Φραγκούλης είναι Κυβερνήτης και Chairman του Fundraising Committee του Propeller Club, μέλος της Ναυτιλιακής Λέσχης Πειραιά, του Ναυτικού Ομίλου της Ελλάδας, του Ομίλου Φίλων Λίμπερτυ, της Helmepa, του Εμπορικού και Βιομηχανικού Επιμελητηρίου Αθηνών, του Ελληνο-Αμερικανικού Επιμελητηρίου, του Ελληνοβρετανικού Επιμελητηρίου κ. ά. Ακολουθεί η άκρως ενδιαφέρουσα συνέντευξη του κ. Κωστή Φραγκούλη.

Cover story Έχετε ασχοληθεί με επιτυχία και με την πλοιοκτησία και την διαχείριση μέσω της ναυτιλιακής σας εταιρείας Imperium. Θα θέλαμε την γνώμη σας για το πού οφείλεται η σταθερή πρωτιά της Ελληνικής και Ελληνόκτητης ναυτιλίας επι σειρά δεκαετιών; Πιστεύετε πως θα συνεχίσει και στο μέλλον; Η ναυτιλία είναι στο DNA του Έλληνα. Από τα αρχαία χρόνια οι Έλληνες οργώναν τις θάλασσες και έκαναν εμπόριο με μεγάλη επιτυχία. Είμαστε ιδιαίτερα έξυπνος λαός με ανεπτυγμένο το επιχειρηματικό δαιμόνιο. Είμαστε γρήγοροι στις αποφάσεις και δεν φοβόμαστε να παίρνουμε ρίσκα. Είμαστε φιλόδοξοι και εξαιρετικοί διαπραγματευτές. Το know how της ναυτιλίας που υπάρχει στον Πειραιά είναι αντίστοιχο εκείνου της Wall Street στα χρηματοοικονομικά. Τώρα για το αν θα συνεχίσει και στο μέλλον, είναι δύσκολο να το πούμε. Πολλοί λένε πως κάποια στιγμή η μεγάλη και συνεχής ανάπτυξη της Κίνας σε συνδυασμό με τον προστατευτισμό που την χαρακτηρίζει, θα οδηγήσει και την ναυτιλία της στην πρώτη θέση. Εξάλλου σε αριθμό πλοίων είναι αρκετά μπροστά μας. Στο DWT είμαστε πρώτοι εμείς. Όμως και αν αυτό συμβεί, είναι απολύτως σίγουρο πως εμείς θα συνεχίσουμε να πρωταγωνιστούμε και να είμαστε στην πρώτη τριάδα. Το πιο πιθανό νούμερο δύο. Αυτό θα εξακολουθεί να είναι μια τεράστια επιτυχία. Θα δείξει το μέλλον. Ο πατέρας σας υπήρξε ένας από τους στενότερους συνεργάτες του Σταύρου Νιάρχου. Έχει γίνει πλέον μύθος η επιχειρηματική του κόντρα με τον Ωνάση, η διασημότητα που απέκτησαν και το πως μεγαλούργησαν και οι δύο στην διεθνή ναυτιλία. Ναι πράγματι, ο πατέρας μου υπήρξε στενός συνεργάτης του αείμνηστου Σταύρου Νιάρχου για 50 χρόνια. Τα τελευταία 20 σαν ο επικεφαλής του shipping. Λογικό ήταν να υπάρχει επιχειρηματική κόντρα μεταξύ τους, αφού ηταν συνομήλικοι δύο τόσο μεγάλοι και σημαντικοί επιχειρηματίες. Έγιναν διάσημοι γιατί έφτασαν πολύ ψηλά σε πολύ συντομο χρονικό διάστημα και γιατί υπήρξαν και οι δύο διεθνείς jet setters. Όμως θέλω να σταθώ σε κάτι άλλο που θεωρώ ιδιαίτερα σημαντικό. Αυτοί οι δύο πολύ μεγάλοι Έλληνες εφοπλιστές, pioneers των super tankers και των σημαιών ευκαιρίας, χάραξαν τον δρόμο της πρωτιάς που έχει η Ελληνική ναυτιλία σήμερα. Φανταστείτε πως ο Νιάρχος έκτιζε μόνο, δεν αγόραζε second hand. Μισό αιώνα πριν είχαν ήδη δημιουργήσει πολύ μεγάλους και μοντέρνους στόλους, με νέες κατασκεύες πλοίων προηγμένης για την εποχή τους τεχνολογίας, ενώ οι εταιρείες τους ήταν γνωστές για το εξαιρετικό management που ακολουθούσαν. Οι Νιάρχος και Ωνάσης πρωταγωνίστησαν διεθνώς και έδειξαν τον δρόμο της πρωτιάς στις επόμενες γενιές. Αυτή είναι και η μεγαλύτερη κληρονομιά που άφησαν.

March 2019 | NAFS 33

Cover Story Γιατί οι Έλληνες εξακολουθούν να προηγούνται στις ναυπηγήσεις και τις αγορές second hand; Μήπως επειδή οι τιμές των πλοίων κυμαίνονται σε πολύ χαμηλά επίπεδα; Επειδή απλά γνωρίζουν καλύτερα από τον καθέναν να ξεχωρίζουν την ευκαιρία, να αγοράζουν χαμηλά και να πουλάνε υψηλά. Οι Έλληνες εφοπλιστές είναι οι καλύτεροι asset players. Πολύ καλοί στο management, αλλά στο asset play είναι μοναδικοί. Είναι πάντα οι πρώτοι που ανοίγουν τον δρόμο στα newbuildings και μετά ακολουθούν όλοι οι υπόλοιποι. Βέβαια η ναυτιλία μας έχει γίνει τα τελευταία 15 χρόνια ιδιαίτερα ποιοτική και οι ‘Ελληνες πλοιοκτήτες θέλουν εκτός από τον πρώτο σε δύναμη στόλο να ελέγχουν και έναν από τους πιο μοντέρνους. Μέχρι πρότινος ο Ελληνικός εφοπλισμός υπήρξε το κόκκινο πανί των πολιτικών ηγεσιών για τους γνωστούς λόγους. Πέραν των βερμπαλισμών, που έχουν τώρα περιορισθεί στον συνδικαλιστικό μόνο κλάδο, ασκείται σωστή ναυτιλιακή πολιτική; Ο Ελληνικός εφοπλισμός έχει πολεμηθεί και κατηγορηθεί άδικα τις πιο πολλές φορές. Δυστυχώς δεν είχε την υποστήριξη που έπρεπε να έχει από τις ελληνικές κυβερνήσεις. Εδω μέχρι πρόσφατα, στην δεκαετία που διανύουμε, υπήρξε κυβερνητικό σχήμα, χωρίς υπουργείο ναυτιλίας. Παραδόξως και προς μεγάλη

Η ημέρα ξεκινάει με το πρωϊνό meeting του Management Team

34 NAFS | March 2019

‘’Οι Νιάρχος και Ωνάσης πρωταγωνίστησαν διεθνώς και έδειξαν τον δρόμο της πρωτιάς στις επόμενες γενιές. Αυτή είναι και η μεγαλύτερη κληρονομιά που άφησαν’’.

και ευχάριστη έκπληξη η τωρινή κυβέρνηση υποστήριξε τα συμφέροντα των εφοπλιστών μας και ακολούθησε μια πολύ θετική ναυτιλιακή πολιτική. Είναι κάτι που το επεσήμανε σε πρόσφατο γεύμα εργασίας της ναυτιλιακής λέσχης ο κ. Πάνος Λασκαρίδης και το παραδέχθηκε και ο κ. Άδωνις Γεωργιάδης της Νέας Δημοκρατίας. Ελπίζω αυτό να συνεχιστεί και στο μέλλον από όλες τις κυβερνήσεις γιατί το χρειάζεται η ναυτιλία. Χρειαζόμαστε ανθρώπους που γνωρίζουν καλά τα ναυτιλιακά στην Βουλή και στην Ευρώπη. Άνθρωποι σαν τον δικό μας Γιώργο Ξηραδάκη που είμαι σίγουρος πως θα τον δούμε μέλος του επόμενου Ευρωπαϊκού Κοινοβουλίου. Γιατί τα Μέσα Μαζικής Ενημέρωσης δεν προβάλλουν τα επιτεύγματα της ναυτιλίας, που αποτελούν ίσως την λυδία λίθο για την επίλυση της ελληνικής κρίσεως; Την ίδια απορία εχω κι εγώ οπότε δεν μπορώ να απαντήσω το ερώτημα σας. Υπάρχει μια μόνο εκπομπή για την ναυτιλία μας στην ελληνική τηλεόραση και αυτή στο κανάλι της Βουλής που έχει πολύ χαμηλή τηλεθέαση. Όπως και στο ραδιόφωνο μια εκπομπή για την ναυτιλία, σε ιντερνετικό σταθμό. Εξαιρετικές

Cover story

Με τον ανηψιό του, Γιώργο Ευστρατιάδη, από τα νέα δυναμικά και ανερχόμενα στελέχη της Franman.

March 2019 | NAFS 35

Cover Story

Με την Ann Essman, πρώην Aντιπρόεδρο της Αμερικάνικης METRITAPE, στα 25 χρόνια της Franman.

εκπομπές και οι δύο. Το περίεργο είναι πως πλοιοκτήτες ελέγχουν τηλεοπτικά κανάλια. Φαίνεται όμως πως η ναυτιλία μας δεν “πουλάει”. Ασχετα όμως από αυτό και επειδή είναι μια τεράστια βιομηχανία για τον τόπο μας, θα πρέπει να την προβάλλουμε και να μαθαίνει ο κόσμος τις επιτυχίες. Γιατί εμείς που βρισκόμαστε στον χώρο το θεωρούμε δεδομένο αλλα δεν είναι. Ειδικά τα νέα παιδιά, οι εικοσάρηδες δεν γνωρίζουν. Ειναι πολύ σημαντικό οι νέοι μας να γνωρίζουν πως είμαστε παγκόσμιοι πρωταθλητές σε μια βιομηχανία. Αυτό θα τους εμπνεύσει να βάλουν υψηλούς στόχους σε ό,τι κάνουν και αυτοί και να κυνηγήσουν την επιτυχία και την διάκριση. Επίσης πρέπει να προσελκύσουμε τα νέα παιδιά στην ναυτιλία αλλά και την περιναυτιλία, μια εξίσου πολύ μεγάλη αγορά στην Ελλάδα. Με το ‘’one stop shop philosophy’’ και το ‘’Trading House concept’’ που ακολουθήσατε υπήρξατε καινοτόμος στην ελληνική αγορά.

36 NAFS | March 2019

Είναι αλήθεια πως είμασταν καινοτόμοι στην δική μας αγορά, όχι όμως στην παγκόσμια. Ουσιαστικά ακολουθήσαμε το πρότυπο των Ιαπωνικών trading houses. Δηλαδή το να προσφέρεις πολλαπλές υπηρεσίες στους πελάτες σου. Αυτό το μοντέλο σήμερα είναι αρκετά διαδεδομένο αλλά πρίν από 25 χρόνια ήταν πρωτοπόρο στην αγορά μας. Πάνω σε αυτό το μοντέλο στηρίχτηκε η ανάπτυξη μας καθώς και στην τεχνογνωσία και τα προιόντα που «εισάγαμε» από τις αγορές της νοτιανατολικής Ασίας και της Κίνας. Ενα know how που αποτελεί το μεγάλο μας κεφάλαιο μαζί με τα ισχυρά συμβόλαια μας. Γνωρίζετε όσο λίγοι τις αγορές της Άπω Ανατολής και της Κίνας. Λένε ότι ανταγωνισμός σε κάθε πεδίο, συμπεριλαμβανομένης και της ναυτιλίας, έρχεται ex orientis. Είναι αλήθεια αυτό; Και πώς θα τον αντιμετωπίσουν οι Έλληνες της ναυτιλίας;

«Στην ομιλία του ως Governor και Chairman του Fundraising Committee του Propeller Club, στα Amver Awards 2018»

Τις αγορές αυτές πράγματι τις γνωρίζω γιατί έχουμε περί τις 100 συνεργασίες σε αυτές τις τρείς χώρες και παρουσία άνω των 25 ετών. Μόνο στην Ιαπωνία έχω ταξιδέψει πάνω από 50 φορές. Πλήν λοιπόν της Αμερικής, ο ανταγωνισμός για την ναυτιλία μας έρχεται από Κίνα, Ιαπωνία και Ν. Κορέα. Λογικό αφού και οι τρεις είναι μεγάλες ναυτιλιακές δυνάμεις, ειδικά οι δύο πρώτες, νούμερο δύο και νούμερο τρία, ενώ και οι τρείς είναι πρώτες και ως κατασκευαστές νέων πλοίων και ως κατασκευαστές εξοπλισμού. Να πούμε τέλος και για τις μεταφορικές ανάγκες τους ως εισαγωγείς και εξαγωγείς που είναι τεράστιες και με τον προστατευτισμό που προανέφερα, ενισχύονται σαν ναυτιλιακές δυνάμεις και αυτό έχει ως αποτέλεσμα την αποδυνάμωση της δικής μας ναυτιλίας. Με την ανταγωνιστικότητα και την δυναμική μας και τις απαραίτητες συνεργίες θα το αντιμετωπίσουμε. Ίσως όπως προανέφερα δεν μπορέσουμε να διατηρήσουμε την πρωτιά μας έναντι της Κίνας, η οποία λογικά θα είναι και η μελλοντική πρώτη οικονομία στον κόσμο. Είστε ένας διεθνής επιχειρηματίας με βαθιά γνώση των διαμεσολαβήσεων στις ναυτιλιακές αγορές και ηγείστε ενός δυνατού brand name εδώ και τρείς δεκαετίες, με αναγνώριση τόσο εντός Ελλάδος όσο και εκτός. Ποιές

“Είναι πολύ σημαντικό οι νέοι μας να γνωρίζουν πως είμαστε παγκόσμιοι πρωταθλητές σε μια βιομηχανία. Αυτό θα τους εμπνεύσει να βάλουν υψηλούς στόχους σε ό,τι κάνουν και αυτοί και να κυνηγήσουν την επιτυχία και την διάκριση”.

March 2019 | NAFS 37

Cover Story

Με τον Πρόεδρο της Yanmar Engineering, Shoichi Ueda, σε παλαιότερη βράβευση της Franman

38 NAFS | March 2019

ηταν οι μεγαλύτερες προκλήσεις που αντιμετωπίσατε όλα αυτά τα χρόνια; Η διαμεσολάβηση στην ναυτιλία απαιτεί γνώση, εμπειρία και ταλέντο. Είναι μεγάλη ικανοποίηση για μένα να έχω δημιουργήσει ένα brand που εχει γίνει γνωστό διεθνώς και χαίρει εκτίμησης. Σίγουρα μια επιχείρηση αντιμετωπίζει καθημερινά πολύ σημαντικά προβλήματα, ειδικά όταν δραστηριοποιείται στην Ελλάδα που είναι μη ανταγωνιστική και έχει υψηλή φορολογία. Ειναι πολλές οι μεγάλες προκλήσεις. Αναφορικά θα αναφέρω τις 3 μεγάλες κρίσεις την ναυτιλίας στα 28 χρόνια πορείας μας, το να εξελίσσεσαι και να βρίσκεις νέους τρόπους για να παραμένεις ανταγωνιστικός, χρήσιμος και απαραίτητος στους πελάτες σου, να διατηρείς μακροχρόνιες συνεργασίες με μεγάλες εταιρείες, όπου βάλεσαι και από «εσωτερικό» αλλά και «εξωτερικό» ανταγωνισμό, η μη ύπαρξη τραπεζικής χρηματοδότησης για τον δικό μας κλάδο. Βέβαια και το να προστατεύεις και ένα brand name που έχεις κτίσει με πολύ κόπο και ιδρώτα από πολλές δυσκολίες για τις οποίες μπορεί να μην έχεις καμμία ευθύνη. Όπως μια παρτίδα ελαττωματικών ανταλλακτικών ή έναν υπάλληλό σου που μπορεί να φερθεί επιπόλαια. Θυμάμαι χαρακτηριστικά μια περίπτωση κάποια παραμονή Χριστουγέννων που λόγω ημέρας μια υπάλληλός μας, θεώρησε πως δεν

χρειαζόταν να ανταποκριθεί σε επίμονες απαιτήσεις ενός πελάτη μας και κατάφερε να διακόψει την συνεργασία μας για μια ολόκληρη δεκαετία. Γι’ αυτό είναι πολύ σημαντικό σαν CEO, να είμαι πάντα παρών και να παρακολουθώ τα πάντα. Αντιπροσωπεύετε πάνω από 130 ναυτιλιακούς οίκους του εξωτερικού και εξυπηρετείτε περίπου 450 ελληνικές ναυτιλιακές σε μόνιμη βάση. Πόσο σημαντικός είναι ακόμα ο ρόλος του ενδιάμεσου; Οι Έλληνες πλοιοκτήτες στηρίζουν τις ελληνικές εταιρείες σαν την δική σας; Η πορεία και ανάπτυξη μας δείχνει πως ο ρόλος του διαμεσολαβητή εξακολουθεί να είναι ιδιαίτερα σημαντικός στην ναυτιλία. Η Franman έχει μια πορεία σταθερά ανοδική από την ίδρυση της. Αν είμασταν σε πτωτική τροχιά θα προβληματιζόμουν. Χθές ειχα αυτή την συζήτηση και με έναν πολύ καλό μου φίλο shipbroker και καταλήξαμε και οι δύο στο ιδιο συμπέρασμα. Η αλήθεια είναι πως ο Έλληνας πλοιοκτήτης δεν στηρίζει την ελληνική εταιρεία λόγω κοινής καταγωγής. Θα πάει όπου του λέει το συμφέρον του. Και πολύ καλά κάνει. Για αυτό και είναι καλός και ανταγωνιστικός manager και πρώτος παγκοσμίως. Υπάρχει πολύ καλός μας πελάτης στον οποίο προωθήσαμε πάνω από 150 ηλεκτρομηχανές σε newbuildings,

March 2019 | NAFS 39

Cover Story

ο οποίος πήγε σε άλλο προμηθευτή για τα ανταλλακτικά τους επειδή κατάφερε να πάρει ένα 1% παραπάνω έκπτωση. Εδώ βέβαια θέλει προσοχή γιατί πρέπει να τα συνυπολογίζεις όλα σε μια εξίσωση. Όταν κάποια στιγμή ο ίδιος πελάτης αντιμετώπισε ένα πολύ σοβαρό θέμα, καταφέραμε να τον γλυτώσουμε από ένα claim μερικών εκατομμυρίων, πράγμα που δεν θα μπορούσε να του δώσει ο ανταγωνιστής μας που προσπάθησε να μας «κλέψει» τον καλό μας πελάτη. H Franman εκπροσωπεί μεγάλους οίκους της ναυτιλίας, όπως οι όμιλοι Yanmar, Kangrim, Kobe Steel, Veolia, Honeywell κ.α. με επιτυχία και για πολλά χρόνια. Ποιό είναι το μυστικό στις καλές και μακροχρόνιες συνεργασίες; Πιστεύω πως το πιο σημαντικό πράγμα σε ότι κάνουμε είναι η διάρκεια. Η πρόσκαιρη επιτυχία μπορεί να έρθει και χάρη στην τύχη ή σε κάποιες ευνοικές περιστάσεις. Αυτό όμως που έχει ιδιαίτερη σημασία είναι βέβαια και η επιτυχία σε μία συνεργασία αλλά περισσότερο από όλα μετράει η διάρκεια σε αυτή την επιτυχημένη συνεργασία. Κάτι που δεν είναι εύκολο και απαιτεί συνεχή προσπάθεια, υπομονή και επιμονή. Οπότε σίγουρα για εμάς είναι πολύ θετικό το ότι έχουμε μακροχρόνιες συνεργασίες με πολύ μεγάλους Ομίλους. Ένα καλό παράδειγμα είναι η Yanmar την οποία εκπροσωπούμε από το 1996. Θα έλεγα πως όλες οι βασικές μας συνεργασίες, ξεπερνούν τα 20 χρόνια. Εδώ να σημειώσω πως και οι κοντινοί μου συνεργάτες όπως οι 4 διευθυντές μου, Στάθης Αρμάος, Γιάννης Παπαζαφειρίου, Βελισσάριος Σαμψώνης και Βαγγέλης Μουρίκης είναι κατά μέσο

40 NAFS | March 2019

“Η ναυτιλία μας εχει γίνει τα τελευταία 15 χρόνια ιδιαίτερα ποιοτική και οι Έλληνες πλοιοκτήτες θέλουν εκτός από τον πρώτο σε δύναμη στόλο να ελέγχουν και έναν από τους πιο μοντέρνους”. όρο δίπλα μου περίπου 25 χρόνια. Το ίδιο και η προσωπική μου βοηθός Βίκυ Ζώη-Κωνσταντάκου. Μιλήστε μας για την «περιναυτιλία», μια αγορά οπου η εταιρεία σας κατέχει ηγετική θέση. Η βιομηχανία της ναυτιλίας εξυπηρετείται από εταιρείες που ανήκουν στην λεγόμενη ΄΄περιναυτιλία’’. Όπως τραπεζίτες, ναυλομεσίτες, ναυπηγεία, κατασκευαστές, νηογνώμονες, τροφοδότες, trading houses κλπ. Είναι μια τεράστια αγορά που χωρίς αυτήν δεν μπορεί να λειτουργήσει η ναυτιλία. Εντός και εκτός Ελλάδος. Είναι και αυτή μια αγορά που πρέπει να προσέξει το κράτος μας γιατι μπορεί η χώρα μας να γίνει κι εδώ ένα πολύ μεγαλύτερο hub και να δημιουργηθούν πολλές νέες θέσεις εργασίας που τόσο χρειάζεται η οικονομία μας. Αυτό που μπορώ να σας πω κατηγορηματικά είναι πως δεν έχει ενδιαφερθεί κανείς να μελετήσει σοβαρά τις προοπτικές αυτής της αγοράς και να δημιουργήσει κίνητρα και παροχές ώστε να αναπτυχθεί. Εξαίρεση αποτελούν οι ναυλομεσιτικές και τα ναυπηγεία. Πρέπει όμως να ακολουθηθεί μια ενιαία πολιτική και είμαι πεπεισμένος πως τα αποτελέσματα θα είναι εκπληκτικά. Σαν Ιδρυτής και Πρόεδρος της Franman ποιο είναι το όραμα σας και ποιοι οι μελλοντικοί σας στόχοι; Επιθυμία μου είναι η Franman να πρωταγωνιστεί πάντα και να

Με τον πρέσβη των ΗΠΑ στην Ελλάδα, Geoffrey Pyatt και τον Γιώργο Ξηραδάκη. Χρειαζόμαστε ανθρώπους που γνωρίζουν καλά τα ναυτιλιακά στην Βουλή και στην Ευρώπη. Άνθρωποι σαν τον δικό μας Γιώργο Ξηραδάκη που ειμαι σίγουρος πως θα τον δούμε μέλος του επόμενου Ευρωπαϊκού Κοινοβουλίου.

Με το διοικητικό Συμβούλιο του Propeller Club, στα Lloyd’s List Greek Shipping Awards 2018 και το βραβείο “Piraeus International Center Award”, που τους απενεμήθη. διακρίνεται τόσο στο εσωτερικό οσο και στο εξωτερικό, με τις αξίες που την χαρακτηρίζουν και την διακρίνουν από την ίδρυση της. Έχω επαναλάβει αρκετές φορές πως δεν ειμαι υπερήφανος μόνο για όσα έχουμε πετύχει αλλά και για τον τρόπο με τον οποίο τα πετύχαμε. Θέλω να είμαστε πάντα μπροστά και καινοτόμοι και να είμαστε σε θέση να προσφέρουμε την καλύτερη δυνατή υπηρεσία στους πελάτες μας. Προσδοκούμε την υγιή ανάπτυξη, μέσω μελετημένου σχεδιασμού και εξετάζουμε πάντα με προσοχή νέες δραστηριότητες ώστε να είμαστε πάντα μπροστά και ποτέ πίσω. Ειναι κάτι που λέω συνέχεια στους συνεργάτες μου πως πρέπει να εξελισσόμαστε συνεχώς και να μην καθησυχάζουμε ποτέ. Μόνο έτσι μπορούμε να ατενίζουμε το μέλλον με σιγουριά και αισιοδοξία. Είστε Κυβερνήτης στο Propeller Club και επικεφαλής του Fundraising Committee. Μιλήστε μας για το Club και τους λόγους της επιτυχημένης πορείας του. Ανήκω στην οικογένεια του Propeller Club, Port of Piraeus, από το 2000. Ειμαι ισόβιο μέλος και από τον Μαίο του 2017

αποφάσισα να ασχοληθώ με τα κοινά του και εκλέχθηκα στο Δ.Σ. Ο φίλος Γιώργος Ξηραδάκης ηταν η αιτία που αποφάσισα να ασχοληθώ γιατι παρακολουθούσα την εξαιρετική δουλειά που είχε κάνει αυτός και οι άξιοι Κυβερνήτες του. Κατάφεραν να απογειώσουν το club και να του δώσουν άλλη διάσταση. Από ένα σωματείο με εσωστρέφεια και μικρή συμμετοχή στα κοινά, έγινε αυτό που είναι σήμερα, ένα ιδιαίτερα δυναμικό σωματείο, που χαρακτηρίζεται πλέον από εξωστρέφεια, στηρίζει την ελληνική κοινωνία και προσφέρει πολύ σημαντικό έργο. Είμαστε το πιο παλαιό κοινωνικό club της ναυτιλίας και ειμαι σίγουρος πως έχουμε ακόμα πολλά να δώσουμε. Πέρα από τον Γιώργο που είναι ένας πολύ χαρισματικός και πανάξιος Πρόεδρος, έχουμε ένα εξαιρετικό Board που αποτελείται από πολύ διακεκριμένους και άξιους επαγγελματίες στο χώρο της ναυτιλίας, με μεγάλη διάθεση να προσφέρουν. Σαν Fundraising Committee καταφέραμε πολύ μεγάλες αυξήσεις στα έσοδα μας, στις δύο τελευταίες χρήσεις που ήμουν επικεφαλής και αυτό είναι κάτι που με χαροποιεί γιατι μας δίνει την δυνατότητα να πετυχαίνουμε τους σκοπούς μας και να είμαστε σε θέση να προσφέρουμε περισσότερα στην ελληνική κοινωνία.

March 2019 | NAFS 41

2020

Taking bold action to clean up shipping emissions by reducing sulphur

HEALTH & ENVIRONMENT – THE FACTS • More than 570,000 premature deaths avoided (2020-2025) •

68% overall reduction in shipping’s negative effect

on human health through air pollution

Significant reductions in:

• stroke • asthma • cardiovascular disease • lung cancer • pulmonary disease

WHERE?

HOW?

Cutting sulphur emissions helps prevent acid rain, which means: • less harm to crops, forests and aquatic species • tackling ocean acidification

• Health benefits felt globally • Strongest in coastal communities • Major impact in vulnerable areas: Asia-Pacific, Africa and Latin America 0.50% reduced from 3.50% – significantly less sulphur permitted in ships’ fuel 77% drop in overall SOx emissions from ships (2020-2025)

WHEN?

• From 1 January 2020

#IMOSulphurLimit (Sources: University of Delaware study, February 2018; “Health Impacts Associated with Delay of MARPOL Global Sulphur Standards” presented by Finland to IMO, August 2016)

#BreatheLife

#BeatAirPollution

January 1st 2020 Limiting SOx emissions from ships will have a very positive impact on human health: how does that work?

Are ships already less harmful than other forms of transport? What is the current regulation on SOx in ships emissions and by how much is that going to be improved?

What must ships do to meet the new IMO regulations? Are low sulphur blend fuel oils safe? Can new low sulphur fuels cause problems for a shipâ&#x20AC;&#x2122;s engine?

Could the 0.50% limit be delayed? Do small ships have to comply with the sulphur limit from 2020?

Will new fuels be needed to meet the 2020 limit? Will there be enough?

What will the new limit mean for ships?

How can ships meet lower sulphur emission standards?

What additional measures have been or are being developed to promote consistent implementation?

What about the sulphur limit in Emission Control areas (ECAs)?

March 2019 | NAFS 43

Emissions

IMO emissions reductions: Will they be real or just a paper exercise? Panos Zachariadis

Technical Director, Atlantic Bulk Carriers Management, Ltd.

he new IMO regulation for the reduction of sulphur oxide emissions is history. From January 1, 2020 use of fuels with content over 0.5% sulphur is not allowed (except for vessels equipped with scrubbers). There are serious concerns about the sufficient availability of compliant fuels for shipping to continue to operate undisturbed but also concerns about the continued availability of heavy fuel oil for the ships equipped with scrubbers (since oil majors will be supplying de-sulphurized heavy fuel oil). It is certain also that ship stoppages and engine damages will increase, since most of the offered fuel will be a blend of distillates and heavy oils at high distillate ratio, which is known to be problematic. The logic and scientific basis for this regulation has been questioned by many. SOx is a health issue. Once emitted its lifetime in the atmosphere is 2-3 days. On the other hand SOx from shipping helps against global warming, cooling the atmosphere by 0.25 0C (MIT estimate) at a time that we desperately try to stay below 1.5 - 2.0 0C post-industrial warming. In other words, this regulation will increase global warming by 0.25 C without counting the extra CO2 that will be emitted by refineries to make the extra MDO and MGO needed (15% more CO2 according to IPIECA). Considering the short lifetime of SOx, it makes sense to reduce it near inhabited areas and coasts (i.e. ECAs) but why reduce it in the middle of the ocean when it does not hurt people and moreover fights global warming?

However the upheaval to be caused to shipping due to the 2020 SOx regulation, although serious, will be -I believe- small potatoes compared to what’s coming next. The next huge issue is the reduction of CO2 emissions from ships in order to meet the IMO targets of 40% reduction per transport work by 2030 and 50% absolute total reduction by 2050. Possible short, medium and long term measures have been put on the table for discussion and already IMO is being flooded by submissions proposing many new methods and regulations for CO2 reductions. The proposals range from reducing and limiting the allowed speed of ships, to strengthening the EEDI (and apply EEDI even for older ships), to installing a horsepower limiter on the tailshaft and many other fancy, but practically useless, ideas. These ideas are not only useless but a) they will cause huge disturbance to shipping trans-

44 NAFS | March 2019

portation and b) they will most probably increase actual CO2 emissions rather than reduce them, although -on paper- one may claim reductions. EEDI (Energy Efficiency Design Index), for example, has very little connection with the ship’s real efficiency. It is a “sea trial” index and a ship that is designed for good sea trial performance will not necessarily be efficient in Beaufort 4 or at reduced loading drafts. On the other hand, ships optimized for real sea efficiency in various speeds and loading conditions, will not score the best possible EEDI. This is a known fact among professionals yet most (including unfortunately IACS who are the primary technical advisors of IMO) stay silent “for political reasons”. The result is that most others (environmentalists, politicians, etc) believe that EEDI is synonymous to efficiency. Sadly there is an EEDI which is much closer to the real ship efficiency but, for various reasons, it remains unused (and unknown by most). This is the EEDI-weather, which takes into account how much is the speed loss of the ship up to Beaufort 6. And based on this one can easily say which ship is efficient and which not in reality. But shipyards and most others prefer to keep it buried, since it is much easier to satisfy regulations or claim efficiency, on paper only, instead of at real operating conditions. The situation is even worse with the so-called “operational

indices’, the most famous of which being EEOI, and which will be used to measure transport work. Again, while most think -or pretend- that these indices have some connection with real operational efficiency, the truth is they are “random number generators” being influenced much more by the weather, cargo availability nearby and the market forces, rather than the ship’s operator. With regard to the proposals to apply speed limits to ships, I consider this one of the most -potentially- destructive measures for the industry. The market requires a fixed amount of goods to be transported every year and reducing speeds or reducing the number of ships will not reduce the demand. When speeds are limited by regulation (and thus the transport demand cannot be met), the immediate market reaction is to require more ships. 10% speed reduction means about 7% more ships are needed, 20% speed reduction requires about 20% more ships etc. Proponents say that even with the more ships, if everyone is going slow, there will be a reduction of total CO2 emissions. What they forget to add is the CO2 emitted to e.g. make the steel for these -otherwise unneeded- ships, the CO2 emitted to build them etc. When that is accounted for, all the operational CO2 reductions are eliminated and then some. The measure is plagued by many other complications for example: a) What should be the speed limit? The average speed of all bulk carriers and tankers in the last years is already slow (11 - 11.5 knots). To achieve further reductions will the limit be set at 10 knots? (a speed which for most ships is way below their most fuel efficient range). b) the measure is unfair to new eco ships which can operate at their design speed (14 - 14.5 knots) and lower speeds at less than half the consumption of older or badly designed ships for the same speeds. c) the measure does not promote the uptake of new technologies (fuel consumption reducing retrofits, using new antifouling paints etc.) d) the measure does not promote

better operational practices. A ship may have dirty hull and propeller burning 30% more fuel than an identical ship at any same speed, yet both will fully comply with the speed limit regulation. Some of the proposals are reasonable such as those from ICS calling for effective strengthening of operational procedures (SEEMP) which will root out many operational inefficiencies. Another idea which, if properly implemented, can result in huge CO2 reductions is the proper and general application of the “virtual” arrival concept. Presently ships speed up to give Notice of Readiness (NOR) ahead of other competing ships, only to wait for days or even weeks at anchorage for a free berth. If their full speed arrival time was accepted by the port without the ship being there, all the ships waiting time at anchor could be translated to slower speed during the voyage. This could produce very substantial emissions reductions without causing any market disturbance or need for more ships. Whenever any regulation works totally separated from market forces, the result is damage to the related industry and inability to achieve the regulation’s goals. We cannot expect to reduce emissions simply by reducing the transportation amount when the market requires more. The only measures that will work and produce results are ones that work within the market such as a) optimization of operations, rooting out inefficiencies such as idle port times, speed and consumption optimization measures (use of weather routing services, cleaning of hull and propeller etc.) but most importantly b) a market based measure, in particular a generous tax or levy on fuel. Making fuel substantially more expensive will result in fuel consumption reductions within the “market” and the maximum uptake of new technologies and best operational practices. Every serious study that examined, recently or in the past, the various proposals for fuel consumption reductions, ranks the Levy as the best, easiest, most fair and most productive measure.

Emissions

IMO GHG reduction strategy and alternative fuels Stamatis Fradelos

Director, Business Development, ABS

On 13 April 2018, the International Maritime Organization (IMO) adopted resolution MEPC.304(72) on Initial IMO Strategy on reduction of GHG emissions from ships. The initial strategy refers to a range of candidate short-, midand long term measures that will be considered by IMO. Type of fuel

Lower calorific value (kJ/kg)

Carbon content

CF (t-CO2/t- Fuel)

Liquefied Natural Gas (LNG)

48,000

0.7500

2.750

Methanol

19,900

0.3750

1.375

Ethanol

26,800

0.5217

1.913

According to the Fifth Assessment Report of the Intergovernmental Panel on Climate Change, policy measures fall into five broad categories (IPCC 2014): • Regulatory approaches (e.g. set a limit or standard). • Economic instruments (e.g. Market based measures (MBMs) like subsidies, levies, credits or allowances). • Information policies (e.g. exchange of best practices, technical cooperation) • Government provisions and procurement (e.g. procurement of low-carbon fuels for government-operated vessels ) • Voluntary action (e.g. rewarding good performers, port incentives). Furthermore the measures can be specific (e.g. set a maximum carbon content of marine fuels) or goal based (e.g. setting a carbon intensity goal for ships). In case of goal based measures, it will be up to the shipowner to decide on how to achieve the requirement by either retrofitting the ship to be more energy efficient, or adopting fuel-efficient operations, innovative solutions and alternative fuels. The technical and operational solutions may include: • Hull Form Optimization (e.g. Optimizing Ship Particulars, Minimizing Hull Resistance and Increasing Propulsion Efficiency) • Energy-saving Devices (e.g. Propulsion Improving Devices, Skin Friction Reduction) • Renewable Energy (e.g. Solar panels, wind propulsion) • Structural Optimization and Light Weight Construction (e.g. Use of Higher Strength or composites) • Advanced Machinery Technology (e.g. Engine Energy Efficiency Enhancements and PerformanceMeasurement and Control, Waste Heat Recovery, Variable Speed Motors) • Alternative fuels (e.g. LNG/LPG, ethanol/methanol, Hydrogen, ammonia, Bio-fuels)

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• Efficient Operation (e.g. Voyage Performance Management, Hull and Propeller Condition Management) Concerns have been expressed that the improvement of ship design and operation through the deployment of energy efficient technologies may not be enough to meet the targets, and significant energy switching from fossil fuels to alternative low carbon energy including renewable energy in the future is needed. Some alternative fuels are briefly discussed below: 1.LNG/LPG: The use of natural gas as a ship’s fuel is not new. The first LNG fueled LNG carrier, the ABS classed Methane Princess, was entered into service as early as 1964. Some of the challenges include: Bunkering, Methane Slip, Complex Systems, Storage and distribution network. According to the main engine manufacturers, CO2 emissions will typically reduce by as much as 20-25%. LPG as fuel on the other hand is a relatively new endeavor for the shipping sector. There are currently several projects with Approval In Principle (AIP) from major classification societies with at least a couple in progress in Greece for the retrofit to LPG carriers. Due to the wider potential availability of LPG bunkers and easier handling and storage, boom in shale gas exploration and potential price to rival HFO, a LPG fueled vessels expected to materialize in the near future. Some of the challenges include: • Bunkering • Complex Systems • LPG vapor is heavier than air and it moves downwards • Need for SCR for NOx Tier III compliance According to the main engine manufacturers, CO2 emissions will typically reduce by as much as 20%

2. Ethanol/Methanol: Experience operation of methanol in marine engines is small due to the limited number of applications. Methanol’s heating value is half than diesel, thus requiring almost double storage volume or more frequent bunkering. Also, it might be required to install different injectors to cope with the increased fuel flow demand. Methanol is more corrosive than conventional fuels so the material selection should be considered or special coatings may be required. Ethanol has not been used on ships yet. However, it has been used in diesel engines in the transport sector. Its properties, such as energy density, viscosity, lubrication ability and flash point are similar to methanol, is also sulphur-free, corrosive to some materials and it dissolves quickly in water. However, is not classified as toxic to humans. CO2 emissions will typically reduce due to the lower conversion factor CF but both fuels have relatively low calorific value. 3. Hydrogen: So far, liquid hydrogen has not been used as marine fuel. A fuel cell will convert the hydrogen which is stored in pressurized tanks to

electricity for propulsion and electric power on board. One of the technical challenges is to maintain the liquid hydrogen fuel at minus 253 degrees to keep it from evaporating. Hydrogen is also a very explosive gas, and protection against gas leaks is an important part of the safety requirements for the fuel. Much R&D work is being done towards generating hydrogen in a sustainable manner (e.g. using excess electricity from wind farms). 4. Ammonia: Ammonia is produced on a large scale worldwide for the fertilizer industry. Technology for production, storage and transportation both on land and at sea is mature. Ammonia can be used as the hydrogen source for fuel cells. Use of ammonia as fuel for internal combustion engines (ICE) is possible and has been demonstrated with both gasoline and with diesel engines. In both cases a pilot fuel was needed in conjunction with the gaseous ammonia. When ammonia is burned in an internal combustion engine CO2 is not emitted, but some NOx. However as with hydrogen, at present large scale production of ammonia does leave a carbon footprint.

Alfa Laval PureSOx scrubber systems – 10 years at sea

he arrival of 2019 leaves just one year until the global sulphur cap becomes reality. But as the marine industry scrambles to ready itself, an important milestone has already been reached. The new year marks a decade since the first vessel set sail with an Alfa Laval PureSOx scrubber on board. In 2009, the RoRo vessel DFDS Ficaria Seaways entered dry dock for an expansion of its cargo space. While the vessel was being rebuilt, a hybrid PureSOx system – able to perform closed-loop as well as open-loop scrubbing – was retrofitted to clean the exhaust gas from its 21 MW main engine. At the time of the pilot installation, the prospects for SOx scrubbers were anything but certain. “Ten years ago, there were many who didn’t think SOx scrubbers were feasible,” says Erik Haveman, Sales Director, Exhaust Gas Cleaning at Alfa Laval. “People simply weren’t convinced that a scrubber could meet ECA limits while operating in a marine environment, and the doubts about closed-loop scrubbing were even greater. Alfa Laval had sold scrubbers as part of inert gas systems for many years, and we had the water cleaning expertise needed for closed-loop operation. But the system and the challenges here were on a completely new scale.” A decade later, the merits of both the scrubber and the centrifugal water cleaning unit are undeniable. The PureSOx system on Ficaria Seaways has spent thousands of hours in compliant operation – and is still going strong. In fact, so is every

other PureSOx system ever installed. This flawless track record is unmatched by any other supplier to the industry, and it is underpinned by Alfa Laval’s 100 years of marine experience as a whole. From theory to experience “The ten-year mark is an important milestone for Alfa Laval, but it also holds weight for customers facing the global sulphur cap,” Haveman says. “It means that our claims about PureSOx are not theoretical, but have been proven at sea, time and time again.” During the course of the past ten years, PureSOx has been installed on vessels of nearly every type. This experience is valuable in the current wave of retrofits, where limited space demands practical answers. Alfa Laval has found solutions not only to vessel complexity, but also for the complex process of working with shipyards, engineering companies and the other partners involved. Positioned today to meet the future Alfa Laval also has a head start in production capability, even if the global sulphur cap has led to a spike in demand. Having developed a well-functioning production apparatus in the early years of the scrubber market, the company has since been focused on scaling up with retained quality. The vital processes and routines are already in place, along with the physical capacity to machine the large metal components.

March 2019 | NAFS 47

Emissions

Alfa Laval

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The worldâ&#x20AC;&#x2122;s oceans are big enough for a SMART Registry

PALAU INTERNATIONAL SHIP REGISTRY THE NEXT GENERATION FLAG

EUROPE I GREECE I 5 SACHTOURI STR, PIRAEUS - Tel: + 30 210 4293500 USA I TEXAS I THE WOODLANDS I 9595 SIX PINES DRIVE - Tel: + 1 832 631 6061 Alexandria Beirut Benelux Cape Town City of Port of Spain Constanta Dubai Eindhoven Fuzhou Guangzhou Abu Dhabi Houston Istanbul Kerala Kherson Lagos Limassol London Miami Moscow Nakhodka Nicosia Odessa Hong Kong Panama City Piraeus Qingdao Sakhalin Shanghai Singapore St. Petersburg Taiwan Tartu Varna Vladivostok

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Emissions

PANASIA has already prepared production capacity to cover 350 ships in a year Mr. Robert Sootae Lee PANASIA Chairman

Panasia Scrubber Systems: Successful Completion Of The Aframax Tanker Scrubber Retrofit Project In M/T Burri Vessel Managed By TMS Tanker Group

THE BACKGROUND The International Maritime Organization (IMO), through the «MARPOL73/78 International Convention for the Prevention of Pollution from Ships» that came in effect in 2005, has set a maximum acceptable content of sulfur in fuel used by ships. From July 2010 onwards, all ships operating in SECA (Sulfur Emission Control Area) are required to use fuel with the sulfur content of 1% or less and from 2015 onwards, they are also required to use fuel with the sulfur content of 0.1% or less. In addition, regulatory requirement of using fuels with the sulfur content of 0.5% or less in all oceans throughout the world, is set to be in effect in 2020. To meet the requirements on the permitted sulfur levels in ships’ fuels, ships must use fuels with low sulfur content or be equipped with the desulfurization system equivalent to meet IMO, MARPOL 73/78 regulations. Low sulfur fuel is a viable option on a short-term basis but are too expensive to use which makes the flue gas desulfurization system combined with a continued use of existing high sulfur fuels an optimal alternative in terms of long-term operating costs while meeting environmental regulations. Panasia is an established company, which manufactures ballast water treatment system, level instrument and SCR DeNOx system. Since 2012, it has developed Sox Scrubber system to meet upcoming emission control regulation. Based on DeNox and onshore scrubber technology, it has successfully launched its own Scrubber system called PaSOxTM Smart V2.0 y. To comply with the IMO regulation, Panasia Co., Ltd located in Busan, Korea, developed and manufactured a Scrubber system. Even though Panasia had only one ship track record until 2017, its technology has already been approved by their verification facility on their barge. The Company listened to and collected views from customers-shipowners who had already installed scrubber system with other manufacturers. PANASIA tested and studied why these kind of requests from shipowners were made and they developed and upgraded the solution in their system. The advantage of Panasia is from this. They are running their own scrubber system in their vessel and they are doing many tests with considering many factors which can

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Panasia is expecting orders to come in from many shipowners and has already prepared production capacity to cover 350 ships in a year.

make any influences in scrubber function. The main concerns of scrubber are the following two: Firstly, the corrosion issue of scrubber body. Even though many manufacturers are applying 6 Moly material in their system, the part of applied one is almost lower part of main scrubber body which containing scrubbing wash water before discharging. Other parts are sometimes combined with Super duplex and duplex. However, Panasia is keeping 6 Moly material (UNS code N08367) for whole scrubber body as well as pre-absorber which has function of cooling and PM removal). Secondary, that Panasia is manufacturing water and gas monitoring system by themselves because their origin business since 1989 is level instrument. With these key factors, Panasia has been awarded with 246 ships scrubber orders from clients around the world.

AFRAMAX TANKER SCRUBBER RETROFIT PROJECT SUCCESSFULLY COMPLETED Regarding this concern, Panasia is proud to announce that the Aframax tanker scrubber retrofit project has been successfully completed. Following the 2018 Posidonia exhibition, TMS group placed mega orders to Panasia and BPCO LTD for 95 scrubber retrofit Projects. As part of this order list, the 1st project was delivered to Nantong COSCO shipyard in China and they started to install scrubber unit in M/T Burri vessel managed by TMS tanker group. The installation job started on 10th of February 2019 and the functional test started on February 14th, combined with other installation.

Due to the ban of wash water discharge to the sea of open loop type scrubber by Chinese own regulation, actual performance test was done during on voyage from Shanghai to Dasan in Korea. In four days, Panasia proceeded their performance according to designed parameter and the CO2/SO2 ratio of exhaust gas was almost 0 value (standard should be less than 4.3 ratio according to regulation). Mr. Robert Clarke, TMS tanker superintendent, was greatly satisfied with Panasia’s scrubber performance result and expressed the hope to be a stronger partner and to comply with upcoming regulation for remaining projects. Almost every manufacturer faces certain problems when they launch their first project. There are many things to be amended and developed until stabilized stage. Due to this, many Greek shipowners were keeping an eye on M/T Burri result and this result will create confidence for the Panasia scrubber system to all shipowners, including the Greek ones.

BWTS OFFICIAL TYPE APPROVAL CERTIFICATE FROM USCG On 14th of December 2018, Panasia received the BWTS official type approval certificate from USCG, which was considered a «hot potato» for the shipping market, overall. Their operating

parameter described in the certificate is of a real satisfied value. Especially hold time one of main issue is described as 48hours with full flow rate. Even this value is regarded almost top position among approved UV system, they already finished 24hours hold time test with full flow rate and they will update this certificate in soon. Panasia will start installation with its own scrubber and BWTS together on April 2019 and this will be the first project in the world to install these environmental systems together. Mr. Robert Sootae Lee, chairman of Panasia said that PANASIA is ready to comply to Sulphur cap 2020, BWT convention, USCG BW regulation and that they would like to be a reliable partner to global customers.

THE FUTURE Panasia is expecting orders to come in from many shipowners and has already prepared production capacity to cover 350 ships in a year. Until today, accumulated order volume of scrubber is 252 ships, so they are still available to produce scrubber for more than 100ships. This year, Panasia celebrates its 30th anniversary and makes plans for its next 30 years.

2019 BPCO Ltd Technical Conference Preparing For 2020: Fuel Additives And Scrubber Usage BPCO’s 2019 Technical Conference was successfully completed on Wednesday February 13th. More than 150 people from at least 70 leading shipping companies attended the technical event. BPCO LTD Exclusive Principals PANASIA, POWER RESEARCH INC., MTS GLOBAL with HSD Engine -ex DOOSAN - representatives and UMA MARINE GROUP, discussed the following key issues: BPCO-PANASIA UPDATES: «SCRUBBER & WATER BALLAST INSTALLATIONS: CHALLENGES & OPPORTUNITIES FOR THE SHIPPING INDUSTRY» POWER RESEARCH INC: «BENEFITS OF FUEL ADDITIVES USAGE IN PREPARATION OF 2020» UMA MARINE GROUP: «ABNORMALITIES, DIFFICULTIES & ARRANGEMENTS TO PERFORM PROPER UNDERWATER CLEANING WORKS & UNDERWATER REPAIRS IN INDIA» HSD MAIN ENGINES-MTS GLOBAL: «HSD ENGINE’S TECHNICAL SOLUTION FOR EFFECTIVE VESSEL OPERATION» The material presented was very well received from the participants, who expressed a high interest in what was discussed during and following the conclusion of the Conference. Preparing for 2020 is a major issue for the entire shipping industry worldwide which seeks ways to address related rules and regulations, successfully. The 2019 BPCO Technical Conference presented the optimum and most solid solutions to respond to any 2020 challenge, through Scrubber & Water Ballast Installation, Fuel Additives Usage and additional supportive means to guarantee effective vessel operation.

March 2019 | NAFS 57

Emissions

— Catching fuel cell fever “Fuel cells have been the next big thing for 25 years,” says Jostein Bogen, Product Manager in ABB Marine & Ports. “Now it’s really happening.” The industry has obviously missed the mark on that claim before, but Bogen has two tangible reasons for believing that this time it’s for real: “Fuel cell technology has matured dramatically, and the push for zero emission power solutions is only getting stronger.” According to the 2016 Fuel Cell Industry Review by E4tech, shipments of fuel cell units were up once again in 2016, Japan is pushing development hard, Europe and the US are keeping the pressure on, and in China, “slumbering dragons” are awakening.

— There could be major changes in society. “There is a lot of movement in the market, and various technologies are being developed in parallel,” says Bogen. “We believe the Proton Exchange Membrane, or PEM technology shows the most promise, and is the most sustainable.” ABB’s own fuel cell program involves market studies, R&D, and program participation together with leading players. ABB believes hydrogen is a good solution in fuel cells, but Bogen acknowledges that hydrogen must be produced sustainably in order to make it a green fuel. Done right, the advantages start to add up: “Fuel cells have higher efficiency than a combustion engine, and the technology allows energy to be concentrated more densely than in petroleum fuels. And if you use renewables to produce the hydrogen, the entire energy chain is clean.” While pilot projects have been completed in shipping,and more are on the way, other industries arefurther along on fuel cell implementation. In particular heavy transport on longer routes is gaining momentum fast, a good indicator that fuel cells should be a good fit for shipping. Hydrogen

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trucks and busses are already on the roads, and Bogen tells of one fuel cell manufacturer that claims they will install the same capacity in fuel cells in the next two years as they did for the last 20. Deliveries for trains are expected to follow soon, and Royal Caribbean Cruise Lines has announced plans to work with Meyer Turku in Finland on fuel cell use in its new LNG -powered cruise ships, with testing already underway. Complementary technologies For ABB, their Onboard DC Grid solution has served as a platform for expanding into fuel cells, as the technology is compatible with a wider range of energy storage solutions. “We have had good help from shipowners in advancing the technology, and we are now looking into larger vessels, like cruise ships and ferries.” Because of fewer moving parts, fuel cells represent huge savings in maintenance, Bogen points out, and the first projects would not have to be exclusively hydrogen. He envisions a hybrid solution for cruise, with traditional fuel for propulsion and fuel cells supplying the hotel functions. “Fuel cells could be used for hotel needs in port too. Cruise owners could skip the step of equipping for shore power by simply having a zero-emission power source on board.” The next step would be pure fuel cell technology, once it becomes competitive with fossil fuel. Bogen adds that the marine industry has also learned a lot from the development of LNG as fuel. “Just as the big shipowners went in for LNG and the infrastructure eventually followed, the same could happen with fuel cells and hydrogen.”

— 01 ABB Hydrogen Fuel Cell System

Small steps toward big changes Hydrogen handling techniques and infrastructure are also improving. ABB is participating in the Maranda research vessel fuel cell project, where a mobile hydrogen storage container will be developed, improving access to hydrogen for marine applications. “Maranda will be operative next year, with others following closely, both newbuild and retrofit projects. There are four or five commercial marine projects underway right now, with three in Norway alone,” he notes.

Source: ABB Generations - 2017 edition. Generations is published in Oslo, Norway by ABB Marine & Ports, a business unit of ABB. The opinions expressed in this publication are those of the authors or persons interviewed and do not necessarily reflect the views of the editors or ABB Marine & Ports or ABB.

With this steady progress on fuel cells, what are the implications for society, and the shipping industry? “There could be major changes,” Bogen observes. “If hydrogen emerges as a significant fuel, it could even mean a shift in the geopolitical map. If we move away from big oil, then the oil nations lose influence, and oil companies lose power. Virtually anyone can produce hydrogen.”

The EU, Japan, the US and now China are all moving on hydrogen fuel cell technologies and promoting their use in various applications. Does this mean we are seeing the emerging contours of a hydrogen society? Jostein Bogen’s reply is measured, but optimistic: “For ABB, the future is electric power. In this scenario, the ideal ship would be hydrogen electric. This would allow us to move away from combustion in 20-30 years, probably with a combination of batteries and fuel cells.” There is much to accomplish, he assures, noting that the entire value chain needs to mature, and rules and regulations for marine applications need to be further developed. “But this is the trend of the future, and it is really happening. It’s not just a vision any more.” JOSTEIN BOGEN Product Manager, ABB Marine & Ports.

As for the shipping industry, moving hydrogen could emerge as a new business, in addition to hydrogen fueling greener ships. “Overall, the scenario with hydrogen and fuel cells is that shipping becomes greener and more attractive.”

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Emissions

Shipping on the road to decarbonization Dr. John Kokarakis

Technical Director Bureau Veritas Hellenic, Black Sea & Adriatic Zone

Paris agreement of 2015 mandates the reduction of Green House Gas emissions mainly these of carbon dioxide. Although, shipping was excluded, IMO in an effort to reverse the trajectory of global warming, has set a roadmap of decarbonization last April in London at MEPC 72. These decisions were driven by reports that future GHG emissions will increase between 50 and 250%, if the “business as usual” of our days is followed. The targets set by IMO are a reduction of the CO2 emissions by 50% compared to 2008 level and a reduction by 70% of carbon intensity by the year 2050. These targets were received with varying degrees of enthusiasm. Although, they appear to be realistic, they fall short from more extreme calls for zero emissions by 2035. The IMO goal is more realistic, since the technology which will allow for replacement of fossil hydrocarbon fuels with carbon-free ones, is at its teething phase. Hydrogen and ammonia are promulgated as the future king and queen of the multi-fuel future economy. Yet, at the present they do not represent financially attractive or technologically mature solutions. Ammonia has half the energy of diesel, being three times cheaper than gasoline. It has the highest hydrogen content and it is a natural refrigerant with zero global warming potential. Storage of liquid ammonia under atmospheric pressure at -33 degrees Celsius does not present the hurdles of hydrogen which liquefies at -253 degrees Celsius. A solution to solve the cryogenic “disadvantage” of hydrogen would be to consume it immediately following its production. Another solution can be the employment of more exotic novel chemical compounds like the so called “Metal Organic Frameworks”. Liquefied natural gas (LNG) and methanol are heralded as the most promising alternatives to drive decarbonization of the shipping sector. Utilization of alternative fuels has already begun with shipping stakeholders introducing ships burning cleaner fuels. Methanol, although toxic, corrosive, with low flash point is easier to store, since it is not cryogenic, but more expensive. It can be produced from natural gas, ideally with renewable energy. It boasts the lowest emission factor among fossil fuels equal to 1.375. LNG is estimated to impose an approximate 20% premium on price if it is utilized as a fuel. At the present, the low price of HFO deprives shipping from any motivation to utilize alternative fuels such as biofuels, relatively inefficient synthetic fuels, hydrogen and ammonia in tandem with fuel cells, solar power and wind energy as potential alternatives.

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Liquefied natural gas (LNG) and methanol are heralded as the most promising alternatives to drive decarbonization of the shipping sector. Utilization of alternative fuels has already begun with shipping stakeholders introducing ships burning cleaner fuels.

Moving to LNG and methanol is attractive as each of them has a biofuel counterpart, biomethane and biomethanol. This means that ships and infrastructure built for LNG and methanol can be also used for biomethane and biomethanol with minor amendments. Biofuels though cleaner than fossil fuels, are in direct competition with the food chain. Sustainability of their biomass feedstock for their production, is questionable. Another disadvantage of biofuels is that they tend to degrade after long term storage. A critical element valid for all alternative fuels is to utilize cost-effective production technologies. One sustainable solution can be the use of renewable sources of energy to produce the alternative fuels like for example carbon-free renewable electricity. The conclusion in the International Transport Forum report that a combination, a mixture of all currently known technologies could result into a completely decarbonized maritime shipping by 2035, appears to be very optimistic. Alternative fuels produced by renewable energy can deliver much of the required GHG reductions, provided that the stumbling blocks of their bunkering, availability, cost and storage may be removed. Wind assistance, solar and electric propulsion can bring additional reductions. A necessary prerequisite is the improvement in efficiency which for example in solar panels is below 20%. Rapidly falling costs of batteries technology for electric propulsion make that technology a viable candidate for

Emissions decarbonization. Operational measures such as lower ship speeds, smoother ship-port co-ordination and use of larger, more efficient ships under economy of scale could bring more GHG emission reductions. Speed reduction has a dramatic impact on reducing fuel consumption and emissions because of the cubic propeller law. A one knot reduction from 14 to 13 knots will result to 20% reduction in fuel consumption. If the longer duration of the trip is accounted for the reduction in fuel consumption is about 14%. Higher reductions in speed will yield even more dramatic reductions in the fuel consumption. It is understood that such reductions, dictated by the charterer, cannot be applied in perishable cargo or expensive one like fashion or electronic goods. The mantra of “charterer pays” is still valid. Consequently, financial motives may have to be provided to propel shipping into abandoning oil-based fuel and turn into the carbon-free fuels. Governments should encourage green shipping culture by supporting research into zero-carbon technology. Ports should provide cold ironing power facilities, electric charging systems and bunkering facilities for alternative fuels. A considerable amount of power is required to operate all functions on a vessel. This is not only lighting, but also heating, hot water, fans, engines etc. that need to be supplied. The ports of Los Angeles and Long Beach pave the way by installing thick forests of solar panels on neighboring rooftops. Shipping stakeholders should measure the carbon footprint of their fleets and employ transport options with zero-carbon ships. Private and public financial institutions should provide financial incentives and encouragement in that direction of investment. The Initial Strategy of IMO aims to phase out GHG emissions from shipping “as soon as possible in this century”. Shipping’s first-ever absolute emissions targets have been set. IMO promotes the so called short term measures during the first phase of decarbonization. Low hanging fruits are the speed reduction and the reduction of the attained Energy Efficiency Design Index, EEDI. Predefined reduction of EEDI may be pushed back, by accelerating its implementation, even-though it is a known fact that tankers and bulkers will have hard time to comply with the requirements. Phases 2 and 3 of EEDI reduction of 20 and 30% respectively will be implemented in 2020 and 2025. Proposals for earlier implementation at IMO did not pass for this type of ships. It is imperative to improve the energy efficiency of ships through technological and design measures so we can achieve the needed emission reductions. Available options are hull design improvements, hydro-dynamically optimized, built with lighter stronger materials. The easy and drastic way of reducing the power to achieve the required EEDI should be prevented. Towards that direction IACS in cooperation with IMO have unveiled the minimum power guideline to avoid under-powered ships in adverse weather conditions. It can be shown that EEDI KPI is proportional to speed squared. Consequently the promulgated 20 and 30% required EEDI reductions are equivalent to 11 and 16% service speed reduction. Although this is a low hanging fruit, the philosophy of EEDI is to apply design measures to achieve the index reduction. Operational measures such as reduced speeds, efficient ship-port

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interfaces and bigger ships carrying more cargo and burning less fuel are necessary to realize decarbonization in combination with new fuels and renewable energy. Wind-assisted ships reap additional reductions. The first electric ships already pioneer transport on short-distance routes. It is a fact that only a combination of operational measures, technical innovation and alternative fuels will deliver sufficient GHG reductions. Incentives for promoting alternative fuels warrant more attention. Discussions at the IMO currently focus on measures to make ship design and operation more energy efficient. Transition to alternative fuels must be accelerated and pursued in parallel with improvement in efficiency. There is also strong need to mitigate the adverse impacts of decarbonization on trade in developing economies and small island states. If it is intended to impose Market Based Measures in an effort to curb consumption, encourage fuel conservation, while collecting money which can be used for research on new fuels and propulsion options, the most straightforward one is imposition of a levy on the fuel. LNG, although not being a carbon-free fuel, it is an excellent bridge fuel to transit towards carbon-free fuels. The main problem associated with LNG is the unburned methane escaping to the upper layers of the atmosphere. This is known as “methane slip” and it occurs predominantly in internal combustion engines of low gas pressure following the Otto cycle. Nevertheless, even with 1% slip, it can be shown that emission factor is about 3, still superior to the one for HFO and diesel. Methane is a potent GHG being about 25 times stronger than CO2. Methane also has higher calorific value than HFO. Methane leakage and slip is more pronounced during the mining and distribution of natural gas. It is a fact that methane is produced in the guts of ruminant livestock as a result of methanogenic microorganisms. A sheep can produce about 30 liters of methane each day and a dairy cow up to about 200. Fuel choice is key factor in decarbonization. Shipping is at a pivotal point regarding future fuel choices. Impact of emissions from a fuel needs to be considered on a life cycle basis. Upstream emissions released with growing and/or manufacturing, distribution, use and disposal of a shipping alternative fuel must be accounted for. In that context carbon-neutral fuels of the fuel will cause zero increase in the CO2 to the atmosphere. For example methane or diesel obtained from captured carbon with renewable energy. Even further, if produced CO2 is captured, the tally becomes negative and we thus deal with carbon-negative fuels. It seems that we are going to welcome the CO2 scrubbers of the future. It seems that the real fuel kings and queens of the future will be the renewable sources of energy. They provide limitless sustainable energy having gained societal acceptance in contrast to another clean form of energy, nuclear power. It is most critical though to establish a culture of energy conservation and efficiency. This culture will make decarbonization a feasible task instead of a Shakespearean summer night dream.

Emissions

Putting yourself ahead of the pack with the carbon-robust ship The carbon-robust model can assist ship owners in choosing future-proof vessels, ensuring long-term competitiveness and profitability as the maritime industry decarbonizes. “We are in an energy transition,” says Øyvind Endresen, Environmental Consultant, at DNV GL’s Environment Advisory section. “Global regulations on emissions to air as well as the rapid rise and faster cycling of new fuels and technologies are poised to change the fleet of the future.” These changes are exposing the shipping industry to more risk than it has seen in many years and at a more fundamental level. When a vessel was planned 50 or even 20 years ago, the choices were much simpler. Size and cargo types varied, as did market drivers, but there was essentially only one choice of fuel and propulsion system. Today, the question of the propulsion technology, the fuel to be used, and even the crewing, is much more complex.

Øyvind Endresen

Environmental Consultant, DNV GL Environment Advisory

Who is my competition?

Overcome uncertainties of decarbonization “There are many uncertainties to consider when investing in new tonnage,” says Magnus Eide, Principal Consultant, at DNV GL’s Environment Advisory section. “But without a doubt, today’s ship owners face more change in the near future than at any time in recent memory. We cannot assume that the regulatory and technology landscape will remain stationary, and we need to examine the questions of what is next, how can we plan for the future, and what are the factors we need to take into account.” The carbon-robust model was launched in 2017 by DNV GL as part of the Maritime Forecast to 2050 to help manage this uncertainty and navigate towards this new future. The model can be used when developing ships that can withstand regulatory, fuel, technological and market shifts. A carbon-robust ship is one that is competitive and thrives in any decarbonization scenario.

Evaluating fuel and technology options The core of the carbon-robust model lies

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the competitive advantages lie, not just at launch but over a vessel’s lifespan.” How does the carbon-robust model work? To begin, a set of fuel and technology choices for a vessel to be built in 2020 needs to be selected. The model then estimates the CO2 emission levels and total annual costs. Fuel prices and CO2 tax levels can be changed from pre-set levels. The results are indicated for the period between 2020 and 2050. The performance of the vessel is compared with the performance of the rest of the fleet. The breakeven distribution for the fleet is utilized in the comparison.

Magnus Eide

Principal Consultant, DNV GL Environment Advisory

in evaluating different fuel and technology options by comparing the break-even costs (the minimum rate that a ship must secure to cover all costs) of a design to that of the competing fleet of ships under different scenarios. The break-even cost is the minimum rate that a ship must secure to cover all its costs. “A scenario-based model lets us explore design options and stress-test them for ship or fleet competitiveness under a range of possible regulatory, technology and energy price futures,” says Endresen. “This helps to deal with the uncertainty of how regulations and technologies will evolve in the next decades. The model also lets us see where

The competing fleet consists of ships currently operating and of ships being added to the fleet in the years to come. As time progresses, the future fleet is constructed by scrapping ships and building new ones. The number of ships to be scrapped and built is governed by the scenario description. Towards 2040 and 2050, the fleet composition is dominated by vessels built after 2020. Each new vessel is allocated an energy efficiency level, an exhaust treatment measure if required (e.g. scrubber), and a fuel and engine type. “The model allows for the inclusion of a range of different fuel choices that can be applied to any ship type and the competing fleet, everything from HFO and scrubber to LNG,” says Endresen. “You can then add, change or remove different energy efficiency measures to your design – adding PIDs (propulsion improving devices), for example, or improved digital services like weather routing or planning optimization. These elements are reflected in the costs of your vessel and its fuel consumption over time. We can work with customers to build a model for their own plans, including the vessel type, and for their operational profile, and include their own projections on the fu-

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Emissions The core of the carbon-robust model lies in evaluating different fuel and technology options by comparing the break-even costs (the minimum rate that a ship must secure to cover all costs) of a design to that of the competing fleet of ships under different scenarios. The break-even cost is the minimum rate that a ship must secure to cover all its costs ture of the market. With all of this, we can then examine the most promising options for their individual case.”

Case study for different decarbonization scenarios To demonstrate the model’s application, Eide and the Maritime Forecast team drew up a case study on the performance of three different VLCC designs, built in 2020. Each uses different energy efficiency technologies, of which one design is fuelled by LNG. Performance is tracked over 20 years, under two different decarbonization scenarios: Dull Blue to indicate business as usual and Bright Green to indicate a more driven approach to carbon reduction, including a carbon levy of USD 50 per tonne of CO2 from 2030. The results of the case study suggest that any way you cut the numbers, improving energy efficiency is essential. “There are significant differences in competitiveness, but the results indicate that the energy-efficient ship (design C) is the most robust choice in terms of break-even competitiveness, with the best balance over both the short and long term. However, we also see that vessels which continue to run on conventional fuels with scrubbers are potentially very vulnerable to changes in GHG regulations, which could expose owners to significant market and price risks in 2030 and 2040,” says Eide.

Reduction of GHG emissions as an innovation driver Eide is quick to note that the case study covers only a very limited set of technologies and fuels, and to come to firmer conclusions would require additional scenarios and designs. The indications of the Maritime Forecast and the carbon-robust model are clear though, says Endresen: “The reduction of GHG emissions will drive innovation in shipping. In addition to energy-efficiency measures, we will most likely see the widespread adoption of low or zero-carbon fuels. We believe the carbon-robust model could be a valuable supplement to ship owners in their newbuilding process and give investors and financiers an indication of the competitiveness over the financing period. By applying a structured, knowledge-based approach, supported by modelling tools, stakeholders put themselves ahead of the pack and remain competitive moving forward.”

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Emissions

Julien Dufour

CEO, Verifavia Shipping

EU MRV and IMO DCS – what does the proposed alignment mean? Julien Dufour, CEO, Verifavia Shipping explains the European Commission’s proposed alignment of the European Union’s Monitoring Reporting and Verification (EU MRV) and the International Maritime Organisation’s Data Collection System (IMO DCS), and how it will affect shipowners and operators.

With the introduction of the Monitoring Reporting and Verification (MRV) and Data Collection System (DCS), both the European Union (EU) and the International Maritime Organisation (IMO) have clear ambitions to reduce GHG emissions from ships, and have mandated processes to achieve their goals. Although there are some similarities between the two systems, the more recently outlined IMO approach to monitoring, reporting and verifying carbon emissions (CO2) has some significant differences to the EU MRV legislation. The EU MRV system was always designed to contribute to building an international system, and calls for alignment have been voiced since the IMO DCS was initiated in 2016. In February this year, three years on, the European Commission published its proposal for partial alignment of the two regulations and a public consultation launched inviting feedback until 1st April 2019 The objective of this proposal is to facilitate the harmonious implementation of the two MRV systems, while preserving the aims of the EU MRV; to keep the collection of robust and verified CO2 emissions data at individual ship level to stimulate the up-take of energy efficiency solutions and inform future policy making decisions. To achieve this, the proposal calls for a streamlining of the two systems (EU MRV and IMO DCS) in terms of definitions, monitoring parameters, monitoring plans and templates to reduce administrative burdens, but not to modify the governance, scope, verification, transparency and CO2 reporting requirements. In short, the text proposes to: • Amend the definition of ‘Company’ so that it is consistent with the IMO DCS definition (ISM manager) • Amend the definition of a ‘reporting period’ so that it is consistent with the definition in the IMO DCS. A ‘reporting period’ would mean the period from 1 January until 31 December inclusive. For voyages starting and ending in two different calendar years, the respective data would now be accounted under the calendar year concerned (similar to the IMO DCS) • Cargo carried would now be reportable on a voluntary basis • The deadweight tonnage would now be required to be reported in lieu of the actual cargo carried • The template of the monitoring plan would be slightly simplified • Time at sea would be replaced by hours underway (same as in the IMO DCS) • Finally, and most importantly, where there is a change of ‘Company’, the previous and the new companies would now be responsible for EU MRV only for the period corresponding to the activities carried out under their respective responsibilities (same as in the IMO DCS) While the first two amendments listed above would help to ensure that the same legal entities monitor and report according to similarly

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calculated reporting periods, what remains unchanged is the reporting procedure. EU MRV requires reporting to the European Commission through THETIS-MRV and IMO DCS to the Flag State. The EU MRV data – either aggregated or on a per voyage basis – must be uploaded into THETIS-MRV until April 2019 by the shipping company to ensure compliance with the EU MRV Regulation. The uploaded data must then be validated by the verifier, before being submitted online by the shipping company to the European Commission and the respective Flag administration. While a specific XML format has been defined for import into THETIS-MRV, neither the EU MRV or IMO DCS regulation requires data to be submitted to verifiers in a certain format; if the content is complete and compliant with the requirements of the regulations, it can be submitted in any format – from simple spreadsheets (i.e. xlsx, .csv, etc.) to advanced markup language format (i.e. xml, etc.), or more complex formats used in IT systems for monitoring vessel performance. The verifier can then extract the data as necessary to proceed with the verification process. This gives the shipowner / operator total flexibility and places the onus on the verifier to perform its role. The final point listed above is perhaps most significant, as previously under EU MRV, if a vessel changed ownership, the new owner would be responsible for the whole the reporting period. For example, if you purchased a ship on the 1st June, you would be responsible for the vessel data from 1st January and would need to appropriate data from the previous vessel owner. This represented a significant challenge, which may now be eliminated under the proposed alignment, with the new owner only responsible for data from purchase date of the vessel. One key requirement of the EU MRV that remains intact is the reporting of data ‘per voyage’. A reportable voyage is a voyage that involves at least one EU port of call, which is a port where a ship stops to load or unload cargo, or to embark or disembark passengers. A ‘voyage’ is a trip between two ports of call. It is important to note that stops for the sole purpose of bunkering, crew changes or maintenance, etc. are not considered to be a ‘port of call’. Consequently, all stops and voyages, as well as the purpose of the stops must be appropriately recorded so that reportable voyages can be correctly identified and monitored. If agreed, the updated Regulation will apply from 1 January following the year of entry into force, which means from 2020 if it comes into force in 2019. The proposed alignment is expected to preserve the benefits of the EU MRV in terms of environmental, social and economic impacts while at the same time increasing efficiencies and reducing the administrative burden for companies that have to comply with both schemes. Overall, it represents a welcome step towards simplification, enabling shipping companies to monitor data in the same way for both emissions reduction schemes.

Emissions

Scrubbers maintain vessels’ operation as before Sulphur Cap 2020 implementation John D. Papazafiriou

Director of Business Unit 1, FRANMAN

Our company Franman introduced to the Greek market the scrubbers by Kangrim Heavy Industries, on June 2018, with great success and acceptance by the Greek shipowners. Our cooperation with Kangrim goes back to 2000 when we started to promote their Boilers, Economizers, Inert Gas Systems, Inert Gas Generators and Incinerators. Kangrim’s Marine Products have been praised as the world best in quality, service and delivery from ship owners and shipyards. Kangrim’s Plant/Offshore products have been trusted by the companies for the best quality and reasonable prices through producing lots of Industrial Boilers, Large Pressure Vessels, Drums, etc. With its factories total 350.000 m² area in Changwon, Pohang, Busan in Korea and Ghangzhou in China and over 1,700 employees, Kangrim has delivered more than 8,000 sets Marine, Offshore and Plant Equipment. Kangrim Heavy Industries has developed a U-Type scrubber, the set-up of which can be, upon Owners’ request, either Open Loop or Hybrid. The system can be designed to include exhaust gas from Main Engine, Diesel Geneartors and Boilers, each one at the operating load conditions Owner wants. When the system operates in an open loop mode, utilizes seawater to remove SOx from the exhausts. Exhaust gas enters the scrubber and is sprayed with water in three different stages. The Sulphur Oxide in the exhausts reacts with water and forms Sulphuric Acid. There is no need for chemicals since the natural alkalinity of seawater neutralizes the acid. Kangrim’s Scrubber systems benefits from their 30 – years of experience in IGS/IGG Scrubber manufacturing technology. Since 2010, Kangrim has developed in cooperation with the Korean Government and STX Shipyard SOx Scrubbers and holds 5 main patents. As a result, Kangrim’s Scrubbers ensure high priority and stable performance. Kangrim’s SOx scrubbers are been manufactured in South Korea in Kangrim’s Changwon and Pohang factories of about 250.000 m², with a production capacity of up to 50 scrubbers per month and a lead time of 8 months from order. Including Piraeus, Kangrim provides reliable after sales service through a worldwide established AS network for Boilers and Inert Gas Systems/Generators in 72 places. Kangrim shares a great reputation among the Greek shipowners,

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which is a result of comprehensive and reliable delivery of its equipment and its smooth cooperation and flexibility to customers’ needs. This achievement is reflected to a robust reference list of numerous satisfied customers, operating thousands of Kangrim’s equipment on board their vessels. Among the Greek shipowners, Kangrim’s customers include companies: Springfield, Thenamaris, Costamare, Avin, Aegean, Prime Tankers, Central Mare, Evalend, Alpha Bulkers, Pantheon, Metrostar, Enesel, Capital, Chartworld, Tsakos, Pavimar, Stealth, Maran Gas, Angelakos, Oceangold, LMZ Transoil, Kyklades, Euronav, Starbulk, Lomar, Sea World, W Marine, Enterprises, Neda, CMM/Latsco, Dynagas among many other reputable shipping companies. Due to Sulphur Cap 2020 implementation many shipowners have decided to install scrubbers on their vessels. The first benefit we can mention of installing a scrubber is to maintain the operation of their vessels, as before the implementation of the regulation in respect of the types of fuels the crew and bunkering department of each company will be required to manage. The crew will continue to handle HFO, MGO fuels with the already known handling procedures. Furthermore the performance of the main engine, the diesel generators and the boilers will remain unchanged as long as these are included in the exhaust gas management by the scrubber. There will be no concerns by the use of different Low Sulphur blends, the composition of which varies between the fuel suppliers, even between the different suppling stations of the same supplier. Vessels will keep the existing tanks arrangement without having to clean their fuel tanks from the conventional HFO and avoid rearrangement of their tanks’ size. Last but not least of the benefits of installing a scrubber could be commercial by reducing the operating costs of the vessels. This will depend on the difference between the lowest price of the conventional HFO to the lowest price of the available compliant fuels. This is yet to be seen nevertheless we cannot fail to notice that most of our customers with tankers are motivated to install scrubbers from their charterers which are the dealers and suppliers of fuels.

Emissions

Liberia’s Efforts for a Greener Marine Environment Dr. Michalis Pantazopoulos

Senior Vice President & General Manager LISCR Piraeus office, managers of the Liberian Registry

With 4,341 registered vessels, aggregating more than 164,5 million gross tons, or 11 per cent of the world fleet and average age of the fleet 10 years, the Liberian Registry is the largest quality registry worldwide. In addition, Liberia became the preferred flag of choice for Greek shipowners according to the Greek Shipping Co-operation Committee of London with 840 flagged ships and over 72,5 million DWT, representing 21,3% of the 4,017 ships of the Greek controlled fleet, as published in March 2019. But as the fleet grows, Liberia has not lost sight of her social responsibilities as a Flag State as well as her role as an environmentally aware and responsible maritime administration, to be rightfully recognized as the Liberian-flag fleet to be the greenest fleet afloat. In addition to the long term initiatives for utilizing technology to reduce paper waste, Liberia has also launched recent new initiatives to help shipowners improve their green credentials and meet other corporate social responsibilities. The Liberian Registry became the first flag state to participate in the Green Award program. Green Award brings together ship operators who are willing to improve the safety and environmental performance of their vessels, and ports or private companies in the maritime sector which are willing to support vessels that go beyond international conventions and legislation in terms of ship lay-out and equipment, quality of operations and management. Green Award-certified ships will be recognized and rewarded by the Liberian Registry for their efforts to minimize emissions and risks of incidents and accidents, while ensuring the best care for people and the environment. The Registry will offer a 3% tonnage tax discount annually to all Liberian-flag vessels that are certified. The discount will apply continually as long as the vessel remains in the Green Award program. Moreover, the Registry has launched an innovative software product designed to replace traditional paper oil record books (ORB) and to facilitate correct ORB entries into an efficient electronic format. Liberia’s IMO-compliant Electronic Oil Record Book (ε-ORB) is intended to address a variety of issues, including oil record books being reported missing onboard, failure to document entries in the ORB of internal transfer of oily mixture, discrepancies between en-

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try into the ORB and actual capacity of the oily water separator, and falsification of log entries. Created in accordance with MARPOL requirements and certified by Lloyd’s Register, the ε-ORB is designed to establish transparency, credibility and traceability. The Registry’s most recently introduced Computer-Based Training (CBTs) on Cyber and Ship Security and Marine Environmental Awareness have been widely accepted and applauded by shipping as these are applicable to any vessel irrespective of flag and would benefit training of seafarers and ashore personnel on security and environmental awareness issues meeting IMO’s requirement. The Cyber and Ship Security training provides a comprehensive overview of cyber-security issues, including concepts such as malware, network security, identity theft, risk management, and other common threats to maritime security. The Marine Environmental Awareness training, developed in partnership with North American Marine Environment Protection Association (NAMEPA), Netherlands-based ProSea Marine Education, and Maritime Training Services (MTS), provides a comprehensive overview of the complex and diverse marine environment, explaining how it is impacted by shipboard waste, discharge and spills, etc. Liberia is planning to develop a library of training programs to protect, the environment, promote crew safety, and ensure ships in their fleet are secure.

Active IMO Participation and taking the stand on new emission regulations The Liberia Registry actively participates in all meetings at IMO and promotes IMO as the appropriate UN specialized organization to address the reduction of GHG emission from international shipping. Shipping is a global industry and Liberia works towards global solutions and regulations that are free of unnecessary, disproportionate or obsolete administrative demands and do not compromise safety, security and the protection of the environment. IMO has adopted operational and technical regulations and measures to reduce GHG emissions from international ships. Liberia has worked to ensure these regulations provide alternative compliance options for shipowners, such as the use of scrubbers and alternative future technol-

ogies, in meeting the global sulphur cap in 2020. Liberia is looking optimistically to the new technologies and, in particular, new fuels that have started to be employed in the shipping industry. While LNG and LPG as bunkers has received a lot of attention, Liberia is proud to also have been involved in the development of various alternative fuel proposals including flagging the world’s first ethylene/ ethane carrier with dual fuel engine, capable of burning ethane as fuel and carrying ethane as cargo. Liberia worked alongside the shipowner and the classification society in conducting the required technical review and hazard assessment to ensure acceptance and a successful delivery. Recognizing the potential challenges in implementing the 0.50% sulphur limit in 2020, Liberia assisted the shipping industry in presenting potential actions that IMO should consider supporting successful implementation of the global sulphur limit. Liberia supported the establishment of a global data collection system for monitoring and reporting of CO2 emissions from shipping under the auspices of IMO. The introduction of unilateral or regional regulations, such as MRV, will duplicate regulations and result in additional burdens on Administrations and industry. Liberia is hopeful that the MRV regulations will be amended so that to be aligned with the IMO global data collection system.

Since shipowners and operators hold a disproportionate responsibility in meeting the challenges associated with the implementation of this limit, they should not need to guess where the fuel will be available. To assist shipowners and operators meeting their responsibilities, Liberia recently submitted a paper to the IMO Marine Environment Protection Committee calling for early reporting on the availability of fuel oil that is compliant with the IMO’s 2020 sulphur limit. This is only one example of how Liberia embraces the technological changes of the industry while looking out for its shipowners. Further, we know that shipping is an industry of partnership and not a one-way street, and we are committed to making sure to share with our clients and owners our experiences, our networks, our technology, and our global network to ensure their vessels get the support they need to operate in an ever changing and increasingly complicated regulatory landscape. The aim for continuous improvement, innovation, technology utilization to improve existing system for ships to operate efficiently, safely and environmentally friendly is a continuous effort. Liberia is committed on this continuous effort moving towards systems, procedures and processes that will improve not only shipping but the community at large and this is a commitment.

The important role of DESMI in the “Green Ship of the Future”

John Pedersen

Segment Director, Marine & Offshore DESMI

Among others, the DESMI Optisave concept are designed to control the sea and fresh water cooling system, Engine room ventilation for optimal operational patterns and hence less power consumption of the pumps / fans installed by controlling the water temperatures and flows to its optimal work conditions.

DESMI are playing an active role in the “Green Ship of the Future” initiative with the DESMI Optisave concept. Among others, the DESMI Optisave concept are designed to control the sea and fresh water cooling system, Engine room ventilation for optimal operational patterns and hence less power consumption of the pumps / fans installed by controlling the water temperatures and flows to its optimal work conditions. The concept includes own developed plc based control system in remote HMI’s for safe and reliable control and overview by the ship crew. Frequency converters and motor starters designed for the pump package are also a part of the total DESMI Optisave concept. The DESMI Optisave concept is designed as a modular system with a common platform, which can be used for both new building and vessels already in operation. Significant savings can be expected with a very attractive return of investment and a high contributor to a better fuel oil consumption and hence less CO2 footprint. DESMI was entering the Scrubber business from the very beginning and with the extensive experiences and with a supply chain in Denmark and in China the preferred partner for the supply of pumps for scrubber systems with an extensive sales record for the high grades materials and high quality for a safe a reliable lifetime operations. Extensive engineering is mandatory for assurances of the best and optimal selection of the pumps and associated equipment’s and DESMI’s project organizations are supporting the clients from the very beginning with detailed pump curves, recommendation and calculation including various options like Frequency converters, high efficient electrical motors for the final selection of the most efficient and effective solutions. All the activities contributes to a better environment and less fuel oil consumption and CO2 foot print with a dedicated engineering team and high efficient pump solutions.

March 2019 | NAFS 73

Emissions

Looking ahead in view of the emissions regulations entering into force In view of the emissions regulations entering into force, first within the ECA zones with the 0.1% Sulphur cap on January 1st 2015 and globally with the 0.5% Sulphur cap on January 1st 2020, Oceanking has started looking into different exhaust gas cleaning system makers, in order to select and provide a dependable solution to those customers choosing scrubbers as a compliance method. “We started looking into scrubber technology back in 2011. Initially we took an interest in dry scrubber technology as an efficient solution, however at the time there were no installations of dry scrubbers. We quickly concluded that we needed to select a company with a proven technology and a reliable system. In these terms we have started cooperating in 2014 with Ecospray Technologies.”, says Panos Yannoulis, President of Oceanking. Ecospray’s Exhaust Gas Cleaning Systems (EGCS) are able to meet the compliance needs for the 2020 sulfur cap (0.5% S), as well as those of the ECA areas (0.1% S), using all different options – Open Loop, Closed Loop & Hybrid depending on the operational needs of each vessel. The System operates comfortably up to 3.5% sulfur fuel at high engine loads without the addition of chemicals, even in lower alkalinity conditions, such as Alaska and the Baltic Sea. The long experience since the first installation in 2012, has enabled Ecospray to develop a reliable system which meets the compliance needs and is based on simplicity of operation and maintenance. The system which has been developed meets the compliance needs based on the nozzles used and the nozzle arrangement which is a proprietary design of the company. This nozzle arrangement provides a distinctive spraying pattern of the exhaust gases ensuring the efficacy of the system. In terms of maintenance, not a single nozzle has been replaced since the first installation and in terms of reliability, availability of the system has reached 98% on current operating systems. The open loop system is very simple and consists of the S.W. supply pump(s) which provide the necessary water to the EGCS tower nozzles for achieving the de-sulfurization. The

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Carola Yannouli

General Manager of Oceanking, Naval Architect & Marine engineer NTUA, MBA INSEAD

Miltos Messinezis

Sales engineer in Oceanking, Naval Architect/Marine Engineer , M.Sc.

wash water is then diluted with fresh sea water from a separate pump inside a static mixer and then discharged outboard, complying either with IMO regulations and/or VGP regulations according to Owners demands and the vessel’s operating profile. Furthermore, in case the system needs to be converted in a hybrid system in the future, no modification of the tower is necessary, as it is hybrid-ready. As of today, Ecospray has secured over 330 orders, out of which approx. 250 systems are installed, commissioned and certified, the majority of which are open loop. Recent studies on open-loop discharge water conclude that there are no harmful effects to the marine environment and that scrubbers are a safe and effective means for compliance with IMO’s 2020 requirements . Last month a relevant study has been present-

ed to the Clean Shipping Alliance showing that the quality of the water used in scrubbers was always far below the IMO monitoring limits for polycyclic aromatic hydrocarbons (PAHs) and the annual limits for nitrates. The study was based on 281 wash-water samples from 53 Carnival Corporation ships equipped with the systems. In addition, the Japanese Ministry of Land, Infrastructure, Transport and Tourism presented a report at an International Maritime Organization (IMO) meeting last month, concluding that wash water from open-loop scrubbers does not present a significant threat to the marine environment. This conclusion based on a simulation of the impact of discharge water on marine environment in areas with high vessel concentration MLIT has conducted. The first Ecospray system installation for a Greek owner was onboard a newcastlemax bulk carrier almost one year ago. Since then not only has the system operated without any issues, but also the vessel’s Crew appeared particularly satisfied with the ease of operation. Until today we have orders for 75 vessels from several Greek shipping companies. 2019 is expected to be extremely busy, considering that the majority of these scrubbers will be installed onboard the vessels within the year. “The success of Ecospray lies with the fact that the installed systems are both reliable and always in compliance, which are the key elements for such an expensive investment.”, says Costas Hassiotis, CEO of Oceanking. Looking ahead, the next couple of years will be challenging for the industry, considering the regulations coming into force. Oceanking’s philosophy is to form lasting partnerships with our customers and our principals, in order to ensure a successful outcome in each project. Especially in the case of a scrubber retrofit, all parties (shipowner, maker, engineering company and shipyard) need to approach the project with this mentality, as all parties need to contribute and cooperate, in order to design the optimum system for each vessel. We believe that our role and contribution as representatives is to ensure and facilitate such a “partnership” mentality.

Emissions

Greenhouse Gas Emissions in Shipping Panos Kirnidis

BEng, MSc CEO PISR

Ship owners are facing yet another round of maritime regulations that will impact their operations: the International Maritime Organisation (IMO) introduction of the ballast water management convention in September 2017 has been followed by the 1 January 2020 global sulphur cap. While these are designed to improve the environmental operations of the maritime sector, there is little doubt that it brings continuing added pressures to ship owners. The race to be compliant with the IMO sulphur 2020 cap has been a long process in terms of development and even at this late stage there is still hostile debate, conjecture, rancour and annoyance by some in the maritime world over this environmental policy. Yet there are fewer arguments against the effects of greenhouse gas emissions from maritime transport. They currently account for around 2.5% of the global total and according to Panos Kirnidis, CEO of Palau International Ship Registry (PISR) who believes there is struggle at the heart of this issue. PISR is actively involved with environmental matters and has introduced two innovative initiatives the first being a Blue Fee which is a flat charge of $5USD to all jobs processed that is remitted to Palau for the national marine sanctuary fund. The second is a Blue Certificate, which is issued to ships that conform to the registry’s additional quality, safety and environmental standards which are among the highest in the shipping world. A Blue Certificate is issued following the Annual Flag State Inspection if the vessel attains designated safety and environmental standards, it is valid for 12 months and will be reissued every year if the vessels maintain or exceed the standards set. Every ship that obtains a Blue Certificate also qualifies for a discount on their annual fees. “There is little doubt that the shipping world is committed to the reduction of greenhouse gases and other environmental matters that affect the shipping world. Ship owners understand these issues and there is no sticking of heads in the sand and hoping to ignore things and they will go away. Ship owners are under considerable pressures to get their vessels from port to port and they need a reliable partner to help them in their everyday operations. But they are realists and do have a strong sense of proprietary when it comes to such important global matters. Solving real problems can be achieved through a blend of the latest SMART technology and employing smart people. For ship owners this is the real benefit of embracing technology. It is also a smart way for regulators to work more closely with ship owners for everyone’s benefit. It is also the way registries like PISR can help them achieve these hard emissions targets with our Blue Certificates and rewarding best practice.” Panos Kirnidis sees the environmental concerns of The Republic of

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Palau as a vital element in his registry’s commitment to the maritime debate. “PISR is committed to environmental issues in our everyday operations and we work closely with the Palau government in helping to support this work. We charge our fleet a blue fee that we remit to Palau for the national marine sanctuary fund. In addition we have our Blue Certificate certificates which are automatically given to a vessel that complies with our additional environmental standards that are inspected during the Annual Safety Inspection we make on the vessel. If the vessel obtains one of our Blue Certificate, then the ship will automatically qualify for a discount on the annual fees.” Caring for the environment protection has long been an important part of Palau’s culture and PISR supports such important and recognised protection. The Blue Fee supports the Palau National Marine Sanctuary which this tiny island nation has set aside 500,000 square kilometers (80%) of its maritime territory for this dedicated environmental effort shows its commitment. These initiatives are vital in an era of environmental concern and when changes are being brought into the maritime world and in particular, to the vital shipping industry. Shipping emissions are predicted to increase between 50% and 250% by 2050 subject to future economic and energy developments and the IMO committed the maritime industry at a meeting in 2018 to halve carbon emissions by 2050. While this is achievable in the eyes of many regulators and determined environmental bodies, Panos Kirnidis believes this will only happen with the ship owners being recognised as vital cogs in this programme of compliance. “I am talking daily with ship owners and they see more regulations as inevitable but also as acceptable. After all, ship owners live like the rest of us on the planet and appreciate the need for emission reductions, particularly from the industry they operate in. We have discussions with many companies offering environmental services and products aimed at reducing emissions and some of these will be useful to our fleet and owners who do need help in these matters. At Palau we are constantly developing and refining our processes and services and we want to ensure our fleet conforms to every regulation. In the matters of greenhouse gas emissions there are workable options towards achieving compliance and we are working with ship owners, talking to fuel treatment companies and scrubber installers to determine the best way forward in the fight against greenhouse emissions. As I say to ship owners, we will always keep your needs at the top of our agenda. Without you we would just be another registry in a busy shipping world. What we all want to be are warriors of the environment but in a calculated, workable and sympathetic way.”

Emissions

Ship air emissions and their impacts Dr. Stefanos Chatzinikolaou

Senior Manager, Global Marine Training RINA Hellas Ltd.

Ship air emissions may be grouped, subject to their general impact, to emissions causing air pollution, the so-called air pollutants, and emissions contributing to climate change, the so-called greenhouse gases (GHG). Sulphur oxides (SOx), nitrogen oxides (NOx), particulate matter (PM), carbon monoxide (CO), volatile organic compounds (VOC) and ozone (O3), are the most important air pollutants, whereas carbon dioxide (CO2), and methane (CH4) are the main greenhouse gases of shipping. Air pollution and climate change can be also intertwined since some of the air pollutants have also a climate forcing potential. Tropospheric ozone and black carbon (BC), a constituent of PM, are examples of air pollutants contributing also to global warming. Other PM components, such as sulphates and nitrates, listed as important air pollutants with negative impacts on human health, may have a positive (cooling) effect to climate change (IPCC, 2013). Air pollution and GHG from all anthropogenic activities create certain forms of external cost (i.e. the cost from an economic activity that is transferred to third parties without being counted in the overall cost of this activity). A typical example of external cost is the additional cost payed by an individual for medical and/or health insurance services in an effort to avoid the consequences of being exposed to polluted air. This exposure to polluted air is an every-day reality for nine out of ten people according to the World Health Organisation, which presently, considers air pollution as the greatest environmental risk to human health (WHO, 2O19). Assessing the total impacts from ship air emissions is a very challenging task. For air pollutants, impact estimates can be rather complex since except for the quantity of the emission, additional parameters should be also taken into account, such as the properties of the emitted substance, the environmental conditions, and info on the receiving environment and the exposed population. Assessing the impact of GHG is even more complex. The Intergovernmental Panel on Climate Change (IPCC) emphasizes that estimates of the social costs of climate change have a wide range of uncertainty because of the limited knowledge of impacts, uncertain future of technological and socio-economic developments, and the possibility of other unforeseen events (IPPC, 2017). For the maritime transport sector, the general social protection strategy (e.g. in EU) requires addressing the external cost of ship air emissions by implementing measures which internalise this cost into the transport process. The regulator has the following two different options to achieve this: a. Command-and-control regulations: setting emissions

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limits; and b. Market based measures: pricing methods with taxes on emissions, or cap-and-trade solutions that permit the exchange of air emissions rights. The environmental agenda of shipping keeps growing in recent years with regulations covering air pollution (e.g. the sulphur content limits in marine fuels) and GHG in ship design and ship operation. Especially for GHG, regulators often have different approaches on how to enforce new rules which adds additional (and unnecessary) pressure to shipping. The case of the EU Monitoring Reporting and Verification, (MRV) and the IMO Data Collection Scheme, (DCS) is illustrative in this respect. International shipping emits less than 1000 million tonnes of CO2 annually, and is responsible for about 2.6% of global GHG (ICCT, 2017). Yet, GHG from shipping are expected to increase between 50% and 250% by 2050 – depending on future economic and energy developments. This is not compatible with the so-called Paris Agreement adopted in 2015, which has set the specific goal of holding global warming to well below 2 degrees Celsius, compared to pre-industrial levels, and of pursuing efforts to limit it to 1.5°C (UNEP, 2017). To meet these targets, the shipping sector will have to cut in half the worldwide GHG by 2050. This target is included in the recent IMO’s Initial Strategy on the reduction of GHG emissions (as agreed in MEPC 72). The strategy contains a list of activities with relevant timelines and candidate short-, mid-, and longterm measures. In the short-term period (2018 – 2023), shipping will have to boost energy efficiency in the context of the EEDI and the SEEMP, and in addition to evaluate new measures (e.g. speed reduction), never considered before. In the medium-term period (2023 – 2030), a notable potential entry is the IMO market-based mechanism, which however remains to be seen if it will be in line with the emission-trading scheme proposed by EU. In the long-term period (2030 and onwards), the main goal will be to develop zero-carbon or fossil-free fuels in order to de-carbonise shipping in the second half of the century. The new strategy of IMO reflects the willingness of international shipping to contribute to the sustainable development goals set by the United Nations in 2015. Shipping is undoubtable contributing to sustainability by providing accessibility to goods, services, and activities, carrying the 90% of international trade. The IMO strategy, puts focus on the two remaining principles of sustainability (i.e. acceptance of resource constrains and equality), by enforcing new measures and technologies to eliminate the impacts of shipping to human health and the environment. This corresponds to a huge challenge for international shipping in the upcoming years.

Emissions

SOxFree EGCS: The new Marine Product from SunRui Panagiotis Dimakopoulos

Sales Department Technical Advisor of Marine Plus SA

SunRui Marine Environment Engineering Co. Ltd is a very reputable Maker and well known within the International Maritime Market, for the development of BalClor Ballast Water Management System (BWMS). The ambition of SunRui is to succeed in acquiring similar recognition in Exhaust Gas Treatment Sector. The IMO Regulation, regarding the Global Fuel Sulphur Limit of 0.5% - 0.1% in the Emission Control Areas (ECAs), is entering into force on 1st of January 2020. In order for vessels to comply with the aforementioned IMO Regulation, SunRui has recently launched its new cost effective and reliable Marine Product the SOxFree Exhaust Gas Cleaning System (ECGS). It is certain that the SOxFree EGCS is released late, as a significant number of Owners have already proceeded with the selection of a Scrubber system for their fleet. The reason for this delay was that SunRui preferred to do an enhanced Research and Development so as to ensure the Top Quality of the Product, instead of rushing to produce a problematic and prone to failures Scrubber System. In addition, SunRui decided to cooperate with a Chinese Maritime University operating a 3.5 MW 2-Stroke Marine Diesel Engine, produced an equivalent Full Scale Scrubber Model and arranged for it to be thoroughly Tested in both Open and Close Loop Modes respectively. The Test Results were very successful and all the parameters such as the Pressure Drop, the Drainage Water PH etc. were found within the acceptable limits of the various International Regulations. SunRui SOxFree EGCS has already achieved Approval In Principal (AIP) from LR and relative Certification is also expected to be acquired shortly from DNV-GL and CCS. At this stage a U-Type Design is offered for the Scrubber Tower, as this configuration offers a better safety level by eliminating the possibility of wash water flooding the engine. At a later stage an I-Type Design will also be offered, as the Dry-Running with this configuration creates a high corrosive environment to the Scrubber Tower Material and SunRui R&D Department is investigating this issue. The Scrubber System can be offered with Open Loop, Closed Loop and Hybrid configuration options. At the moment, the interest from the Owners is focused on either the Open Loop option or the Hybrid option. The Open Loop System is simple and its main components are the Scrubber Tower, the Water Pumps, the Gas Analyzer and the Water Analyzer. The Hybrid System is more complex, but it has the advantage that it can operate in Open Loop mode inside the Areas where the discharge of the Wash Water is allowed and in Close Loop mode inside the Areas where the discharge of the Wash Water is prohibited - enabling the Owner to avoid at all the use of the expensive Low Sulphur Fuel Oil (LSFO) or Marine Gas Oil (MGO). The Hybrid System includes the components of the Open Loop System and some additional components such as the Heat Exchanger, the Alkali Unit and the Water Treatment Unit. Being a Pioneer Maker, SunRui is always trying to introduce innovative

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solutions. Currently, it is common for the Scrubber Makers to offer various Steel Alloys regarding the Scrubber Tower Material. SunRui is also able to offer Super Duplex Stainless Steel Material for the Scrubber Tower as an option. What differentiates SunRui from the other Makers is that there is a second option for the Owners: a Scrubber Tower which will also include Titanium Clad Plate Material. The Titanium can add High Corrosion Resistance, which is vital for a Scrubber Tower. Another important advantage of SOxFree EGCS is that it can be offered together with BalClor BWMS as a Combined Project. In this case, SunRui will provide to the Owner a Turn Key Solution: Supply of Equipment, 3D Scan Service at the same time, Detailed Design and Engineering Study, Project Management, Supervision, Commissioning and On-board Training for both systems. There are already reputable Greek Owners who assigned to SunRui a Combined Retrofit Project for their VLCC and Aframax Tankers. The customs clearance cost, the transportation cost and the installation cost of a Scrubber System to the Retrofitting Shipyard are also very important factors for consideration by an Owner. If a Chinese Shipyard is selected for the installation and SunRui is appointed as the Supplier for the Project, then the relevant savings for the Owner will be huge, in comparison to having to ship a Scrubber System to China from another country. There are also additional benefits for an Owner to proceed with SOxFree EGCS: • Short Delivery Time. • The Components of the System are from Reputable Sub-Contractors. • Established Service Network (same with BalClor BWMS). • Cooperation with experienced Designing Companies. • Provision of Onboard Training. • 20 Scrubber Models are available, covering the demand from 1MW to 80MW. • The Open Loop System is Hybrid Ready and can be easily converted to Hybrid System in the future. • SunRui has already vast experience with Newbuilding/Retrofit Projects and has been cooperating with many Newbuilding/Retrofitting Shipyards. • Advanced and Flexible Scrubber Designing. • High Sulphur Removal Rate (exceeding 98%) • Various offered choices of materials for the Scrubber Tower. Concluding, the fact that SunRui is a member and has the support of the powerful state-owned CSIC Group, the experience and know-how of SunRui to design Marine Products, as well as the worldwide success of BalClor BWMS, are solid reasons for an Owner to entrust the SOxFree EGCS and install it either for a Newbuilding Project or to an existing vessel (Retrofit Project). Since September 2015, Marine Plus is the Exclusive Representative of SunRui for the Greek Market and will ensure that each inquiry for SOxFree EGCS will be handled with priority and will meet the full attention of SunRui.

Emissions

PPG’s proven coatings technology meet complex maritime challenges

nticipating change and understanding long term industry trends is key to meeting customer needs for marine coatings. In these challenging times of high operational costs and reduced earnings, shipowners and operators must combine requirements for enhanced asset productivity, environmental compliance and reduced operating costs. For PPG this is an opportunity to be grasped. The company has built up strong relationships with leading industry players to deliver coatings that meet their requirements for improved operational efficiency, measurable fuel savings and superior environmental performance. PPG anticipated the trend of rising fuel costs and in response engineered its most advanced pure silicone fouling release system, PPG SIGMAGLIDE® 1290. This coating is formulated to help owners reduce the loss of speed and power due to fouling growth – and at the same time reduce greenhouse gas emissions – while delivering a coating that is free from biocides. PPG SIGMAGLIDE 1290 is a fourth-generation, silicone fouling release coating and is completely biocide-free. As such it is unaffected by legislation such as the Biocidal Products Directive and it is tailored to comply with future environmental compliance programmes. Its low environmental impact means that it can be applied onto the hull of a vessel trading in the most ecologically-delicate environments. Superior performance is achieved through a combination of film-forming properties and a very low average hull roughness, which result in market-leading fuel savings. PPG SIGMAGLIDE 1290 utilizes dynamic surface regeneration

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technology to eliminate slime problems and dramatically reduce the loss of speed and power compared to existing fouling release products. One of the well-known drawbacks of fouling release technologies is that their effectiveness decreases over time. This is often seen at the waterline where the impact of sunlight, dirt and UV radiation has a negative effect and leads to the aggregation of slime. The coating has been engineered to include dynamic surface regeneration properties. These allow water to act as a catalyst to lower the surface energy of the coating back to its original state and thus restart its beneficial surface configuration properties. This significantly extends the effectiveness of the coating and as a result, customers will experience no loss in performance and improved stability of the product throughout its lifetime. The combination of the 100% silicone binder fouling release system with the ability of the surface to dynamically regenerate makes the PPG SIGMAGLIDE 1290 coating a breakthrough technology for the marine coatings market.

PPG SIGMAGLIDE 1290 is a fourthgeneration, silicone fouling release coating and is completely biocide-free. As such it is unaffected by legislation such as the Biocidal Products Directive and it is tailored to comply with future environmental compliance programmes.

Emissions

LR and UMAS release new ‘ZeroEmission Vessels Transition Pathways’ study Lloyd’s Register (LR) and University Maritime Advisory Services (UMAS) have released ‘Zero-Emission Vessels Transition Pathways’, a study that aims to show what is needed to enable the transition, both at the ship and supply infrastructure level, to deliver zero-emission vessels (ZEVs) that are crucial to achieve the IMO’s Greenhouse Gas (GHG) Strategy 2050 ambition. The study demonstrates to all stakeholders what action needs to be taken now. The new ‘Zero-Emission Vessels Transition Pathways’ study seeks to address key questions about ZEVs such as: what needs to happen between now and in the next three decades for ship deployment? And what needs to happen within this period to develop the supply infrastructure? The study looks at the key milestones, barriers and enablers over the specified time frame, and considers cost implications, operating profile and how policy measures such as carbon pricing could influence the outcomes. The ‘Zero-Emission Vessels Transition Pathways’ study indicates that: • All pathways explored with the study will achieve the IMO’s ambition of at least 50% reduction in GHG emissions by 2050 and go beyond to show that zero-carbon is possible. 2020 – 2030 is the most significant decade, stressing the urgency for early action. • There is still uncertainty when choosing one fuel, one technology and one route and therefore this decade will need to see full-scale pilots and prototypes, the development of policy, standards and rules, and will be characterised by first adopters driven by consumer pressure. • Batteries in short-sea markets, or if used as hybrids, and on-shore power supply will play an important role in reducing the dependency on fossil fuels. Easy to store zero or low-carbon fuels (for example sustainable biofuel and methanol) may also be an attractive solution as existing infrastructure and machinery can be used to ease the transition. The 2030s – scaling up of zero-carbon solutions. • The evolution of shipping’s fuel mix is closely linked to the evolution of the wider energy system, so a clear signal needs to be given to the potential fuel producers. We expect to see a consolidation of what the dominant technologies for use on board will be and the interactions between end-fuel price, machinery costs and revenue loss will be better understood. We will start to see ships being designed to store less energy on board and changes to their operating profile to bunker more frequently.

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Up to the 2050s • Although the likelihood of any pathway is difficult to assess, we may experience more than one switch. For example, a growing share of biofuels in the 2020s with on-going efforts to develop fuels produced from Renewable electricity, referred to as electro-fuels, resulting in a major shift to electro-fuels in the 2040s and 2050s. We expect that by 2050, and beyond consolidation of the market, to see an end fuel mix dominated by one family of fuels. Previous LR and UMAS studies, Low Carbon Pathways (in conjunction with Shipping in Changing Climates) and Zero-Emission Vessels 2030, have shown that to achieve at least a 50% reduction in CO2 by 2050 and to be on course for a CO2 pathway consistent with the Paris Agreement, ZEVs need to be entering the fleet around 2030. What’s more, a significant portion of new-builds will have to be zero emission to compensate for the non-zero emissions of the existing fleet. So, by investigating all key energy sources that would allow zero-carbon fuels to enter the shipping fuel market: renewable electricity, bio-energy and fossil fuels with Carbon Capture and Storage (CCS), our Transition Pathways study supports those who are planning to finance, design or build a ship in the 2020s and who will need to consider how their ships can switch to non-fossil fuel later in its operational life. And for those not directly associated with ship building or operating: the shipping industry must now establish collaborative joint ventures involving the shipping industry partners but also fuel technology companies, equipment manufacturers and energy developers from other industry sectors so we can develop, scale and commercialise the uptake of ZEVs. LR’s Global Sustainability Manager, Katharine Palmer said: “2020 – 2030 is the most significant decade and the study stresses the urgency for early action. Scaling up of zero-carbon fuels relies on clarity of the direction taken in the wider energy system. Uncertainty risks delaying important investments within the world’s fleet and infrastructure.” UMAS’ Principal Consultant, Carlo Raucci said: “It doesn’t happen very often, to live such moments of a global transition towards a new paradigm. This study has given us the opportunity to reflect on the actions needed to achieve a desirable future with zero-emission vessels dominating the shipping industry. There are different paths to reach this goal and every turn of a path has its seduction and promises attached. A path may hold so many possibilities for shipping stakeholders but what is clear though is that the era of emitting fossil fuels must be left behind.”

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Emissions

Zero - carbon Shipping must become a reality Edmund Hughe

Ιnterview with Edmund Hughes, Head, Air Pollution and Energy Efficiency, International Maritime Organization (IMO)

Head, Air Pollution and Energy Efficiency, IMO

Do you believe that biofuels offer an innovative approach in shipping industry? Biofuels are one option. Of course, there are wider considerations, such as availability, and sustainability of the production of biofuel and so on. It is clear that the global introduction of alternative fuels and/ or energy sources for international shipping will be integral to achieve the overall ambitions set out in IMO’s initial strategy for reducing GHG emissions from international shipping. I think there is room for all options to be considered, including electric and hybrid power, hydrogen and other fuel types. There is also a lot that can be done to improve energy efficiency of ships through operational measures. An IMO-industry alliance is looking at how the barriers to just-in-time ship operation can be mitigated. Currently, many ships expend hours or days waiting outside ports and running their diesel engines – just-in-time operations could significantly cut emissions. Zero-carbon shipping: Illusion or reality? In the initial IMO strategy, there is a clear ambition to pursue efforts towards phasing out GHG emissions from international shipping entirely, by the end of this century. This has to become a reality. As United Nations Secretary-General Antonio Gutteres has said, “We need to put the brake on deadly greenhouse gas emissions and drive climate action…. The world is counting on all of us to rise to the challenge before it’s too late”. Research and development will be crucial, as the targets agreed in the IMO initial strategy will not be met using fossil fuels. There is a need to make zero-carbon ships more attractive and to direct investments towards innovative sustainable technologies and alternative fuels. What are the useful steps to meet 2020 sulphur limit requirements and IMO’s 2050 decarbonisation goal? To meet the 2020 sulphur limit from 1 January 2020, planning is essential. Failing to plan is planning to fail. IMO has already issued ship implementation planning guidance , to help shipowners prepare, and the Sub-Committee on Pollution Prevention and Response (PPR 6) in February agreed draft Guidelines for consistent implementation of the 0.50% sulphur limit under MARPOL Annex VI. Together with other relevant guidelines, this will form a comprehensive package of new and updated instruments that will assist industry and Administrations to effectively and uniformly implement the 0.50% sulphur limit. In looking ahead to the 2050 goal for decarbonisation (which is for an at least 50% cut in annual GHG emissions from international ship-

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ping), from the IMO side, there is a clear roadmap and an approved programme of follow-up actions upto 2023, including considering the candidate short- mid- and long term candidate measures and working towards adoption of a revised strategy in 2023. That revised strategy should set out a clear path to the 2050 goal. This year, Member States are expected to build on the initial strategy by presenting firm proposals in May to an intersessional working group and to the Marine Environment Protection Committee meetings. These are likely to include strengthening the Energy Efficiency Design Index (EEDI) and Ship Energy Efficiency Management Plan (SEEMP). What needs to happen between now and in the next three decades for ship deployment? And what needs to happen within this period to develop the supply infrastructure? Some of the things that have been identified in the GHG strategy include looking at the provision of ship and shore-side/on-shore power supply from renewable sources and developing infrastructure to support supply of alternative low-carbon and zero-carbon fuels. The need to further optimize the logistic chain and its planning, including ports is also identified as a candidate short-term measure, along with the initiation of research and development activities addressing marine propulsion, alternative low-carbon and zero-carbon fuels, and innovative technologies to further enhance the energy efficiency of ships. In the mid-term, the strategy identifies candidate measures, including an implementation programme for the effective uptake of alternative low-carbon and zero-carbon fuels, including update of national actions plans to specifically consider such fuels. In this regard, there may need to be further consideration given as to how to incentivise the uptake of alternative fuels and innovative technologies. Also identified as a candidate mid-term measure is the need to undertake additional GHG emission studies and consider other studies to inform policy decisions, including the updating of Marginal Abatement Cost Curves and alternative low-carbon and zero-carbon fuels. Do you believe that the carefully chosen second generation biofuels used can contribute significantly to reducing CO2 emission? Biofuels could be one of the options. If we are to achieve the goals set out in the initial strategy it will be important to develop and implement measures suitable for the existing fleet. The advantage of such biofuels is their ‘drop-in’ capability to be used in the existing fleet meaning that they can readily replace hydrocarbon liquid fuels. However, as indicated before it is an imperative that such biofuels are produced from sustainable feedstocks and using sustainable energy supplies.

Blockchain

Can Blockchain create competitive advantage in shipping? Apostolos Panos Master in Shipping

People have gone from the information age to the time of interconnection and this is why people have to adapt as many technological information they can, because everything turning into digitalization. Making our world an interconnected universe, we can’t deny the fact that adjustments must be done for the business sectors to survive the changes and try to own them. The most important factor of adjusting changes either of an individual or a company as a whole, are dynamic capabilities. As David J. Teece said, dynamic capabilities are the weapon to adjust and in longterm to achieve competitive advantage against your competitors. Saying this, we can pass from the business industry as a whole to shipping. Shipping, is trying to make jumps to get through an obsolete branch in an autonomous industry. Looking at forecasts for shipping by 2050, one can clearly distinguish the technologies that will occupy tomorrow. Technologies such as Internet of things, Cloud computing, smart shipping, Big Data, Argumenta Reality, Drones, 3D Printing, Artificiate Technology, Blockchain.

BLOCKCHAIN All of this is part of a technology vision called Internet of Everything and is the quintessence of the era we live in, this interface and the core of Industry 4.0 industrial revolution. Any technology that is written above can be a multipage book with various information and in depth analysis for us, but I will try to demonstrate a ‘sneak peek’ for one specific technology, BLOCKCHAIN. When someone, hears or reads about blockchain another technology comes through his/her mind and this is Bitcoin. Yes, the rival of banking has its roots from way back with the white paper of Satoshi Nakamoto, that published in October 2008 with title “Bitcoin: A peer-to-peer electronic cash system”. Inside, this particular white paper Nakamoto managed to introduce bitcoin, also devised the first blockchain database. So, as we can understand bitcoin isn’t blockchain but bitcoin wouldn’t be achievable without our beloved blockchain. In our mentioned example, blockchain managed to make acceptable transactions between the parties without the need of any intermediary, such as bank. With banking industry feeling the changing “touch” of this technology, soon enough other industries tried to understand and have a more in depth look to this technology and found that it can be helpful indeed. Also, Maritime industry wants to take privilege on blockchain. Before we take a closer look, I want to write a brief definition of what we call blockchain.

DEFINITION

Blockchain, originally block chain is a growing list of records, called blocks, which are linked using cryptography. Each block, contains a cryptographic hash of the previous block, a timestamp and transaction data. By design, a blockchain is resistant to modification of the data. It is an open, distributed ledger that can record transactions between two parties efficiently and in a verifiable and permanent way. Blockchain has a peer-to-peer network.

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BLOCKCHAIN (SMART CONCTRACTS) ADVANTAGES • Quick processing time and real time updates: Instead of mailing documents to various parties, exchange of information can become • Higher accuracy: Due to automated systems, errors are much less possible • Full Transparency: The information is stored in a place where everyone can have access provided that he has the required access key • Increased Security: All information is encrypted • Cost Saving: Saving documentation, procedural delays, blockchain reduce • Easier access to the market: The entry barriers will be less and the market will become more competitive. • Direct communication : No need of intermediates

CHALLENGES

• Special contractual terms: Some terms are unique and very specific, that blockchain has to recognize • Higher flexibility: Some situation can only solved through commercial approach and blockchain as a sealed system will have a big challenge here • Global adoption of the technology

BILL OF LANDING

Bill of landing is one of the most paper needed process and a “have to be solved problem” for blockchain technology. Below, I quote you a brief comparison of manual and smart (blockchain) bill of landing. Blockchain bill: The only thing you have to do is to press the button for forwarding the bill while all the parties have the capability to view the document. MANUAL BILL OF LANDING

BLOCKCHAIN BASED BILL OF LANDING

Shipper receives the order from consignee

Issuer (Carrier)

Shipper books cargo with the carrier

Shipper (Seller)

Shipper packs the container and delivers to the carrier

Consignee (Buyer)

Carrier issues their bill of landing to the shipper as per their bill of landing instructions

Delivery Agent (Agent of the Carrier)

Shipper sends the original bill of landing from the shipper Consignee surrenders the original bill of landing to the carrier at destination Carrier releases the goods to the consignee

CONCLUSION Blockchain shipping would mean greater transparency, competition and assurance so that shipments make it to their final destination. Blockchain can become as revolutionary as container as soon as every party will accept it and last but no least blockchain can be developed from great players into maritime industry and create competitive advantage.

Market news

CR Ocean Announces BLRT Grupp Reduces Environmental Major Scrubber Impact Contract With Usa Based Fleet

With the award of a major marine scrubber contract for a USA‐ based shipping company, CR Ocean Engineering, LLC, (“CROE©”) continues cruising full speed ahead to a leadership position as a worldwide supplier of exhaust gas scrubber cleaning systems. This latest award follows a year of investigation and evaluation by our client. Starting with a smaller number of ships several months ago the client has increased the number of ships with the CROE scrubbers to over 35. All Scrubbing Systems will enter commercial operations during 2019 and will be ready for operation when the IMO Global Sulfur Cap goes into full effect worldwide on January 1st, 2020. CROE Scrubbers are designed to help shippers meet both the 0.1 percent sulfur equivalency requirement in European and North America Emission Control Areas (ECAs) that went into effect on January 2015 and the Global 0.5% sulfur equivalency rules that will be enforced beginning on 1st, January 2020. As with the 0.1 percent sulfur ECAs, the global 0.5 percent requirement will present shipping companies with the choice of using more expensive low sulfur fuel or using alternate technologies such as scrubbing systems. Allied Shipbroking called Marine Scrubbing Technology, the “fastest and cheapest” way to reduce harmful diesel fuel emissions to meet the stringent International Maritime Association (IMO) compliance requirements for the shipping industry. CROE has leveraged over 60 years of experience in air pollution control to develop scrubbing systems for the maritime industry. Currently CROE Systems are installed or in the process of being installed on more than150 ships. CROE is represented exclusively for the Greek market by Euploia Drydock & Services, ltd.

90 NAFS | March 2019

For the first time the repair and painting of vessel in the dock using a protective cover at the Tallinn Shipyard. Construction of covering for Kelly vessel with length of 132 meters and width of 16 meters, belonging to the Estonian shipping company Hansa Shipping, lasted several days. A protective net was stretched between the dock fences and the deck of the ship, metal structures – trusses were installed and then covered with a high-strength awning. This type of coverage enabled to diminish the penetration of abrasive particles and paint into the air, thereby significantly reducing the environmental impact. In addition, this shelter allows to perform such work regardless of weather conditions, significantly reducing vessel’s repair time. Kelly vessel joined the fleet of Hansa Shipping in February of this year and is currently the largest in the fleet. Euploia Dry Docks and Services, Ltd. is the Exclusive Agent in Greece.

New office for Turbo Belgium in Greece

Turbo Belgium is pleased to announce that is expanding its activities in the Greek Market by establishing its new office Turbo Belgium Hellas. The company is proud to announce that the cooperation between Turbo Belgium and its Exclusive Agent in Greece, Euploia Drydocks & Services Ltd, has now been extended to include its new office. Turbo Belgium Hellas since its establishment on 01/01/2019 is engaged in the provision of services by Greek Service Engineers & in the sales of spare parts. Both its new office Turbo Belgium Hellas & its Exclusive Agent Euploia Drydocks & Services Ltd work closely together, having as common goal to better serve Greek Market’s needs.

Market news

Ecochlor Announces BWMS Retrofit Contract with Alaskan Tanker Company

Alaskan Tanker Company (ATC) will retrofit the Ecochlor® ballast water management system (BWMS) on board their fleet including three VLCC crude oil tankers and an option for one additional vessel. Each of these vessels are U.S. flag tankers with Zone 1 and Zone 0 hazardous areas. The Ecochlor® BWMS is approved for installation in both US Flag and International vessels in hazardous areas rated Zone 1 or Zone 0 through their U.S. Coast Guard Type Approval certification. The installations will start in the fall of 2019 and run through 2021 at the Sembawang Shipyard, Singapore. Steve Candito, CEO at Ecochlor said, “Alaskan Tankers has a reputation of shipping oil with the utmost concern for personnel safety and environmental protection. They have a ‘culture of responsibility, accountability at all levels’ and we are proud to have been selected by a vessel owner with such high standards. I look forward to our ongoing relationship ─ providing BWMS and after sales service with the excellence in performance that they demand.” Euploia Drydock & Services, Ltd. is the exclusive agent of Ecochlor in Greece. Contact Mr. Charis Valentakis, Managing Director at +30 210 9400660 or by email at info@euploia.eu. www.euploialtd.eu

92 NAFS | March 2019

#say_yes #yes_to_ sea_tourism στις 29 Μαΐου 2019 To YES Forum δηλώνει ένα ακόμα ηχηρό ΝΑΙ στο Θαλάσσιο Τουρισμό με τη διοργάνωση του YES to Sea Tourism Forum την Τετάρτη 29 Μαΐου 2019 , το οποίο θα λάβει χώρα στα πλαίσια της Διεθνούς Έκθεσης των Posidonia Sea Tourism και ώρες 14.00 – 19.00. Το YES Forum, είναι η πρώτη πλατφόρμα ανοιχτού διαλόγου μεταξύ των στελεχών Ναυτιλίας, του θαλάσσιου Τουρισμού και των νέων ανθρώπων που θέλουν να γνωρίσουν τους κλάδους αυτούς. Επιδίωξη των ανθρώπων του είναι η προσέγγιση και επαφή της νέας γενιάς - ήδη από τη σχολείο – με την ιστορία της ναυτιλίας και του τουρισμού μας. Τα συνέδρια του YES Forum λαμβάνουν χώρα υπό την Αιγίδα των Υπουργείων Ναυτιλίας, Παιδείας, Τουρισμού και της πλειοψηφίας των Ελληνικών Πανεπιστημίων. Στη θεματολογία συμπεριλαμβάνεται ο θαλάσσιος τουρισμός, η κρουαζιέρα και το yachting στην Ελλάδα, τομείς ενδιαφέροντες όσο και κερδοφόροι, οι οποίοι προσφέρουν ευκαιρίες, από τις οποίες οι νέοι μας πρέπει να επωφεληθούν. Οι συμμετέχοντες για άλλη μια φορά θα έχουν την ευκαιρία να θέσουν τα ερωτήματα τους πριν και κατά τη διάρκεια του Forum και να συμμετέχουν σε έναν ανοιχτό διάλογο με στελέχη του χώρου. Συντονιστής του πάνελ θα είναι ο Δημοσιογράφος από το ΠΡΩΤΟ ΘΕΜΑ - Μηνάς Τσαμόπουλος. Ιδιαίτερο ενδιαφέρον θα παρουσιάσουν και φέτος τα “Networking Corners” στα οποία στελέχη της ναυτιλιακής βιομηχανίας θα απαντήσουν ερωτήσεις και θα δώσουν κατευθυντήριες σε θέματα που αφορούν τα Τechnical, Operations, Crew & Chartering Τμήμα Ναυτιλιακής Εταιρείας, Startups, Καινοτομία & Τεχνολογία, Εταιρείες Παροχής Ναυτιλιακών Υπηρεσιών. Ευχή και ελπίδα του YES FORUM, είναι ο διάλογος που ξεκίνησε στα πλαίσια του Posidonia Sea Tourism 2017 θα συνεχιστεί με μεγαλύτερη συμμετοχή νέων που θα στηρίζουν το όραμα μας και θα συντελούν στην πραγματοποίηση των προσδοκιών μας. #say_yes #yes_to_sea_tourism Υπεύθυνη Διοργάνωσης του YES to Sea Tourism Forum είναι η Δανάη Μπεζαντάκου, Concept Founder του YES FORUM & CEO της ΝAVIGATOR SHIPPING CONSULTANTS LTD.

Shipping awards

Tsavliris Salvage joins forces with Green Award Foundation From left to right: Nicolas Tsavliris (Principal, Tsavliris Salvage), Andreas Tsavliris (Principal, Tsavliris Salvage), Dimitrios Mattheou (Chairman, Green Award Foundation), George Tsavliris (Principal, Tsavliris Salvage), Jan Fransen (Executive Director, Green Award Foundation)

Tsavliris Salvage celebrated its induction into the Green Award Foundation during a Reception at the Yacht Club of Greece on 10 January 2019. The Senior Management of the Green Award Foundation wholeheartedly welcomed Tsavliris Salvage, which offers a series of financial incentives to Green Award member companies, into the scheme. The prestigious Green Award Foundation certifies shipping companies and ships that demonstrate excellent performance. All certified companies have to meet strict requirements covering safety, quality and environmental conscience. The Tsavliris Group has been active for more than 75 years as a maritime-focused enterprise that has unrivalled experience and know-how, including 55 years of performance in the international marine salvage business. Tsavliris is one of the world’s most active emergency response contractors for assisting marine casualties, with a record of more than 3,000 salvage cases. Dimitrios Mattheou, Chairman of the Green Award Foundation, formally handed over the Green Award plaque to the Principals of Tsavliris Salvage, Nicolas, George and Andreas Tsavliris. Mr Mattheou said that “I am delighted for my presence here today to signify this considerable milestone in the history of the Tsavliris Salvage Group. ‘Green Awarders’ are spread all around the globe, from Canada to Japan and from South Africa to Norway. The Tsavliris Salvage Group joins this league of Green Award stakeholders”. He also stated that “Tsavliris Salvage is a world-class professional marine salvor, dedicated to saving life and property at sea and to protecting the marine environment from accident-related pollution. We are very pleased to have such a value oriented company in the Green Award scheme and we are confident for its willingness to clearly demonstrate a commitment to achieving the Green Award Foundation’s objectives, mission and vision with a unique orientation on environmental excellence and safety in shipping.”

94 NAFS | March 2019

Nicolas Tsavliris said that “We fully encourage and support initiatives like that of the Green Award that promote shipping sustainability and a clean environment in which our clients’ vessels can safely and efficiently operate. By being inducted into the Green Award Scheme, Tsavliris Salvage takes the voluntary initiative to offer a 10% reduction on standard tariff rates on our own equipment and personnel charges during salvage operations to Green Award certified vessels worldwide. In this way, Tsavliris Salvage supports the further ‘greening’ of the maritime industry and will allow other Green Award certificate holders to benefit from their investments in further improvement. The more companies that support quality ships through the Green Award, the more the maritime industry becomes socially responsible and sustainable”. Mr Tsavliris concluded: “We, at Tsavliris Salvage are very proud that we serve the Greek and international shipping community, as we always have with great passion and we are committed to continue doing so in an even more environmentally responsible manner”. Jan Fransen, Executive Director of the Green Award Foundation, congratulated Tsavliris Salvage for their decision to participate in the Green Award Network and described the significant benefits of the Green Award for all certificate holders and for the environment. He referred to the interesting history and symbols of the Foundation and recalled that “It was 25 years ago, when Green Award launched its inspiring mission, devoted into promoting and supporting safety, quality, environmental awareness and protection in the maritime sector. Throughout these years, Green Award has evolved into a world-wide recognised symbol. This has been achieved by bringing together all participants in the shipping industry and at the same time fostering and rewarding their efforts to conquer the delivery of high quality services and products and to create a prominent social responsibility”.

The Premium Cruise & Sea Tourism Event in the East Med

28 -29 May 2019 DOMOTEL KASTRI CONFERENCE CENTER

ATHENS GREECE

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Posidonia Sea Tourism Forum 2019

ΣΗΜΑΔΙΑ ΑΝΑΚΑΜΨΗΣ ΤΗΣ ΚΡΟΥΑΖΙΕΡΑΣ ΣΤΗΝ ΑΝΑΤΟΛΙΚΗ ΜΕΣΟΓΕΙΟ ΔΗΜΙΟΥΡΓΟΥΝ ΝΕΕΣ ΕΥΚΑΙΡΙΕΣ ΓΙΑ ΤΙΣ ΟΙΚΟΝΟΜΙΕΣ ΤΗΣ ΠΕΡΙΟΧΗΣ Το 5ο Posidonia Sea Tourism Forum, που θα πραγματοποιηθεί 28-29 Μαΐου στο συνεδριακό κέντρο του ξενοδοχείου Domotel Kastri, έχει σκοπό να αναδείξει τις θετικές προοπτικές για τη βιομηχανία κρουαζιέρας στην Ανατολική Μεσόγειο. Καθώς σημαντικοί προορισμοί, λιμάνια και χώρες υποδοχής στην περιοχή εμφανίζουν τα πρώτα ελπιδοφόρα σημάδια ανάκαμψης, έπειτα από μια τριετή κρίση λόγω γεωπολιτικών εντάσεων, οι εταιρείες κρουαζιέρας προσβλέπουν σε αυξημένη δραστηριότητα στην σημαντική για την κερδοφορία τους αγορά. Η ανάκαμψη της περιοχής, που ήρθε νωρίτερα από ό,τι αναμενόταν, στηρίχτηκε σε μεγάλο βαθμό στη συνεπή επίδοση της Ελλάδας ως προορισμού με παγκόσμια απήχηση, που διατήρησε ζωντανή την κρουαζιέρα στην Ανατολική Μεσόγειο έως ότου η Τουρκία θα επανέκαμπτε ως ενεργός προορισμός. Εξίσου σημαντική είναι και η σταδιακή επανένταξη του Ισραήλ και της Αιγύπτου στα δρομολόγια, επιδιώκοντας την επαναλειτουργία δρομολογίων κρουαζιέρας με υψηλή εμπορική αξία, που προσφέρουν μια συνολική εμπειρία της μοναδικής ποικιλομορφίας της Ανατολικής Μεσογείου. Με την επέκταση του παγκόσμιου στόλου να φέρνει αύξηση της συνολικής διαθεσιμότητας κλινών κατά 7,5%, το 2019 θεωρείται χρονιά νέων στρατηγικών εξελίξεων που θα καταφέρουν να εδραιώσουν ξανά την Ανατολική Μεσόγειο ως κορυφαία περιοχή ανάπτυξης της κρουαζιέρας. «Βρισκόμαστε μπροστά σε μία χρονιά-ρεκόρ στις ναυπηγήσεις νέων πλοίων, καθώς τα 24 κρουαζιερόπλοια που τίθενται σε λειτουργία το 2019 αποτελούν τον μεγαλύτερο αριθμό που έχει δρομολογηθεί ποτέ μέσα σε μία μόνο χρονιά. Συνολικά, θα προστεθούν στην

98 NAFS | March 2019

παγκόσμια δυναμικότητα 42.488 νέες κλίνες, οι οποίες πρέπει να αξιοποιηθούν με επικερδή τρόπο», δήλωσε ο κ. Θεόδωρος Βώκος, Διευθύνων Σύμβουλος της Εκθέσεις Ποσειδώνια Α.Ε, διοργανώτριας του Posidonia Sea Tourism Forum, που θα πραγματοποιηθεί στις 28 και 29 Μαΐου στο Συνεδριακό Κέντρο του ξενοδοχείου Domotel Kastri. Η Διεθνής Ένωση Εταιρειών Κρουαζιέρας CLIA Europe έχει ήδη επιβεβαιώσει την ενεργή συμμετοχή της στο φετινό Posidonia Sea Tourism Forum και αναμένεται να εκπροσωπηθεί από αντιπροσωπεία υψηλού επιπέδου. Η επιλογή αυτή της CLIA Europe ερμηνεύεται ως μια ξεκάθαρη δήλωση αναφορικά με την εμπορική δυναμική της Ανατολικής Μεσογείου και το μελλοντικό της ρόλο στη βιώσιμη ανάπτυξη της κρουαζιέρας στη Μεσόγειο συνολικά. Το 5ο Posidonia Sea Tourism Forum θα παρουσιάσει μια συνολική ανάλυση της παγκόσμιας βιομηχανίας κρουαζιέρας και των προοπτικών ανάπτυξής της με βάση τις τρέχουσες διεθνείς εξελίξεις. Ως αποτέλεσμα της εντυπωσιακής αύξησης δυναμικότητας του κλάδου, διαμορφώνονται νέα μοντέλα για την αξιοποίηση του στόλου και την ανάπτυξη νέων αγορών, ενώ συντελούνται σημαντικές ανακατατάξεις στόλων, με την παραγγελία πλοίων νέας γενιάς και συνεχή αναβάθμιση των υπαρχόντων κρουαζιερόπλοιων. Το Forum θα εξετάσει τους παράγοντες που διαμορφώνουν την παγκόσμια δυναμική της βιομηχανίας κρουαζιέρας και τις οικονομικές παραμέτρους που καθορίζουν τις επιλογές των εταιρειών, συμπεριλαμβανομένων και θεμάτων που αφορούν νέους περιβαλλοντικούς κανονισμούς, νέες τεχνολογίες, εναλλακτικά καύσιμα, την ανάγκη ανάπτυξης των υποδομών και πολλά άλλα θέματα.

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