ΤΕΥΧΟΣ110
100
2016ΤΕΥΧΟΣ
ΣΕΠΤΕΜΒΡΙΟΣΑΠΡΙΛΙΟΣ 2014 - ΜΑΙΟΣ
ΠΕΡΙΟΔΙΚΟ ΝΑΥΣ ΠΕΡΙΟΔΙΚΟ ΝΑΥΣ
ΝΑΥΣ nafs n afs 113 110
ΚΩΔ. Γ.Γ. 2229 ISSN 11047-3179
www.nafsgreen.gr
Posidonia 2016
www.nafsgreen.gr www.nafsgreen.gr
SOTIRIOS KAMINIS
6
IOANNIS CHIOTOPOULOS
ΚΩΔ. Γ.Γ. 2229 ISSN 1107-3179
Bimonthly Review for the Shipping industry
Bimohthly Review for the Shipping Industry
BimohthlyReview Review Bimohthly for the Shipping for the Shipping Posidonia 2014...and the Industry Industry NOVEMBER 2016 USA, ARPIL-MAY 2016 winner is KAMINCO issue 113 issue 110
THEODOSIS STAMATELLOS ARSENIOS PAPATHEODOROU ΑΔΩΝΙΣ ΒΙΟΛΑΡΗΣ TED PETROPOULOS www.nafsgreen.gr 99 - July 2014 MICHALISIssue PANTAZOPOULOS
100 the Galileo’s ΚΩΔ. Γ.Γ Cryobox 2229
Cruise Industry’s
economic contribution sets all-time high in Europe
ATHANASIOS REISOPOULOS
Ted Petropoulos
Vicky Liouta
OSVALDO DEL CAMPO
Greek Shipping at a boom? Post Posidonia pulse
What a BEKIARIS difference 90 days APOSTOLOS
TH
makes for Private Equity PAUL HAGENS Funds in Shipping
PPG 100 χρονια
After 18 years of serving the marine news industry, we are proud to publish our 100th issue of NAFS. We want to thank you all for your trust and support. Objective for 200 issues is set!!!
Durable coating solutions
issue Ένωσης Ελλήνων Εφοπλιστών
HARRY HAJIMICHAEL TED PETROPOULOS Greek Private shippingEquity will continue Funds to play its leading role worldwide in Shipping
SPECIAL EDITION TOM PERLICH Ballast Water Ecochlor to achieve consent for Systems theTreatment USCG Type Approval
ΝΙΚΟΣ Κ. ΔΟΥΚΑΣ
Trump Ltd. A.Donald Hilios και Ναυτιλία 28 years of experience at your service
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Professional training in the safe operation & maintenance of conventional lifeboats, free-fall lifeboats and davit systems.
A AKTI A.PAPANDREOU 19500 LAVRIO – GREECE T +30 2292304702 @ ACADEMY.GREECE@NORSAFE.COM
Index ISSUE 113 - NOVEMBER 2016
06. ΚΩΣΤΑΣ ΔΟΥΚΑΣ: Στερνή μου γνώση... ΤΑ 100 ΧΡΟΝΙΑ ΤΗΣ ΕΕΕ ΚΑΙ ΟΙ ΠΟΛΙΤΙΚΕΣ ΠΑΛΙΝΩΔΙΕΣ 08. ΝΙΚΟΣ Κ. ΔΟΥΚΑΣ: Donald Trump. Ο νέος πλανητάρχης και η ναυτική βιομηχανία
development of Private Equity Funds (PEFS), the impact 12. The of the shipping crisis and some predictions as to their future involvement in Shipping
ανεκτίμητη παρακαταθήκη των 100 χρόνων ιστορίας της 14. ΗΕνώσεως Ελλήνων Εφοπλιστών
Ballast Water Management Convention: A dry bulk bless18. The ing in disguise? FIRST presents a new way to experience a BWT instal32. ERMA lation GloEn-Patrol: A technical combination of filtration 40. PANASIA, and ultra violet disinfection Avitalis BWTS stands out of the crowd as imple42. Teamtec´s mentation race begins
The frontrunner in the ballast 44. OceanSaver: water treatment industry. Turbocharging: 100+ service stations & 1,200 skilled 48. ABB people at your service (Dear readers, please note that there was
IN
TED PER N I R A P ED P L C Y REC
22.
Alfa Laval PureBallast passes the ten-year mark as the BWM convention is ratified
4 NAFS SEPTEMBER 2016
an inaccuracy that has now been corrected in ABB’s interview in last issue of NAFS magazine. We would therefore be grateful if you would read the revised version in this edition. Thank you).
0.5% sulfur compliance is no problem for CROE 50. Global scrubbers. 70. 7th Hydra Shipping Conference
®
38.
A New Frontier in Arctic Waters for Ballast Water Treatment
62.
Winning the next battle against invasive marine species
48.
ABB Turbocharging 100+ service stations & 1,200 skilled people at your service
TEXNIKH ΠΡΟΣΤΑΣΙΑΣ ΠΕΡΙΒΑΛΛΟΝΤΟΣ Α.Ε.
Υπηρεσίες Προστασίας Θαλάσσιου Περιβάλλοντος Υπηρεσίες Ευκολιών Υποδοχής Στερεών Αποβλήτων Πλοίων Ship to Ship - Ship to Shore Transfer ∆ιαχείριση Κατεστραµµένων Φορτίων/Φορτίων Μειωµένης Αξίας Πρόληψη & Αντιµετώπιση Περιστατικών Θαλάσσιας Ρύπανσης ∆ιαχείριση Αποβλήτων από Εργασίες Επισκευής/Συντήρησης Πλοίων
Οι Υπηρεσίες Απευθύνονται σε: Λιµάνια
|
Ναυπηγεία
Μαρίνες
|
Ναυπηγοεπισκευαστικές Ζώνες
website: www.epe.gr
|
HOURS
Παράκτιες Εγκαταστάσεις
email: epe@epe.gr
phone: +30 210 40 60 000
SERVICE
NAFS SHIPPING MAGAZINE ΙΣΑΛΟΣ ΓΡΑΜΜΗ
Στερνή μου γνώση
ΤΑ 100 ΧΡΟΝΙΑ ΤΗΣ ΕΕΕ ΚΑΙ ΟΙ ΠΟΛΙΤΙΚΕΣ ΠΑΛΙΝΩΔΙΕΣ Γράφει ο Κώστας
Δούκας, Δημοσιογράφος, Μέλος ΕΣΗΕΑ, Βραβείο Ιδρ. Μπότση
Λίγα εἰκοσιτετράωρα πρίν ἀπό τήν ἐπίσημη ἐπίσκεψη τοῦ πλανητάρχη Μπαράκ Ομπάμα στήν Ἀθῆνα, ὃλος ὁ πολιτειακός καί πολιτικός κόσμος, παλιός καί νέος (πλήν τοῦ ΓΑΠ ὁ ὁποῖος εἶχε καταργήσει… τό ΥΕΝ, σάν ἡ Σαουδική Ἀραβία νά καταργοῦσε τό Ὑπουργεῖο Πετρελαίου) χειροκρότησε στό Μέγαρο Μουσικῆς τόν ἐφοπλιστικό κόσμο τῆς Ἑνώσεως Ἑλλήνων Ἐφοπλιστῶν, ἀναγνωρίζοντας τό «σταθερό κεφάλαιο», πού λέγεται «ἑλληνική ναυτιλία», τήν διαχρονική προσφορά της στήν ἐθνική οἰκονομία καί τήν δυναμική της γιά τήν ἒξοδο τῆς χώρας ἀπό τήν οἰκονομική καταστροφή, ὃπου τήν ὁδηγοῦν οἱ ξένοι δανειστές καί ἡ ἀκατάλληλη πολιτική της ἡγεσία. Ξαφνικά ὁ ἲδιος ὁ πρωθυπουργός κ. Αλ. Τσίπρας, ἀποστασιοποιήθηκε ἀπό τίς ἰδεολογικές ἐμμονές τῆς ἑλληνικῆς ἀριστερᾶς μέ τήν ἐπιχειρηματικότητα καί ἐπικαλέσθηκε «τήν γνωστή σέ ὃλο τόν κόσμο ἐπιχειρηματική ὀξυδέρκεια τῶν Ἑλλήνων πλοικτητῶν καί τήν συνήθεια (sic) πού ἒχουν νά παίρνουν τήν σωστή ἀπόφαση στήν σωστή στιγμή (σ.σ. αὐτό λέγεται flexibility κι εἶναι τό συγκριτικό πλεονέκτημα τῶν Ἑλλήνων ἐφοπλιστῶν), δρῶντας κόντρα στό ρεῦμα, ἢ ὃπως λένε οἱ οἰκονομολόγοι, ἀντικυκλικά». Καί ὃμως, οἱ ἒχοντες μνήμη δέν ξεχνοῦν ὃτι πρίν ἀπό λίγα χρόνια, ὃταν ἡ κυβέρνηση βρισκόταν στήν ἀντιπολίτευση, οἱ ἐφοπλιστές ὑπῆρξαν ὁ κυματοθραύστης τοῦ πολιτικοῦ λαϊκισμοῦ, ἐντός καί ἐκτός Βουλῆς, κατατασσόμενοι μεταξύ ἐκείνων πού ἒβγαζαν τά χρήματά τους στήν Ἑλβετία μέσω ὑπερακτίων, μαζί μέ ἂλλους φοροφυγάδες, φοροκλέφτες καί μαφιόζους. Τό ἐπάγγελμα τοῦ ἐφοπλιστοῦ ἒγινε συνώνυμο μέ ἐκεῖνο τῆς κακουργηματικῆς δράσης τῆς νομενκλατούρας, οἰκονομικῆς καί πολιτικῆς, πού ἐκμυζᾶ συστηματικά τούς πόρους τῆς χώρας, εὐθύνεται γιά τό κατάντημα τοῦ τόπου
6 NAFS SEPTEMBER 2016
καί ἐξακολουθεῖ νά διαχειρίζεται ἀτιμωρητί τήν δυστυχία τοῦ λαοῦ καί τῆς χώρας, καί μάλιστα νά πλουτίζει ἀσύστολα ἀπό τήν διαπλεκομένη αὐτή διαχείριση. Ἡ «Ἲσαλος Γραμμή» εἶχε κατά καιρούς πάρει ξεκάθαρες θέσεις στήν τακτική τῶν πολιτικῶν νά θεωροῦν τόν Ἓλληνα ἐφοπλιστή μόνο ἀντικείμενο ψόγου. Τό 2014 π.χ. γράφαμε: «Ἀντί νά ἐπαινεῖται ἡ ἐπιχειρηματική ἱκανότητα τῶν Ἑλλήνων ἐφοπλιστῶν καί ἀντί νά ἐνθαρρύνεται ἡ στροφή στό ναυτικό ἐπάγγελμα, πού προσφέρει ἡγεμονικούς μισθούς σέ σύγκριση μέ τούς ὑπομισθούς πείνας τῆς ξηρᾶς τῶν μνημονίων, ἀντιθέτως οἱ ἐφοπλιστές συλλήβδην καί ἀθρόως τίθενται στήν λίστα τῶν «λαμόγιων», τῶν ἀπατεώνων καί τῶν πάσης φύσεως διεφθαρμένων ἐσωτερικῆς δράσεως, πού ἐξακολουθοῦν νά ληστεύουν τόν ἐθνικό πλοῦτο, ἐνῶ ἡ ἑλληνική ναυτιλία μεγαλουργεῖ διεθνῶς καί ἀποτελεῖ πρότυπο πρός μίμηση». Τώρα ἡ εἰκόνα φαίνεται ὃτι ἂλλαξε. Βλέποντας ὁ πρωθυπουργός ἀπέναντί του ἑκατοντάδες ἐπιτυχημένους ἐπιχειρηματίες, ἀντελήφθη ὃτι ἡ ἐποχή τοῦ φθινοπώρου τοῦ 2011, ὃταν ὁ κ. Τσίπρας ἒκανε λόγο γιά «ἐφοπλιστές τῶν θαλασσοδανείων καί τῆς σημαίας εὐκαιρίας», ἦταν πολύ μακρινός. Τό καλοκαίρι τοῦ ἲδιου ἒτους πού ὑποστήριζε ὃτι ἡ ἀναλογία τῶν 11 ἑκατομμυρίων κατοίκων στά 5,5 δισεκατομμύρια τοῦ παγκοσμίου πληθυσμοῦ, καί ἡ ἰδιοκτησία ἀπό τούς Ἓλληνες τοῦ 16% τοῦ παγκοσμίου ἐφοπλιστικοῦ στόλου εἶναι ἁπλᾶ ἐξωφρενική», μοιάζει τώρα μέ ἀρχαία ἱστορία, ὃταν ὁ ἲδιος τούς ζητεῖ νά συμβάλουν στήν ἀνάπτυξη μέ ἐπενδύσεις, ὃπως ἂλλωστε τοῦ συνέστησε καί ὁ ἀπερχόμενος πλανητάρχης, παρόντος καί τοῦ προέδρου τῆς ΕΕΕ κ. Θ. Βενιάμη. Οἱ νουνεχεῖς Ἓλληνες ἐφοπλιστές καί ἡ σταθερή τους πολιτική, τό δημιουργικό τους ἒργο, οἱ πολλές ἐπενδύσεις ξηρᾶς πού ἒχουν κάνει (τό Ἳδρυμα Νιάρχου χρησιμοποίησε ὁ κ. Ὀμπάμα, ἐπενδύσεως 500 ἑκατομμυρίων εὐρώ γιά νά ἐκφωνήσει τόν «ἱστορικό» του λόγο), οἱ διαβεβαιώσεις τοῦ προέδρου της ΕΕΕ κ. Θ. Βενιάμη, ὃτι ἡ ναυτιλία ἀποτελεῖ ἐθνικό κεφάλαιο μέ ὑπερκομματικό χαρακτῆρα καί μέ καθοριστική καί πολυδιάστατη οἰκονομική, πολιτική καί στρατηγική, ἒπεισαν φαίνεται τόν πρωθυπουργό νά τείνει χείρα βοηθείας πρός τούς Ἓλληνες ἐφοπλιστές, αὐτούς πού λίγα χρόνια πρίν τούς ἐξόρκιζε καί ἀπειλοῦσε μέ τήν ρητορική τῶν «συντρόφων» πρώτη βιομηχανία τῆς χώρας, καί νά τούς ζητεῖ τώρα νά ἐπενδύσουν καί νά ἀξιοποιήσουν τίς εὐκαιρίες πού ἀναδύονται
στήν χώρα. Μιλοῦσε πρός τούς πάντοτε ἐπιτυχημένους ἐφοπλιστές καί φαινόταν πώς κοιτοῦσε μέσα ἀπό ἓνα παραμορφωτικό καθρέφτη τά δικά του «ἐπιτεύγματα», βλέποντας μία φανταστική ἀνάπτυξη τῆς ἑλληνικῆς οἰκονομίας μέ ὑψηλούς ρυθμούς μεγέθυνσης καί χαλάρωσης τῆς ΕΚΤ καί τήν ἐπιστροφή τῆς Ἑλλάδος αὐτοδύναμης στίς ἀγορές. Ἒτσι, μπροστά σέ 1800 προσκεκλημένους ἐπιτυχημένους ἐπιχειρηματίες, μέ παρόντες τόν Πρόεδρο τῆς Δημοκρατίας κ. Παυλόπουλο, δύο τέως πρωθυπουργούς, τούς κκ Σαμαρά και Σημίτη, πολλούς ὑπουργούς, τέως ὑπουργούς καί βουλευτές, ὁ κ. Τσίπρας ἀναγκάστηκε νά ὁμολογήσει ὃτι «ἡ συνεισφορά τῆς ἑλληνικῆς ναυτιλίας δέν θά πρέπει νά ἐξετάζεται μόνο ὑπό τό πρῖσμα τῆς ἑλληνικῆς οἰκονομίας, ἀλλά εἶναι ἐπιτακτική ἀνάγκη νά ἀναδεικνύεται καί ἡ συνεισφορά της στήν βελτίωση τῆς ἀνταγωνιστικότητας τῆς Εὐρωπαϊκῆς Ἓνωσης στό παγκόσμιο θαλάσσιο ἐμπόριο». Ὁ δέ παριστάμενος νέος ὑπουργός Ναυτιλίας κ. Κουρουμπλής ἐπιβεβαίωσε τήν σημασία τοῦ δομημένου πλαισίου συνεργασίας καί διαλόγου μέ τούς ναυτιλιακούς φορεῖς. Συμπέρασμα: Ἐπειδή τούς διθυράμβους αὐτούς τούς ἒχουμε πλειστάκις ἀκούσει στό παρελθόν, ἐμεῖς ἒχουμε νά ποῦμε πώς οἱ Ἓλληνες έφοπλιστές ἒκαναν, κάνουν καί θά κάνουν τήν δουλειά τους ὃπως τήν ξέρουν, μέ τήν μεθοδικότητα, τήν γνώση τῆς ἀγορᾶς, τήν πείρα καί τήν εὐλιξία πού τούς διακρίνει. Τά 100 χρόνια ἦταν ἁπλῶς ἓνας σταθμός γιά νά ὑπενθυμίσουν στούς κυβερνῶντες ἂλλη μία φορά, ὃτι ἡ ναυτιλία εἶναι ἡ ἐπείγουσα τεχνητή ἀναπνοή, μέ τήν ὁποία μπορεῖ νά ἀνανήψει μία θνήσκουσα οἰκονομία, ὃπως τήν κατάντησαν οἱ κυβερνῶντες. Οἱ Ἓλληνες πολιτικοί θά ἐξακολουθήσουν νά ἀγνοοῦν τί σημαίνει ἐφαρμογή ὑπερκομματικῆς πολιτικῆς γιά τήν ναυτιλία. Θά ἐξακολουθοῦν νά χρονοτριβοῦν γιά τήν λήψη ἀνταγωνιστικῶν μέτρων πρός ὑποβοήθηση τῆς μεγαλυτέρας βιομηχανίας τοῦ τόπου, ὃπως κάνουν ἂλλα εὐρωπαϊκά κράτη πού ἒχουν ἐθνικές ναυτιλίες. Τέλος ἡ ναυτιλία μας θά ἐξακολουθήσει στό δυνάμενο νά προβλεφθεῖ μέλλον νά κατέχει τήν πρώτη θέση στόν κόσμο γιά πολλά ἀκόμη χρόνια καί θά εἶναι ὑπολογίσιμος οἰκονομικός παράγων παγκοσμίως, ἂσχετα ἀπό τόν πρωθυπουργικό «εὐσεβῆ πόθο» ὃτι «ἡ πολιτεία θά συνεχίσει νά εἶναι ἀρωγός καί συνταξιδιώτης στίς τρικυμίες καί στίς νηνεμίες». Κ. ΔΟΥΚΑΣ
MXP turbocharger for marine auxiliary engines. Designed for optimized performance.
MXP is the new dedicated turbocharger for marine auxiliary engines with power output up to 2MW. The design allows ease of operation under HFO conditions, high performance at part load, and it is optimized for excellent load response behavior. Designed-for-service, MXP supports flexible service scheduling with a conditionbased maintenance app. It also allows for easy crew maintenance whenever and wherever necessary during vessel operation, using only standard tools. To reduce your total cost of ownership for auxiliary applications find out more about MXP: www.abb.com/turbocharging
ABB SA Turbocharging 13th km Athens-Korinth National Road 12462 Skaramagkas Phone: +30 210 42 12 600 E-mail: turbo@gr.abb.com
NAFS SHIPPING MAGAZINE - ΑΝΕΜΟΛΟΓΙΟ
Donald Trump. Ο νέος πλανητάρχης και η ναυτική βιομηχανία Γράφει ο Νίκος
Κ. Δούκας, Δημοσιογράφος, Μέλος ΕΣΗΕΑ.
O νέος πλανητάρχης ακούει πλέον στο όνομα Donald Trump, είναι ρεπουμπλικανός, είναι δισεκατομμυριούχος, είναι εκκεντρικός, είναι σχετικά απρόβλεπτος. Μετά τις 20 Ιανουαρίου 2017 θα είναι και επισήμως - εκτός απροόπτου - ο νέος ένοικος του Λευκού Οίκου. Ακούστηκαν αρκετά περίεργα για το άτομό του και αρκετοί ήταν αυτοί που έσπευσαν να προβούν σε δηλώσεις εναντίον του, χαρακτηρίζοντάς τον πολλές φορές με ακραίους χαρακτηρισμούς. Πόσο όμως η εκλογή του Donald Trump θα επηρρεάσει την διεθνή ναυτική βιομηχανία; Μια πρώτη εκτίμηση των επενδυτών στην Αμερική δείχνει να πιστεύουν ότι η εκλογή του θα επηρρεάσει θετικά και θα αποδειχτεί ευεργετική για τον σπουδαίο κλάδο της παγκόμιας ναυτικής βιομηχανίας. Άλλωστε το ίδιο το χρηματιστήριο της Νέας Υόρκης από την εκλογή του και έπειτα δείχνει μια ιδιαίτερα θετική ανάκαμψη μετοχών εισηγμένων ναυτιλιακών εταιριών όπως η Globus Maritime (μέχρι περίπου 152%), η Diana Containerships ( σχεδόν το 169%), η Sino-Global Shipping (μέχρι περίπου 151%), αλλά και η
8 NAFS NOVEMBER 2016
DryShips (μέχρι περίπου 58%). Κανείς δεν είναι ακόμα σε θέση να γνωρίζει αν το γεγονός αυτό συνδέεται όντως με την νίκη Trump, αλλά πάντως είναι σίγουρα μία ένδειξη η οποία αποτυπώνεται προς το παρόν και στον Baltic Dry Index. Υπάρχουν και εκείνοι που υποστηρίζουν ότι δουλεύεις με ότι έχεις. Αυτός είναι ο νέος πρόεδρος της Αμερικής με αυτόν θα πρέπει να συνεργαστούν όλοι οι παραγωγικοί κλάδοι. Άλλοι πάλι υποστηρίζουν ότι ήδη αποτυπώνεται στα χρηματιστήρια ο προεκλογικός λόγος του Donald Trump για βαθιές τομές στο παγκόσμιο εμπόριο με αποτέλεσμα την άνοδο του κλάδου ώστε η άνοδος αυτή να δημιουργήσει θετικότερους οικονομικούς δείκτες σε αρκετές χώρες παγκοσμίως. Άλλωστε πολλοί είναι εκείνοι που περιμένουν να δουν τι ακριβώς εννοεί ο νέος πρόεδρος μιλώντας για επανεκκίνηση της οικονομίας και της χώρας. Ένας φτασμένος επιχειρηματίας και σίγουρα πετυχημένος με περγαμηνές και αποδείξεις μπορεί να είναι και ένας επιτυχημένος πρόεδρος κατ’ ανάγκη; Πόσο πιθανό είναι να πραγματοποιήσει με επιτυχία το economic makeover που έχει υποσχεθεί; Οι πρώτες ενδείξεις για τη ναυτιλία είναι όχι απλά θετικές αλλά θα έλεγε κανείς ιδιαίτερα αισιόδοξες. Κρατώντας μικρό καλάθι, ο σοφός λαός λέει πως ότι ανεβαίνει κατεβαίνει. Και στην περίπτωση των ναυτιλιακών μετοχών έχουμε ξαναδεί το σενάριο η ιλλιγγιώδης άνοδος να έχει συνοδευτεί από ιλλιγγιώδη πτώση. Όταν τα αποθέματικά της ναυτιλίας αυξάνονται με τέτοια αστάθεια και απροσδόκητα, θα μπορούσαν να καταρρεύσουν σε μια απότομη αντιστροφή εξίσου γρήγορα. Ωστόσο, η αισιοδοξία πρέπει να σταθμίζεται προσεκτικά με ρεαλισμό, για να αποφευχθούν τυχόν οικονομικές απώλειες
που ο κλάδος δεν μπορεί να αντέξει παρά την ανάσα που πήρε μετά τα πρόσφατα γεγονότα της Hanjin. Με ποιους τρόπους μπορεί λοιπόν ο νέος πλανητάρχης να κάνει ΣΠΟΥΔΑΙΑ ΤΗΝ ΑΜΕΡΙΚΗ ΞΑΝΑ, χρησιμοποιώντας την ναυτική βιομηχανία; Ίσως θα μπορούσε για παράδειγμα να αυξήσει την συγκέντρωση της δύναμης της Ναυτιλίας ακολουθώντας το Ευρωπαϊκό ή το Κινέζικο μοντέλο ή ακόμα περισσότερα το Ελληνικό μοντέλο μιας και όταν μιλάμε για ναυτιλία στο μυαλό μας έρχεται η μεγάλη ναυτιλία των Ελλήνων Εφοπλιστών. Θα μπορούσε επίσης να ακολουθήσει ξανά το παράδειγμα των Ελλήνων εφοπλιστών ώστε να μπορέσει η ναυτιλία να διαθέσει περισσότερα κεφάλαια για την δημιουργία υποδομών που στην συνέχεια θα δημιουργήσουν νέες θέσεις εργασίας κλπ. Θα μπορούσε ίσως να δοκιμάσει να αυξήσει τις τιμές των μεταφορών στο παγκόσμιο εμπόριο ως αντιστάθμισμα των παραπάνω. Και σίγουρα θα μπορούσε να εκμεταλλευτεί όλες τις δυνατότητες για μία πραγματικά παγκόσμια Πράσινη Ναυτιλία που στόχο θα έχει την ουσιαστική μείωση των εκπομπών καυσαερίων παγκοσμίως και όχι την αφαίμαξη των πλοιοκτητών οι οποίοι πληρώνουν συνεχώς το μάρμαρο για όλες τις νέες τεχνολογίες που εμφανίζονται. Από την άλλη πλευρά είναι βέβαιο ότι οι Έλληνες πλοιοκτήτες έχουν ήδη βρει τον τρόπο να παραμείνουν στην πρώτη θέση παγκοσμίως είτε με Trump είτε χωρίς. Είναι αυτή η απίστευτη και ανεξήγητη ικανότητα του Έλληνα Εφοπλιστή να προβλέπει πάντα σωστά. Άλλωστε ο πλανητάρχης “παίζει μπάλα” στο real esate. Ας αφήσει τους ωκεανούς σε αυτούς που τους γνωρίζουν. Καθείς εφ’ ω ετάχθη.
Cruise & Ferries by
INTRA MARE
4 Skouze Str. - 185 36 Piraeus - Greece, tel:+30.210.42.93.843 - fax:+30.210.42.93.845 - email: info@intramare.gr
NAFS SHIPPING MAGAZINE - FINANCIAL FOCUS
The development of Private Equity Funds (PEFS), the impact of the shipping crisis and some predictions as to their future involvement in Shipping PEFs are collective investment schemes used for making investments in various equity or debt securities and seeking high investment returns over a fixed term. These “investments” can take various forms, including JVs with owners, direct ownership of vessels, mezzanine lending, preferred or direct equity participations in public and private companies and purchasing existing shipping debt from banks. Lately, there emerged financial institutions, who provide lending on a similar basis to banks but at a higher Head, Petrofin Research cost, taking advantage of the ship financing gap that has emerged over the last 8 years (post Lehman Brothers collapse). These financial institutions, often backed by large investment funds, provide alternative finance to owners, who do not wish to enter into an investment relationship with PEFs.
Ted Petropoulos,
Competing both with PEFs and alternative financial institutions are the ship leasing companies, often subsidiaries of banks and usually based in China or the Far East. These, specialize either in long-term leasing or in Sale and Leaseback transactions, initially for local newbuildings and increasingly, lately, for modern vessels for publicly quoted or large privately owned shipping companies. Returning to PEFs, they are becoming a prominent feature on the ship finance and shipping investment landscape. As they are less regulated and more commercial in approach, they offer much needed capacity and flexibility to the shipping industry. Moreover, such interest has developed at all stages of the shipping cycle with a bias for investments in sectors offering good prospects of a swift recovery. You can observe their evolution via Graph 1 (Drewry’s/MarineMoney/PetrofinResearch©). However, as many of their investments are shrouded in secrecy and they do not have to report their shipping exposures, estimates of current PEFs totals vary. For example, Drewry’s estimate private equity investment for 2013/14 at approx. $19bn whereas Tufton Oceanic report that over $32 billion were invested by PEFs. As the value of their investments varies with the value of the underlying vessels or security, it is difficult to provide reliable and analytical data to the industry. Readers may be familiar with some of the names often appearing in
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the shipping press, such as Apollo, Tufton Oceanic, RMK Maritime, Tennenbaum Capital Partners, Breakwater / Hayfin, Northern Capital and many others. Using just one year’s published information and attendance in shipping fora, such as Capital Link, one would find in excess of 100 names. Initially, PEFs were centered in the US, although there were some in the Far East, Continental Europe and London. A relatively recent trend has been for PEFs to open offices in London, which has become an active PEF center for shipping. We must not fail to mention the steady presence in Norway of a developed shipping investment market using the KS system, which has demonstrated consistently good results and which has become available to non-Norwegian companies, all but with some Norwegian link. The initial PEF investment returns experience has been mixed. The keenly expected recovery of dry bulk shipping in 2015 / 2016 failed to materialise, with vessel values collapsing and cash flows turning negative. During this time, there have been some well publicized “PEF” takeovers e.g. Excel Maritime by Oaktree, in June 2014, Eagle Bulk by Oaktree, in March 2015 and recently, the removal of Peter Giorgiopoulos at Genco by Apollo, Centerbridge and Strategic Value Partners. For many PEFs experiencing increasing losses, the liquidation process was made in an orderly fashion without undue publicity. For many, though, especially those who enjoyed close relationships and confidence with owners, it was more a question of waiting for the recovery and adjusting their positions through the sale of vessels or switching their interest into other types of investments. An example at hand is Oaktree with Starbulk, where the adjustment process seems to have run its course, in anticipation of better recovery prospects for 2017 and beyond. The tanker industry did offer in 2014 and 2015 an opportunity for above average investment returns and some PEFs had a positive experience. Lately, vessel values and incomes have fallen significantly though and, as such, the exit window has receded. Nevertheless, it would appear that unless the fall continues, it would be a matter of waiting and finding a better exit opportunity. The other sector which affected a lot of PEF involvement has been the offshore sector, where investors had been lulled into overconfidence over the years and which, on the back of the fall in the oil price and reduced exploration, fell to calamitous levels with long lists of idle ships in the North Sea and elsewhere. If one might venture an opinion, it would be correct to say that the anticipated high returns hoped for by PEFs have not been realized, with some notable exceptions. PEFs have adjusted their strategy in the face of their recent experience. Although some have departed shipping, many new names have begun looking at fresh opportunities, especially in the dry bulk sector. Their investment models have begun to factor in different
FINANCIAL FOCUS - NAFS SHIPPING MAGAZINE
time frame scenarios and most PEFs have been looking for positive and convincing signs of a recovery before jumping in. Another trend has been to focus away from direct equity investments and more into preferred equity or mezzanine investments, offering a shift of risk away from PEFs and into owners. Given the severe lack of traditional bank ship finance and the perceived risk / reward opportunities offered by the dry bulk sector, many owners started to flirt with such high cost form of lending with effective borrowing costs jumping to 8% - 10% per annum or even more. In order to accommodate such high borrowing costs, some PEFs agree to a repayment moratorium over the first 2 or even 3 years, as well as providing finance of 60%. A key here is the timing of the recovery, as the owner’s 40% equity is vulnerable, in case of a market recovery delay. For PEFs, such “equity cushion” is deemed sufficient for their risk / reward investment models.
Petrofin Research ©
Private equity investment in Shipping in US$m $14.000 $13.000 $12.000 $11.000 $10.000 $9.000 $8.000 $7.000 $6.000 $5.000 $4.000 $3.000 $2.000 $1.000 $0
2008
2009
2010
2011 Dry bulk
2012
2013
2014
2015
Total PE Investment
Source: Drewry / Marine Money / Petrofin Research ©
November 2016
Looking into the future, the traditional bank lending appetite does not appear to be returning soon. Although, Far East shipping banks have largely covered most of the gap created by the declining European ship finance industry, conditions for a recovery in overall ship finance appear poor. Increasing bank regulations and the imposition of Basel IV criteria, the anemic economic growth in Europe, the non-existence of the interbank market and lack of liquidity continues to plague European banks. In addition, the fear of bail ins and bank collapses has made depositors weary of bank deposits, especially as recently such deposits have attracted negative rates of interest. Moreover, the development of FATCA and the exchange of personal UBO (Ultimate Beneficial Owner) information and assets owned among over 80 leading countries have acted as a dampener to many investors, as they involve a lot of paperwork on top of the current negative interest rates. During this increasingly regulated environment for banks, it is not surprising that would be depositors are turning to PEFs, which are currently more flexible and which offer the prospects of positive investment returns. There are many PEFs whose capacity to invest has grown exponentially in just a few years and which now have considerably higher budgets than many well known shipping banks. Moreover, PEFs have an infinite ability to “tailor make” their products, to meet the requirement of owners instead of relying on a singly lending concept of shipping banks. The recent losses suffered by prominent European ship lenders has highlighted to all that traditional ship lending is not immune from extreme shipping sector falls and that shipping banks should re-appraise their margin policy and / or the timing of their loans. The above adverse conditions for banks do present huge opportunities for PEFs to make further inroads into ship finance and equity over the next years. A recent example of how PEFs have learned from previous errors is the absence of support for fresh newbuilding orders. Having been accused of fueling the excessive dry bulk newbuilding program over the last decade, it is interesting to observe a new note of caution and constraint. In so doing, coupled by the dearth of new orders by shipping companies, the recovery prospects for dry bulk (as well as most other affected sectors) have improved. Shipping conditions over the last years have not supported a high borrowing cost in the region of 8% - 10% per annum. Coupled with the lack of traditional bank lending at levels in the 2.5% - 4% margin level, further investments in shipping would rely increasingly not on long-term income generating investment models associated with newbuildings but increasingly on short-term investment, involving existing tonnage. The laws of economics and the forces of demand and supply are affecting the shipping industry and the prospects of an equilibrium for a sustained recovery over the next few years. No one can discuss, however, investment exuberance returning at some stage but as long as banks are shedding both loans and distress vessels and such vessels are being picked up by owners (often supported by PEFs), the prospects both for the shipping industry and for the PEFs themselves appears positive.
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NAFS SHIPPING MAGAZINE -COVER STORY
Η ανεκτίμητη παρακαταθήκη των 100 χρόνων ιστορίας της Ενώσεως Ελλήνων Εφοπλιστών
Στις 9 Νοεμβρίου 2016, έλαβε χώρα στο Μέγαρο Μουσικής Αθηνών, στην αίθουσα «Χρήστος Λαμπράκης» η εκδήλωση εορτασμού της επετείου των 100 χρόνων από την ίδρυση της Ένωσης Ελλήνων Εφοπλιστών, παρουσία 1800 προσκεκλημένων. Ειδικότερα, την εκδήλωση τίμησαν με την παρουσία τους ο Πρόεδρος της Ελληνικής Δημοκρατίας κ. Προκόπιος Παυλόπουλος και ο Πρωθυπουργός κ. Αλέξης Τσίπρας. Επίσης πλήθος επισήμων, Αρχηγοί πολιτικών κομμάτων, Υπουργοί της Κυβέρνησης, βουλευτές, πρέσβεις, επιφανείς προσωπικότητες του ελληνικού πολιτικού, επιχειρηματικού και τραπεζικού χώρου καθώς και πολλοί ξένοι προσκεκλημένοι. Και βέβαια, σύσσωμη η ελληνική ναυτιλιακή οικογένεια και οι συνεργάτες της. Οι παριστάμενοι είχαν την ευκαιρία να απολαύσουν την παιδική χορωδία «Μικροί Μουσικοί» του Ωδείου Αθηνών καθώς και την Κρατική Ορχήστρα Αθηνών, η οποία ερμήνευσε αποσπάσματα από την ελληνική λόγια μουσική. Επίσης, παρακολούθησαν την ταινία «ΕΠΤΑ ΘΑΛΑΣΣΕΣ» της διεθνούς φήμης σκηνοθέτιδος Αθηνάς Ραχήλ Τσαγκάρη, η οποία αποτυπώνει το μεγαλείο της ναυτοσύνης και της ναυτιλίας των Ελλήνων στη διεθνή παγκόσμια σκηνή. Ο Πρωθυπουργός, κ. Αλέξης Τσίπρας, απεύθυνε θερμό χαιρετισμό στους παρισταμένους. Ο Πρόεδρος της Ενώσεως Ελλήνων Εφοπλιστών, κ. Θεόδωρος Βενιάμης, στην ομιλία του δήλωσε μεταξύ άλλων: «Η Ένωσή μας, το «σπίτι» της ελληνικής ναυτιλιακής οικογένειας, κλείνει έναν αιώνα ύπαρξης, εκατό χρόνια πορείας και δυναμικής παρουσίας, που μέσα από την ιστορική αναδρομή της, αποδεικνύει έμπρακτα τη σημασία και την διαχρονική υπεροχή της συλλογικότητας στην προάσπιση των θεσμικών συμφερόντων της ναυτιλίας των Ελλήνων, ένα έργο δύσκολο, απαιτητικό αλλά συγχρόνως τιμητικό. Εκατό χρόνια ιστορίας ενός σωματείου που έζησε από κοντά όλους τους σταθμούς στη νεότερη ιστορία του τόπου μας. Οι 16 Πρόεδροι στην ηγεσία της Ένωσής μας, τα 231 εκλεγμένα μέλη στα Διοικητικά της Συμβούλια και η ιστορία της διαδοχής τους αποτελούν έκφραση των τριών θεμελιωδών αρχών που διέπουν διαχρονικά το έργο της: της συνέχειας, της συνέπειας και της σοβαρότητας». «Η Ένωσή μας υπήρξε πάντοτε από την ίδρυσή της και παραμένει ο πρεσβευτής της ελληνικής ναυτιλίας στα διεθνή fora, προωθώντας ισορροπημένες και ρεαλιστικές θέσεις, αλλά και ο επίσημος και υπεύθυνος συνομιλητής με την ελληνική πολιτεία για όλα τα θέματα που αφορούν τον κλάδο. Εκπροσωπούσε πάντοτε και εκπροσωπεί με ισορροπία τα συμφέροντα όλων αδιακρίτως των μελών της ναυτιλιακής κοινότητας, μικρών και μεγάλων ναυτιλιακών επιχειρήσεων, λειτουργώντας με τη θεμελιώδη αρχή ότι η ναυτιλία των Ελλήνων είναι η ναυτιλία των πολλών, τους οποίους, οι εκάστοτε εκλεγμένοι έχουμε
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το ηθικό καθήκον να προασπίζουμε μέσω της δύναμης που μας δίνει το συλλογικό μας θεσμικό όργανο». «Η ναυτιλία μας, κατακτά αυτοτελώς κυριαρχική θέση σε μια ανταγωνιστική διεθνή αγορά. Δεν μεταθέτει τα προβλήματά της στο κοινωνικό σύνολο, αλλά αντίθετα συνεισφέρει στην εθνική οικονομία. Δεν αποζητά «διευκολύνσεις» από το πολιτικό δυναμικό της χώρας, αλλά το καλεί να αναπτύξει στρατηγική αντίληψη, συνειδητοποιώντας βαθιά ποιός είναι ο μόνος τομέας της εθνικής οικονομίας, στον οποίο η χώρα μπορεί και ασκεί «πρωταθλητισμό», υπό την βασική προϋπόθεση ότι της επιτρέπουν να είναι ανταγωνιστική. Δεν ταυτίζεται με πολιτικές, αλλά στα μάτια όλων των διεθνών παρατηρητών, ταυτίζεται με την Ελλάδα την ίδια». «Aπό την εποχή των ιστιοφόρων και μετά των ατμόπλοιων και ακολουθώντας πάντοτε πρώτοι έως σήμερα τις τεχνολογικές προόδους στη ναυπηγική, οι Έλληνες πλοιοκτήτες υπήρξαν πρωτοπόροι στις θαλάσσιες μεταφορές, κατέχοντας το μεγαλύτερο ποσοστό του διεθνούς μεταφορικού στόλου, αλλά παραμένοντας για πολλές δεκαετίες διασκορπισμένοι σε ναυτιλιακά κέντρα ανά την υφήλιο. Ο νόστος τους όμως για την πατρίδα ήταν πάντοτες έντονος, προσμένοντας την κατάλληλη στιγμή να συνδέσουν τα επιχειρηματικά τους επιτεύγματα με την Ελλάδα. Όταν λοιπόν οι συγκυρίες το επέτρεψαν, ανταποκρίθηκαν άμεσα στο εθνικό κάλεσμα και επέστρεψαν στα πάτρια εδάφη, αναπτύσσοντας με το τόπο μας στενούς δεσμούς. Και θέλω να διαμηνύσω από το σημερινό βήμα ότι αυτή η ναυτιλία των Ελλήνων αποτελεί εθνικό κεφάλαιο, με υπερκομματικό χαρακτήρα, και με καθοριστική και πολυδιάστατη οικονομική, πολιτική και στρατηγική σημασία για την πατρίδα μας, και επιθυμεί ειλικρινά να παραμείνει παρούσα στον τόπο της». «Η σημερινή επέτειος μας δίνει την ευκαιρία να επαναθέσουμε από κοινού υψηλούς στόχους αλλά και να δεσμευθούμε ηθικά για την επίτευξή τους. Οι στόχοι μας πρέπει να είναι: πρώτον, να συνεχίσουμε να προσφέρουμε στην πατρίδα μας το ύψιστο προνόμιο να κατέχει την πρώτη ναυτιλία διεθνώς - αυτός αποτελεί επιχειρηματικό αλλά και εθνικό μας στόχο - και δεύτερον, να διατηρήσουμε δυνατό το θεσμικό αντιπροσωπευτικό μας όργανο, την Ένωσή μας, η οποία έχει αποδείξει περίτρανα ότι αποτελεί τον θεματοφύλακα των θεμιτών αρχών της ναυτιλίας μας. Δεν πρέπει στιγμή να ξεχνάμε ότι η συλλογικότητα και η ενιαία φωνή δίνει δύναμη και κύρος. Η συσπείρωση της ναυτιλιακής οικογένειας γύρω από την Ένωσή μας, θα συνεχίσει να μας οπλίζει με το πιο αποτελεσματικό διαπραγματευτικό ατού, ώστε να ανταπεξέλθουμε σε κάθε αντιξοότητα, διαφυλάσσοντας με πάθος την ηγετική υπόσταση της ναυτιλίας των Έλλήνων εντός και εκτός των εθνικών συνόρων. Η ανεκτίμητη παρακαταθήκη των 100 χρόνων ιστορίας της Ενώσεως Ελλήνων Εφοπλιστών αποτελεί εχέγγυο για το μέλλον».
Meet the team that’s exploring tomorrow’s fuels Here’s to today’s explorers.
The visionaries behind GMFT2030 can see the future of fuel demand, and share their vision with the rest of us. Lloyd’s Register and University College London are proud to share our findings on the future marine fuel mix to 2030, so that today we can all negotiate a rapidly changing future. Find out what we’ve discovered so far:
Dimitris Argyros Lloyd’s Register Project manager for GMFT2030 Dr Tristan Smith Lecturer at UCL Energy Institute
www.lr.org/gmft2030
Working together for a safer world Lloyd’s Register and variants of it are trading names of Lloyd’s Register Group Limited, its subsidiaries and affiliates. Copyright © Lloyd’s Register Group Limited 2014. A member of the Lloyd’s Register group.
CD3532_LR_Marine_Advertising_Press_Ads_A4_AW.indd 1
08/05/2014 14:00:39
NAFS SHIPPING MAGAZINE -BWTS
Videotel’s BWM Programme Updated to Help Ships Comply with Newly Ratified Global Treaty
VideotelTM, a KVH company (Nasdaq: KVHI), has revised its ballast water management (BWM) training package to address the requirements of the International Maritime Organization’s newly ratified BWM Convention, a global treaty that is designed to stop the spread of invasive species from ships’ ballast water. Beginning next year, all ships engaged in international trade will need: a ballast water management plan to remove or neutralize harmful aquatic organisms and pathogens; an International Ballast Water Management Certificate; and, an onboard record book to prove compliance. Videotel’s training package, Ballast Water Management, Edition 2, available immediately, covers BWM plan implementation including proper record keeping and the need for operator training on a compliant onboard system to treat ballast water and eliminate unwanted organisms. The Videotel programme also describes various approved ballast water management systems that are appropriate for different types of vessels. “I am really pleased that Videotel is ahead of the game with our updated programme in readiness for the entry into force of this Convention,” says Nigel Cleave, CEO of Videotel. “I urge all ship owners and ship managers to take advantage of our programme now and not wait until the ratification due date, as it may leave insufficient time for them to choose which system is suitable for their vessels and ensure their crews are properly trained to ensure compliance.”
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The Ballast Water Management Convention will enter into force in September 2017; it has been under consideration for many years, as understanding has grown of the environmental impact from invasive species carried in ballast water. The design of cargo vessels for decades has included the requirement to carry water as ballast to ensure the ship’s stability, and the water is routinely taken in and discharged at different places around the world by ships engaged in international trade. Videotel’s training solutions are in use on more than 12,000 vessels worldwide, and include 950 new and updated titles to meet current seafarer training needs. The Videotel programmes are available in a range of formats, including 500+ e-Learning courses, more than twice the number of computer-based training (CBT) programmes offered by competitors. Videotel’s Basic Training Package of 20 essential maritime training programmes is available via KVH’s IP-MobileCastTM content delivery service, which utilises multicasting technology to deliver news, entertainment, and operations content without using vessels’ monthly airtime data allotments. Videotel has been a leader in developing training material since 1973 when the Intergovernmental Maritime Consultative Organization (IMCO), the forerunner to the International Maritime Organization (IMO), wanted to improve the quality of training materials available to seafarers and called on the company’s services. Videotel has recorded more than 11 million training events in recent years, and its training programmes have been recognized with nearly 100 awards.
NAFS SHIPPING MAGAZINE -BWTS
The Ballast Water Management Convention: A dry bulk blessing in disguise? Chart 1 highlights exactly how many vessels in the dry bulk fleet will hit special surveys of three or more over the course of 2017 to 2019 based on age profile extrapolation. Of course some of these vessels will be scrapped before they reach these special survey dates but as an indicative position there is just over 100 Mn Dwt of dry bulk carriers currently on the water where the owner will soon have to make the call to invest or scrap. After more than 10 years in regulatory limbo, the IMO Ballast Water Management Convention will finally enter into force on September 8, 2017. In its latest quarterly Dry Bulk Market Report*, Maritime Strategies International reports that despite being beset with technical challenges and owners opposition, its implementation might provide the basis for a dry market recovery. Following entry into force, all affected ships will be required to install a ballast water treatment system by the first renewal of their International Oil Pollution Prevention Certificate (IOPP), which is due at least every five years, during the vessel’s special survey. This effectively means that by 2022 all ships in the fleet must have a ballast water treatment system (BWT) installed. Ballast water treatment plants and their installation involve a significant amount of CAPEX, with the level varying depending on the type and size, usually based on flow rate of the system and the technology selected, with cost ranging from $0.5 to $2m for a bulker. This is obviously a source of concern for the industry and individual owners alike. Some vessels requiring a special survey in 2017 will be obliged to fit a BWT system, extending to all vessels with a special survey in 2018 and 2019. With the cost of a Capesize third special survey in excess of $1m plus the additional outlay for retrofitting a BWT at around $1.5m, a 15 year old vessel that is only earning $7,100/day and worth $8.2m (based on MSI’s Q3 2016 forecast) the alternative of scrapping next year at $6.7m will look appealing to many. “In light of both the prolonged depressed state of the market and the imminent entry into force of the convention, we expect almost 100m dwt
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of bulkers to be removed over the course of the next four years to 2019,” says MSI Senior Analyst Will Fray. “We expect deletions to be frontloaded, because owners will be almost immediately impacted by the parlous state of the market and have one eye on the entry into force timeline.” By the end of 2016 MSI expects 40.1m dwt of bulkers to have been removed from the dry bulk fleet, with scrapping falling to 26.6m dwt in 2017. Scrapping over the course of 2015 to 2017 will exceed all other historical triannual totals not only in dry bulk but also across any individual shipping sector. “This combination of low deliveries and high scrapping will be the driving force that will help pull the sector off the floor and provide a foundation for a recovery that will gain momentum at the start of the next decade,” adds Fray. Chart 1 highlights exactly how many vessels in the dry bulk fleet will hit special surveys of three or more over the course of 2017 to 2019 based on age profile extrapolation. Of course some of these vessels will be scrapped before they reach these special survey dates but as an indicative position there is just over 100 Mn Dwt of dry bulk carriers currently on the water where the owner will soon have to make the call to invest or scrap. * The MSI DSPS Dry Bulk Report was produced using MSI’s proprietary forecasting models and expert technical analysis. The full quarterly report is available on request and MSI experts are available for interview.
NAFS SHIPPING MAGAZINE -BWTS
Marshall Registry is Engaging with the Greek Shipping Industry with Respect to BWMC Implementation The Republic of the Marshall Islands (RMI) Registry participated in a discussion coordinated by the Marine Technical Managers Association (MARTECMA) The Republic of the Marshall Islands (RMI) Registry participated in a discussion coordinated by the Marine Technical Managers Association (MARTECMA) on 18 October 2016 at Maran Tankers Management Inc.’s auditorium in Athens. The main topic of the discussion was the Ballast Water Management Convention (BWMC) and the forthcoming International Maritime Organization (IMO) Marine Environment Protection Committee’s (MEPC’s) 70th Session to be held in London from 24-28 October 2016. Rear Admiral (RADM) Robert North (retired) and Thanos Theocharis represented the RMI Registry and provided information regarding the Registry’s position which will be brought forward during MEPC 70. The RMI, although having ratified the BWMC, recognized the difficulties and possible complications caused by its introduction, both in the implementation process as well as commercially. In the light of this fact and by reference to the BWMC requirements, the RMI’s main position on the implementation of the BWMC is the harmonization of all processes required in order for all relevant parties to smoothly and safely adapt to the new requirements. More specifically, the RMI will support proposals for bringing revised Guidelines for Approval of Ballast Water Management Systems (G8) in line with the United States (US) Environmental Technology Verification (ETV), so that a system approved for the US Coast Guard (USCG) can be approved for the BWMC, and vice-versa. The RMI will not object to early renewal of the International Oil Pollution Prevention (IOPP) Certificate, and note this can be a method of allowing time for harmonizing of the revised G8 Guidelines and US ETV. As currently drafted, the proposed amendment to the BWMC is linked to the renewal survey associated with the IOPP Certificate. Therefore, if this is the actual amendment, then the early renewal of the IOPP Certificate will allow five (5) years from the point of renewal for Ballast Water Management System (BWMS) installation. The RMI considers the trial period, which will commence at entry into force of the BWMC, as vital to ensuring the implementation is practical, it does not penalize ships that installed BWMS in good faith (“early movers”) and continues to maintain and operate these in line with the manufacturer’s guidance. The RMI fully supports the non-penalization of early movers during and after the trial period. “The RMI Registry has qualified and experienced technical personnel across the globe, in order to support workable solutions for the industry, and has established a Ballast Water Management team,” said Theofilos Xenakoudis, Director, Worldwide Business Operations of International Registries, Inc. (IRI), which provides administrative and technical support to the RMI Maritime and Corporate Registries. “This MARTECMA meeting has provided the Hellenic technical community an opportunity to listen to the RMI Registry’s position and exchange positive and productive feedback ahead of MEPC 70,” continued Mr. Xenakoudis. Thanos Theocharis, Regulatory Affairs, European Liaison for IRI thanked MARTECMA and its Board of Directors for accepting the RMI Registry’s participation to discuss the important issues and concerns surrounding the BWMC. “The BWMC has been ratified by 52 contracting Parties that brings the combined tonnage of contracting
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States to 35.14% of world tonnage,” said Mr. Theocharis. “In light of the upcoming MEPC 70, which both RADM North and I will be attending, it is important to note that the RMI Registry is working towards the best guidance for industry stakeholders, providing them with technical advice, recommendations, and suggestions that will promote the best practical solutions to the BWMC requirements,” he continued. Mr. Dimitrios Heliotis, Chairman of the MARTECMA Council, said, “we express our great appreciation to the RMI for enlightening us regarding their position ahead of the upcoming MEPC 70 and to all our members for participating in this productive discussion on a subject of such an importance for all of us.” “The implementation of the BWMC will be a great challenge for our industry; therefore, we must have in place the appropriate tools and procedures in order to mitigate the risks involved in the technical operations and vessel’s commercial performance,” he continued. “We support a comprehensive postponement of the implementation schedule for all existing ships by at least five (5) years after September 2017 as the only sustainable way forward to achieve cost effective and safe solutions with full commitment to the protection of the environment,” he concluded.
US Coast Guard type approval application filed for Alfa Laval PureBallast After successful completion of land-based tests with marine, brackish and fresh water – all using the current ballast water treatment system design – a test report package for PureBallast has now been finalized by the independent lab DNV GL. Consequently, Alfa Laval has filed its type approval application with the US Coast Guard for the PureBallast 3 family. Alfa Laval is headed for US Coast Guard type approval in ballast water treatment. As expected, the company completed all tests of PureBallast during the summer of this year. These were performed using the CMFDA/FDA (staining) method approved by the US Coast Guard and were conducted at DHI in Denmark. It is significant to note that the testing involved the same hardware, power consumption and flow as the already market-leading IMO-approved version of the PureBallast 3 family. Alfa Laval has now filed its type approval application, including the CMFDA/FDA test results, with the US Coast Guard. The company looks forward to supporting customers globally in complying with their ballast water management obligations as determined by US Coast Guard legislation and the newly ratified Ballast Water Management Convention. Meanwhile, Alfa Laval continues to support the efforts to validate the Most Probable Number (MPN) method, which the company sees as a preferable alternative to the CMFDA/FDA method for UV treatment systems. Alfa Laval’s decision to proceed with CMFDA/FDA testing was based on the importance of providing customers discharging in US waters with a type-approved solution as quickly as possible.
NAFS SHIPPING MAGAZINE -BWTS
Alfa Laval PureBallast passes the ten-year mark as the BWM convention is ratified
The announcement that Finland had ratified the IMO Ballast Water Management (BWM) Convention came just days before another milestone: The ten-year anniversary of Alfa Laval PureBallast’s commercial launch. On 15 September, Alfa Laval marked the passage of ten years since PureBallast was released as the world’s first commercially available ballast water treatment system. At the time of launch in 2006, the global introduction of ballast water treatment requirements had seemed imminent.
ter into force on 8 September 2017. This means the long-anticipated retrofit wave will now begin in earnest, which will put considerable pressure on ballast water treatment suppliers. “Alfa Laval is well prepared for what’s ahead in terms of both knowledge and capacity,” says Lindmark. “Having sold over 1200 systems and installed more than 300 as retrofits, we have the necessary skills in place and a production infrastructure that is geared for ramp-up.”
Exactly one decade later that milestone has finally been passed. Meanwhile, PureBallast continues to lead. Now in its third generation, PureBallast offers superior performance in fresh and brackish waters as well as marine. Likewise, it is the ideal system for low-clarity water, operating at full flow where UV transmittance is as low as 42%. “We promised early on that customers would meet ballast water legislation with confidence,” says Anders Lindmark, General Manager, Business Centre PureBallast. “Not only does PureBallast 3.1 fulfil that promise, it does so with previously unthinkable efficiency.”
To learn more about Alfa Laval PureBallast 3.1 and Alfa Laval’s approach to ballast water treatment, visit www.alfalaval.com/ pureballast3 Caption: Mingling onboard M/S Soya III during PureBallast ballast water treatment system 10-year anniversary.
Alfa Laval ready as the market gains speed With the ratification process complete, the BWM Convention will en-
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Global treaty to halt invasive aquatic species to enter into force in 2017 Accession by Finland has triggered the entry into force of a key international measure for environmental protection that aims to stop the spread of potentially invasive aquatic species in ships’ ballast water. The International Convention for the Control and Management of Ships’ Ballast Water and Sediments (BWM Convention) will enter into force on 8 September 2017, marking a landmark step towards halting the spread of invasive aquatic species, which can cause havoc for local ecosystems, affect biodiversity and lead to substantial economic loss. Under the Convention’s terms, ships will be required to manage their ballast water to remove, render harmless, or avoid the uptake or discharge of aquatic organisms and pathogens within ballast water and sediments “This is a truly significant milestone for the health of our planet,” said IMO Secretary-General Kitack Lim. “The spread of invasive species has been recognized as one of the greatest threats to the ecological and the economic well-being of the planet. These species are causing enormous damage to biodiversity and the valuable natural riches of the earth upon which we depend. Invasive species also cause direct and indirect health effects and the damage to the environment is often irreversible,” he said. He added, “The entry into force of the Ballast Water Management Convention will not only minimize the risk of invasions by alien species via ballast water, it will also provide a global level playing field for international shipping, providing clear and robust standards for the management of ballast water on ships.” Her Excellency Mrs. Päivi Luostarinen Ambassador Extraordinary and Plenipotentiary, Permanent Representative of Finland to IMO, handed over the country’s instrument of acceptance to the Ballast Water Management Convention to IMO Secretary-General Lim on Thursday (8 September 2016). The accession brings the combined tonnage of contracting States to the treaty to 35.1441%, with 52 contracting Parties. The convention stipulates that it will enter into force 12 months after ratification by a minimum of 30 States, representing 35% of world merchant shipping tonnage. The BWM Convention was adopted in 2004 by the International Maritime Organization (IMO), the United Nations specialized agency with responsibility for developing global standards for ship safety and security and for the protection of the marine environment and the atmosphere from any harmful impacts of shipping.
The ballast water problem Ballast water is routinely taken on by ships for stability and structural integrity. It can contain thousands of aquatic microbes, algae and animals, which are then carried across the world’s oceans and released into ecosystems where they are not native. Untreated ballast water released at a ship’s destination could potentially introduce a new invasive aquatic species. Expanded ship trade and traffic volume over the last few decades has increased the likelihood of invasive species being released. Hundreds of invasions have already taken place, sometimes with devastating consequences for the local ecosystem. The Ballast Water Management Convention will require all ships in international trade to manage their ballast water and sediments to certain standards, according to a ship-specific ballast water man-
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agement plan. All ships will also have to carry a ballast water record book and an International Ballast Water Management Certificate. The ballast water performance standard will be phased in over a period of time. Most ships will need to install an on-board system to treat ballast water and eliminate unwanted organisms. More than 60 type-approved systems are already available. IMO has been addressing the problem of invasive species in ships’ ballast water since the 1980s, when Member States experiencing particular problems brought their concerns to the attention of IMO’s Marine Environment Protection Committee (MEPC). Guidelines to address the issue were adopted in 1991 and IMO then worked to develop the Ballast Water Management Convention, which was adopted in 2004. IMO has worked extensively with the development of guidelines for the uniform implementation of the Convention and to address concerns of various stakeholders, such as with regards to the availability of ballast water management systems and their type approval and testing. Shipboard ballast water management systems must be approved by national authorities, according to a process developed by IMO. Ballast water management systems have to be tested in a land-based facility and on board ships to prove that they meet the performance standard set out in the treaty. These could, for example, include systems which make use of filters and ultra violet light or electrochlorination. Ballast water management systems which make use of active substances must undergo a strict approval procedure and be verified by IMO. There is a two-tier process, in order to ensure that the ballast water management system does not pose unreasonable risk to ship safety, human health and the aquatic environment.
GloBallast programme Since 2000, the Global Environment Facility (GEF)-United Nations Development Program (UNDP)-IMO GloBallast Partnerships Project has been assisting developing countries to reduce the risk of aquatic bio-invasions through building the necessary capacity to implement the Convention. More than 70 countries have directly benefitted from the Project, which has received a number of international awards for its work. GloBallast has recently been developing and running workshops on ballast water sampling and analysis to prepare States for the entry into force of the treaty. Free-to-access online learning tools have been made available, including an e-learning course on the operational aspects of ballast water management. The GloBallast programme also engages with the private sector through the Global Industry Alliance (GIA) and GIA Fund, established with partners from major maritime companies. Examples of invasive species The North American comb jelly (Mnemiopsis leidyi) has travelled in ships’ ballast water from the eastern seaboard of the Americas e.g. to the Black, Azov and Caspian Seas. It depletes zooplankton stocks; altering food web and ecosystem function. The species has contributed significantly to the collapse of Azov Sea, Black Sea and Caspian Sea fisheries in the 1990s and 2000s, with massive economic and social impact.
NAFS SHIPPING MAGAZINE -BWTS
Wärtsilä has been proactive in preparing for ratified ballast water convention Wärtsilä has proactively planned and developed its range of Ballast Water Management System (BWMS) solutions in anticipation of the ratification of the International Maritime Organization’s (IMO) ballast water convention. The minimum levels of acceptance have now been achieved and the convention is ratified. The International Convention for the Control and Management of ships’ ballast water and sediments (BWM Convention) will enter into force on 8 September, 2017. Finland is the latest country to sign the instrument of accession, bringing the number of countries to 52, which is far more than the minimum of 30 IMO member states required by the convention. However, ratification also required that the signees must represent 35 percent of the world’s registered gross tonnage, and this has been more difficult to achieve. Finland’s acceptance takes this to 35.1441 percent, just above the minimum level needed. This ratification provides clarity to the maritime community regarding the entry into force timelines, thereby allowing and obligating the global maritime sector to focus on the implementation of the convention rules.As of September 2017, the Ballast Water Convention will ultimately require vessels in excess of 400 GRT to have a type approved BWMS installed and operating in accordance with the convention guidelines, and which conforms to the Regulation D2 discharge performance standard. “Wärtsilä’s development work in this field has involved close cooperation with its customers to ensure the most practical and effective solutions are brought to the market. The company’s BWMS solutions are fully supported by Wärtsilä’s global service network,” says Joe Thomas, Director, Ballast Water Management Systems, Wärtsilä Marine Solutions. The intention of the IMO legislation is to address the issue of invasive aquatic species being carried in the ballast water of ships and then discharged to the sea where they could possibly harm local species. The Wärtsilä Aquarius range of Ballast Water Management Systems (BWMS), are 2-stage solutions that adopt a common approach to filtration, using automatic back washing screen type filters. A choice of treatment technology is provided through selection of either the Aquarius-UV or Aquarius-EC. Aquarius -UV provides disinfection using ultra-violet light (UV). Aquarius -EC provides disinfection using sodium hypochlorite generated through side stream electro-chlorination. Both BWMS are IMO Type Approved, are available for both safe and hazardous area installation, and have USCG AMS status. Full USCG Type Approval will follow in 2017 and together with the Wärtsilä global lifecycle support network, this offering makes Wärtsilä a partner of choice for all BWMS needs. Caption: Wärtsilä Aquarius UV Ballast Water Management System
Updated Ballast Water Guide Keeps Pace with Evolving Regulatory Requirements ABS, a leading provider of classification and technical services to the marine and offshore industries, has updated the ABS Guide for Ballast Water Treatment to support industry in the design and installation of ballast water management solutions that meet both regulatory and operational requirements. “As vessel owners and operators prepare for the implementation of the recently ratified IMO (International Maritime Organization) Ballast Water Management Convention, they need guidance from a trusted advisor like ABS. Our team of technical specialists is ready to assist them with addressing this compliance in support of their unique operational challenges,” says ABS Executive Vice President for Global Marine Kirsi Tikka. “The update to the Guide comes just as industry is addressing the technical challenges brought about by this Convention.” The IMO requirements for ballast water management enter into force on 8 September 2017. Central to these changes is the requirement that vessels use approved ballast water management systems.
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In addition to providing guidance on the new IMO requirements, the latest revision to the ABS Guide for Ballast Water Treatment includes changes that: • Clarify requirements for hazardous area installations and safety practices • Recognize US Coast Guard Type Approvals • Address installations on tugs, barges and Mobile Offshore Drilling Units • Delineate additional verification requirements for Administration Type Approval certification. The experienced ABS team also offers a Ballast Water Management Technology Evaluation Service to help owners understand installation requirements, technical functionality, design parameters, performance and operability of different ballast water management systems to meet their regulatory compliance needs. The evaluation provides owners with information that enables them to confidently decide on a system that best fits each of their vessels’ design and operational profiles.
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Ecochlor Retrofit Installations Completed in Croatia and Turkey Ecochlor has just completed three retrofit installations for SCF Novoship Technical Management, a subsidiary of one of the largest shipping companies in Russia. The Ecochlor Technical Services Team, along with engineering firm Argo Navis, were onsite at dry dock in Croatia to install a BWTS in the NS Stream, and at dry dock in Turkey to complete installation on two sister ships, the NS Consul and NS Century. “The NS Consul and NS Century are typical tankers with ballast pumps located in the cargo pump room. This allowed for the installation of the ballast water filter in the cargo pump room in close proximity to the ballast pumps. However, the ballast pump capacity on these ships is high, which means large filters are needed. To install the filters in their final location, temporary openings had to be cut into the ship because they would not fit through the existing openings,” said Andreas Kokkotos, co-founder of Argo Navis. The NS Stream is a medium range, ice class, oil/chemical tanker built in 2006. Submerged ballast pumps, as well as situating portions of the treatment system in both hazardous and non-hazardous zones, led to a complex engineering design and installation for the Ecochlor retrofit. Adding to the complexity of the project, the NS Stream is an ice class vessel that operates in waters as low as -30 °C. The Ecochlor treatment system and filters have to be maintained at temperatures above 0 °C, so additional piping was installed to heat the space. “Ecochlor was pleased with the results of these installations as we achieved our goal to release the vessel from dry dock with minimal disruption and with a DNV GL certification in hand,” said Tom Perlich, Ecochlor co-founder and president. “We look forward to a long collaboration with SCF Novoship Technical Management as we begin to plan for two additional installations scheduled for October and November of this year.”
BIMCO supports shipowners with concise, practical BWM guidance In response to the recent ratification of the International Convention for the Control and Management of Ships’ Ballast Water and Sediments (Ballast Water Management Convention), BIMCO and Fathom Maritime Intelligence have published an updated 2016 edition of their practical, step-by-step guidance publication that helps shipowners understand ballast water management requirements. This guide, originally published in December 2013 with Fathom, provides holistic practical guidance that covers all facets of ballast water management compliance. In addition, it outlines the systems available to the market with specific regard to the treatment technology and their type approval status. The International Convention for the Control and Management of Ships’ Ballast Water and Sediments (BWM Convention) will enter into force on 8 September 2017, requiring ships to be fitted with approved treatment systems to prevent the spread of invasive species via ballast water. It is imperative that shipowners act upon ensuring compliance with the convention’s rules immediately and this updated guide will serve to equip them with all the necessary information and tools to navigate through regulatory demands and practical challenges with confidence.
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Captain Peter Lundahl Rasmussen, who is Senior Marine Technical Officer at BIMCO, commented: “One of the biggest challenges for owners is how to ensure a smooth transition to compliance with the upcoming Ballast Water Management Convention – and to see continued profitability in trade for their fleets”. “They can do this by selecting adequate and compliant ballast water management systems suitable for the individual ships and trades – or other alternative means”. “The Shipowner’s Guide provides unbiased and comprehensive information on the options for compliance with the new regulations”. Catherine Austin, Executive Director, Fathom Maritime Intelligence commented: “Since the release of the 2013 guide, the ballast water treatment technology market has evolved significantly. With the significant investment required by owners in order to ensure compliance, it is more important than ever that concise and independently sourced information is available to owners and operators so they can steer through regulatory challenges with confidence”. Ballast Water Management: The Shipowner’s Guide is available to pre-order now and save 25% via Fathom Maritime Intelligence. SOURCE: BIMCO
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Simplicity and service in focus as the Alfa Laval PureBallast offering develops
The Alfa Laval PureBallast offering continues to develop and expand. Higher flows are now possible with a plugand-play PureBallast 3.1 Compact solution, and a broad service offering is available to support PureBallast worldwide. “Alfa Laval PureBallast is a unique system with high flexibility and truly top-notch support,” says Anders Lindmark, General Manager, Business Centre PureBallast. “Besides the outstanding performance of PureBallast 3.1, customers now have access to an even wider range of technical options and services.”
Larger flows with a compact design Alfa Laval has extended its line of skid-mounted PureBallast systems with the new PureBallast 3.1/300 Compact, which will be on display at SMM 2016. Self-contained and ready to install, the system is the market’s smallest ballast water treatment solution for flows up to 300 m3/h. Yet it offers the same reliable biological disinfection performance as its larger PureBallast counterparts. “PureBallast 3.1/300 Compact is a direct response to shipyards, who are calling for ready-to-install solutions,” says Lindmark. “Minimal footprint and simplified pipework make the installation of a PureBallast Compact solution truly plug-and-play. That will be increasingly valuable as the market expands, especially when the retrofit market gains speed.”
Complete services and cost-effective agreements To further support the growing market, Alfa Laval has expanded and consolidated its range of services for PureBallast. The Alfa Laval 360° Service Portfolio contains a broad selection of services to secure lasting performance, ranging from Installation Supervision and Calibration to in-depth Performance Audits. For vessels whose
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systems have been inactive, there is even a Recommissioning service to restore performance and prevent potential damage at start-up. For the greatest value, individual services can be combined in a customer-specific Alfa Laval Performance Agreement. Alfa Laval has put together predefined packages for annual inspection and service that simplify the process and provide even greater economy. “The packages aim to make peace of mind convenient and affordable,” says Carl Kesselmark, Service Development Manager for PureBallast. “Between the two packages, customers get all the most essential PureBallast services at a very reasonable cost.”
Preparing for tomorrow’s needs Lindmark points out that the technical and service developments are both part of a larger continuous effort. As ratification of the IMO convention edges closer, Alfa Laval is actively working to support the full range of needs that will soon become urgent. “We will continue to strengthen our PureBallast offering from every perspective,” he says. “Alfa Laval customers can count on the best installation support, the best compliance solutions and the best service coverage on the market.” Photo 1:PureBallast Photo 2: Anders Lindmark, General Manager, Business Centre PureBallast, Alfa Laval
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ERMA FIRST presents a new way to experience a BWT installation ERMA FIRST welcomed its guests at SMM 2016, Stand No. 315, Hall A1, taking place at Hamburg Messe und Congress GmbH, engaging a cutting edge, in terms of high fidelity, Virtual Reality (VR) experience. The public reception to the stand of ERMA FIRST has been overwhelming, exceeding its expectations. ERMA FIRST has breathed new life into the technological experience at the exhibition. In addition to the steady flow of stand visitors, people are also flocking to experience, explore and educate themselves on the Ballast Water Treatment installation, which is featured on the VR. ERMA FIRST manages to put the audience at the heart of the action by transporting them instantly to a real engine room, where they can see the world through its eyes, by coming into contact with the actual installation of the ERMA FIRST BWTS FIT 1500 m3/h on board a ship. Based on 81,000 DWT Bulk Carrier and its operation, two ERMA FIRST BWTS FIT 1500 m3/h are selected and installed on the discharge side of the ballast pumps. Through a virtual work around the engine room, the guests are able to have an inside look at how the system and its components are placed using the existing pipes, whilst maintaining an exceptionally low footprint.
By means of this immersive, impactful and memorable VR experience, ERMA FIRST strives to be new and fresh and aims to engage the senses of the viewers and make them more familiar with the BWTS FIT, share its experiences and discuss the future application of its technology.
Korean Register leads testing technology for BWMS The Korean Register (KR)– an IACS member classification society – has announced that it has significantly expanded its land-based test facilities for Ballast Water Management System (BWMS) by opening a brand new specialist facility.
The test facility, which already offered the largest capacity for BWMS testing of anywhere in the world, has been expanded through the addition of three further units, and it now offers a total testing capacity for Max. TRC 500 m3/h of BWMS together with four testing slots.
KR has been conducting type approval testing of BWMS since 2004, with a consortium of six different partners. KR and its partners segregate the duties, taking into account each organization’s specialist expertise. This range of expert knowledge and high quality services was recognized when KR was accepted as the first Independent Laboratory in Asia to be accredited by the United States Coast Guard (USCG IL).
KR’s goal is to meet the growing demand for testing and certifying services from BWMS manufacturers around the world, and by providing high quality specialist services to support the development of improved, more reliable BWMS.
Manufacturers who have already secured BWMS type approval from their administrations or have developed new equipment and want to secure USCG type approval testing are currently facing long delays because there are not enough test facilities. As a result, there is a significant ‘bottle-neck’ of manufacturers awaiting USCG type approval testing, particularly land-based testing. To mitigate this situation, KR and one of its partners, Korea Marine Equipment Research Institute (KOMERI) agreed to work together to establish and to build additional test facilities to meet this demand. On 22 July, 2016, KR and KOMERI and the consortium partners celebrated the completion of the building works for the new land-based test facilities.
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The new facility will be approved by the USCG in September and at the same time will become fully operational for land-based testing for USCG type approval as well type approval testing for other Administrations under the IMO’s G8 guidelines. Commenting on the completion of the building works, Dr. B. S. Park, Chairman and CEO of KR said: “KR and its consortium partners already offer the most expert skills, specialist knowledge and the highest technical capabilities of any test facility anywhere in the world. With this new facility we will be able to offer significantly increased capacity and enhanced type approval services to BWMS manufacturers, ready for the Ballast Water Convention to enter into force. At the same time KR will continue to support its global customers with high quality expert services tailored to their business needs”.
NAFS SHIPPING MAGAZINE - BWTS
USCG type approval application filed for Alfa Laval PureBallast BWTS After successful completion of land-based tests with marine, brackish and fresh water – all using the current ballast water treatment system design – a test report package for PureBallast has now been finalized by the independent lab DNV GL. Consequently, Alfa Laval has filed its type approval application with the US Coast Guard for the PureBallast 3 family. Alfa Laval is headed for US Coast Guard type approval in ballast water treatment. As expected, the company completed all tests of PureBallast during the summer of this year. These were performed using the CMFDA/FDA (staining) method approved by the US Coast Guard and were conducted at DHI in Denmark. It is significant to note that the testing involved the same hardware, power consumption and flow as the already market-leading IMO-approved version of the PureBallast 3 family. “We were confident that PureBallast would deliver high-performance results without any change to its components or system design,” says Anders Lindmark, General Manager, Business Centre PureBallast. “Test results have now been submitted and they conclusively demonstrate that PureBallast provides reliable biological disinfection at full flow in all water salinities. The system has also met the rigorous mechanical and electrical testing verification schemes required by the US Coast Guard and IMO.” Alfa Laval has now filed its type approval application, including the CMFDA/FDA test results, with the US Coast Guard. The company looks forward to supporting customers globally in complying with their ballast water management obligations as determined by US Coast Guard legislation and the newly ratified Ballast Water Management Convention. Meanwhile, Alfa Laval continues to support the efforts to validate the Most Probable Number (MPN) method, which the company sees as a preferable alternative to the CMFDA/FDA method for UV treatment systems. Alfa Laval’s decision to proceed with CMFDA/FDA testing was based on the importance of providing customers discharging in US waters with a type-approved solution as quickly as possible. Pureballast is now the first system that passed all 15 USCGTA Certification Tests under both MPN and CMFDA/FDA methods! The USCG TA tests has been conducted using the same hardware,
power consumption and flow as the already market-leading IMO-approved version of PureBallast 3.1 and the set up was as folllows: • The low UV-intensity limit in USCG mode has been relaxed in order to meet discharge requirements when evaluated with CMFDA/FDA vital stain method • UVT at discharge in US waters is approx. down to 65 % at full flow • UVT can be reduced to approx. down to 55 % at half flow or double power at discharge in US Waters • UVT is still 42 % for discharge in rest of the world according to our current IMO certificate at full flow • UV-systems biological treatment effectiveness is measured via a UV-intensity sensor. During land-based biological testing the source water ‘s UV transmittance is measured • An approximate correlation of the UV intensity versus the UV transmittance is defined once the test cycle is completed • It is known that the water composition impact the UVT and there is not an exact correlation for UVI vs. UVT • Holding time was targeted less than intercontinental routes – 72 hours The features of PureBallast 3.1 IMO/USCG are: • Flexible, modular & efficient solution. • No changes in hardware • Same power consumption • Same flow rate • Flow control to adapt to level of UVI • Software upgrade from IMO to USCG version, if finally will be needed. • USCG AMS approved under IMO operating performance • Use under AMS, and at expiry do upgrade if MPN has not come through • Over 1150 systems sold To learn more about Alfa Laval PureBallast and Alfa Laval’s approach to ballast water treatment, visit www.alfalaval.com/ pureballast3
34 NAFS NOVEMBER 2016
PureBallast is pure confidence
Make the most secure choice in ballast water treatment There’s good reason why Alfa Laval PureBallast can be found on prominent vessels like Norwegian Breakaway. Energy efficient, PureBallast 3.1 offers superior performance in all waters: fresh, brackish and marine. It is also the ideal biological disinfection system for challenging conditions, which makes your life easy wherever you sail. Discover more advantages and see why others have made the choice at www.alfalaval.com/pureballast3
NAFS SHIPPING MAGAZINE - BWTS
ERMA FIRST S.A. Welcomes the Revision of G8 Guidelines
Since the ratification of the Ballast Water Management Convention from Finland, September 8th, 2016, a lot of activity related to ballast water has been observed. Among others, the revision of the G8 Guidelines and the B-3 regulation were two subjects that have become the focal point of many discussions, articles and documents. The G8 guideline, describes the methodology a Ballast Water Management System should follow to obtain its statutory Type Approval either from an Administration or an accredited Recognized Organization. Since 2014, at MEPC67, IMO has identified some gray areas on the existing methodology (MEPC 174(58)), thus, it has started its review via a working group. Two years of extensive studies and debates have been concluded on Oct. 21st at the end of the inter-sessional working group. The outcome of this was the adoption of the revised G8 guidelines from MEPC 70. The revised guidelines will be applied on BWTS, which start their Type Approval process from Oct. 28th 2018 onwards. With regards to the installation, BWTS which will be installed (i.e. delivered on board a vessel) prior to Oct. 28th 2020, should be certified either with the existing G8 or the revised. The latter allows early movers to use their installed systems as long as they maintain and operate them properly. Installations from Oct. 28th 2020 onwards should be with BWTS certified with the revised guidelines. ERMA FIRST S.A is of the opinion that the old G8 was a solid approval reference as far as a guideline goes. As for all guidelines, it is the in-
36 NAFS NOVEMBER 2016
terpretation of the recommendations that determine their strength. The new guideline G8 is more prescriptive with respect to details of the control and monitoring system, test reporting, test validation and independence. Therefore, the liberation of misinterpretation by the administration is reduced. And this was the only, but important issue, in the existing guidelines. At ERMA FIRST, we always follow the conservative path. It is in our company’s DNA to interpreter the guidelines on the less favourable for us way. Thus, we have always chosen to work with strict organisations such as Lloyd’s Register and ABS and perform our testing at those facilities which are well known for their challenging conditions and strict Standard Operation Procedures throughout our Type Approval process. Needless to mention the transparency of the procedures and the test results of all ERMA FIRST certification partners. Another important aspect of the revised guidelines is their harmonization with the USCG guidelines serving the same scope (ETV protocol). The inclusion in the revised guidelines of fresh water testing, or the presentation of the BWTS operation limitation in the Type Approval are few examples of such harmonization. Having said that and considering ERMA FIRST’s completion of USCG testing, we are ready to apply for a new G8 Type Approval when the administrations will be ready for this. In addition to this milestone, ERMA FIRST welcomes the other topics
NAFS SHIPPING MAGAZINE - BWTS
discussed in MEPC 70 related to Ballast Water, such as the contingency measures, the same risk area as well as the BWM implementation roadmap. The Contingency measures allow the operator the freedom to use the system and experience any failures without been penalized, a fact that supports the operation collection data key part of the BWM implementation roadmap. B-3 regulation refers to the BWTS installation guidelines. Till MEPC 70 those dates had been agreed as per assembly resolution A.1088(28). However, two new documents from Liberia and India et.al, which have been submitted to MEPC 70, have created some confusion. The end of the MEPC 70 meeting brings to the market two different proposed schemes. The one being the existing, i.e. vessels should install a BWTS at their first IOPPC renewal after Sep. 8th 2017, whilst the second proposal requests for a two-year extension, i.e. installation of BWTS at the first IOPPC renewal after Sep. 8th 2019. Since procedurally the new proposal cannot be agreed prior MEPC 72 (March 2018) and cannot be set in force prior to Sep. 2019, there will be hundreds of vessels, which should install a BWTS in their first IOPPC renewal following Sep. 8th 2017, while the final decision will be pending. ERMA FIRST welcomes the revision of the G8 guidelines since its enforcement will screen out those technologies which were not mature while it will give the missing confidence to the operators on the efficiency and robustness of BWTS. ERMA FIRST closely follows the legislation progress and the market’s needs in order to support its customers. The early completion of the
USCG Type Approval Testing ensures the receipt of the USCG TA as well as the revised G8 guidelines Type Approval really soon. The uncertainty on the installation timeframe is something ERMA FIRST anticipates to create some confusion. From our side we stand by our customers to explore the installation needs of each vessel and provide the most accurate and optimal solution. We strongly promote the early planning since this will result to a “peace of mind” BWTS selection, installation and operation. ERMA FIRST is comprised of scientists with high experience and profound knowledge, committed to deliver innovative, patented systems, of significant added value, offering cost effective, turnkey solutions to both shipyards and ship owners. ERMA FIRST BWTS FIT is an advanced modular system that was developed to exceed all the special installation requirements of all types of ships either for new builds or any retrofit project. The system is based on full flow electrolysis provided in two options assuring an outstanding performance under the most demanding circumstances. Option 1: The 40microns self-cleaning automatic screen filter. Option 2: Extremely small volume self –cleaning automatic screen filter. The system is specially designed for the demanding retrofit market where space limitation, flexibility in installation and minimal power requirements are essential.
NAFS NOVEMBER 2016 37
NAFS SHIPPING MAGAZINE - BWTS
A New Frontier in Arctic Waters for Ballast Water Treatment By Kathie Clark, Maritime Consultant and Harlan Doliner, Chair, Maritime Group, Verrill Dana, LLP
Mrs. Kathie Clark
Mr. Harlan Doliner
The harsh conditions of the Arctic are particularly challenging for vessels, but with the promise of shorter sea routes it is becoming increasingly attractive to ship owners in the competitive shipping industry. Different arctic sea routes have been considered, such as the Northern Sea Route, due to the reduction of transport time (up to 40 percent) between Asia and Europe. As ship transits of the arctic region increase, however, there is rising concern about the potential for biological invasions that would threaten vulnerable, high latitude ecosystems. Driven in part by these concerns, the seafaring nations of the world have recently ratified the IMO’s Convention on Ballast Water, making ballast water treatment mandatory (on a phased basis) starting September 8, 2017.
International Code for Ships Operating in Polar Waters In November 2014, the IMO adopted the International Code for Ships Operating in Polar Waters (“Polar Code”), which enters into effect in January 2017. The goal of the Polar Code is to provide for safe ship operation and to protect the polar environment. Within the Polar Code there are specific guidelines regarding ballast water treatment (BWT) that include, “in selecting the ballast water management system, attention should be paid to . . . the temperature under which the system has been tested, in order to ensure its suitability and effectiveness in polar waters.” This is a simplified, over-arching statement of a basic difficulty: only certain ballast water treatment technologies are effective in cold water, as well as not being sufficiently robust to withstand the violent weather and sea states of high latitude voyages.
Challenges of Operating Certain BWTS in Arctic Waters Ultraviolet: The Institute for Marine Resources & Ecosystem presentation titled, Ballast water treatment at low temperatures: An important limiting factor explored, stated that “low pressure UV [lamps are] sensitive for temperature changes” and listed UV as a potential risk in treating ballast water in the Arctic.1 De-oxygenation and Electro-chlorination: De-oxygenation is much less effective in cold temperature waters and, optimally, water conditions for electro-chlorination would be in water temperatures between 15°C (59°F) and 35°C (95°F). An electro-chlorination system operating in water with temperatures below 15°C (59°F) will see significantly reduced efficacy unless the incoming ballast water is heated,
38 NAFS NOVEMBER 2016
which will result in additional power requirements. Chlorine: For vessels using chlorine (not to be confused with chlorine dioxide, discussed below) as a disinfectant, voyages of long durations, typical of this region, will lead to degradation of the disinfectant over the course of the passage. Storage of additional chemicals may be necessary, taking up valuable cargo room and/or affecting stability if stored on deck.
Filter deckhouse Chlorine Dioxide BWT technology During the recent Marine Technology and the North symposium, coinciding with the October 2016 plenary meetings of the Arctic Council in Portland, Maine, there was much discussion of all the operational challenges for vessels sailing in the polar regions and the need for new technologies to address these challenges.2 One of the speakers, Pete Thompson, Director of Engineering at BWT manufacturer Ecochlor, Inc., spoke of the specific challenges in operating BWT in the harsh polar waters. He concurred that there are many potential risks in operating a BWTS in high latitudes. The extreme cold, wind and rain can cause severe icing conditions which can affect ship stability, power consumption and equipment functionality. Consideration of the vessel’s power and fuel consumption must be made, often rendering some treatment systems with high power requirements inefficient and/or uneconomic for use on Polar Class vessels. Conversely, as observed by Roger Clement, Chair of symposium co-host Verrill Dana, LLP: “Ecochlor is the manufacturer of the only ballast water treatment technology shown to work effectively in sea water below 1°C (34°F) without adding additional power to heat the water.”3 Thompson explained, “One of the most important qualities of chlorine dioxide as a treatment technology is its high-water solubility, especially in cold water. Chlorine dioxide is very effective in low concentrations and reacts mostly with living cells and, to a much lesser extent, organic compounds. There is no degradation in the chemicals, they are produced on demand and only created when treating the ballast water. Additionally, the power requirements and footprint for the Ecochlor system are negligible in comparison to other treatment technologies.”
Ecochlor BWTS Retrofit on an Ice Class Vessel The NS Stream, owned by SCF Novoship TM, is an ICE-1C oil and chem-
NAFS SHIPPING MAGAZINE - BWTS
NS Stream Installing Deckhouse ical tanker that was built in 2006. Using submerged pumps, the ship required a BWTS that treats ballast water only on intake and having no additional treatment or neutralization at discharge. With hazardous and non-hazardous zones to consider, the placement of the filters and the treatment system were particularly difficult. Due to limited space in the non-hazardous zone of the ship, a safe area was created within a hazardous zone on the main deck of the vessel to house the generator and chemical storage tanks. Adding to the complexity of the project, the NS Stream operates in waters as low as -30°C (-22°F) so it was necessary to heat both the filter and treatment system deckhouses to prevent freezing. Argo Navis Marine Consulting and Engineering, Ltd. acted as the project engineers. They were responsible for the engineering study and design of the installation, as well as Classification approved drawings and acted as the integrator during the entire process. Both the Ecochlor team and Argo Navis worked together during installation at the shipyard. With the ability to pre-fabricate much of the Ecochlor treatment system, the installation process progressed considerably prior to the vessel’s arrival at Victor Lenac shipyard in Croatia. Commissioning was completed in July and the treatment system was class-approved by DNV-GL, which then issued a certificate of compliance with the BWM Convention. In November 2016, the SCF Neva, also an ice class tanker, will begin installation of an Ecochlor BWTS at LISNAVE shipyard in Portugal.
Conclusion The number of high-latitude transits of merchant ships are increasing exponentially with China, Russia and other countries stepping up their construction of polar class vessels. The international regulatory driver of the IMO’s Convention on Ballast Water all combine to make the rapid implementation of BWTS suitable for the arctic critically imperative. This need will in turn drive developments of new BWTS installation and operating techniques, implementing the lessons
Completed project learned from NS Stream, SCF Neva and other retrofits or new constructions. The need to do so is not just a question of compliance or economics, but of the ecological survival of our northern oceans.
The Institute for Maritime Resources & Ecosystems and the Canada Department of Fisheries & Oceans, Presentation titled, Ballast water treatment at low temperatures: An important limiting factor explored, Slide 6 https:// www.wur.nl/upload_mm/8/0/2/1b7e8b39-e6f8-472c-b57a-8c4b24dbc445_KAAG%20AF2014%20Ballast%20water%20treatment%20at%20 low%20temperatures.pdf 2 For links to the proceedings from this symposium, go to: www.verrilldana. com/marine_technology_and_the_north. 3 The other co-host for the symposium was MOTN (Marine & Oceanographic Technology Network) See: www.MOTN.org.
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NAFS SHIPPING MAGAZINE - BWTS
PANASIA, GloEn-Patrol: A technical combination of filtration and ultra violet disinfection BPCO LTD represents exclusively PANASIA Co.
Ballast Water Management System of PANASIA, GloEn-Patrol, is a technical combination of filtration and ultra violet disinfection. PANASIA owns all technologies for filter and ultra violet disinfection unit achieving strong points in fastest feedback on technology issues and spare parts cost control. As a frontier in BWMS field, PANASIA has achieved contracts of 998 equipment of which 749 was provided. Followings are brief explanations about advantages of PANASIA GloEn-Patrol. 1. Physical treatment type : UV is physical treatment type that is free from corrosion concerns and safety concerns. And GloEn-Patrol doesn’t require chemical storage inside vessel. 2. No depedence on water salinity & temperature : performance and power consumption of electrolysis type BWTS varies greatly depending on sea water salinity & temperature. Especially in fresh water, the type must be equipped with brine take that requires more space & regular brine supply. 3. Lowest maintenance cost : GloEn-Patrol innovatively reduces maintenance cost by increasing UV lamp life time up to 4,000 hours and reducing regular maintenance points. 4. TSS (Total Suspended Solid) : This aims to see the weight(mg) of particles in water (per lilter) by evaporating sample water to leave particles inside. This criterion has been utilized to estimate the performance of UV light because particles in water can reflect or absorb UV light disturbing its penetration. IMO CONVENTION 2004 & ETV Protocol for USCG simultaneously chose TSS as one of main criterion of water quality. Both set the standard of TSS as 50mg/L but our system was tested around 650mg/L condition at maximum and ICS declared at BWT Technical Cooperation 2015 at Busan on 3~4 Nov, 2015 “system must be operated under 600+ TSS value. 5. Explosion Proof Certified : GloEn-Patrol is certified its explosion proof function by DNV ATEX & DNV IEC-Ex. 6. Automatic Power Control : GloEn-Patrol controls its power consumption in three kinds of levels to save as much power as possible by detecting UV intensity.
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7. MP(Medium Pressure) UV application : Comparing to Low Pressure UV lamp that emits short wavelength, MPUV can emits various wavelengths in which large types of organisms are subject to elimination. 8. PANASIA has carried out USCG Type Approval Tests under FDA/CMFDA biological testing method and will achieve the Type Approval by early of 2017. 9. Smallest amount of water loss in back flushing : Comparing to competitors, GloEn-Filter’s amount of water loss for Back-Flushing is 130 times smaller at maximum. Large water loss contributes to total cargo unloading time extension. 10. Revised G8 Guidelines are applicable with the existing BWMS model.
OVERVIEW NO SHIP’S TYPE
CONTRACTED
DELIVERED
1
TANKER (EXPLOSION PROOF TYPE)
194
151
2
BULK CARRIERS
192
166
3
CONTAINER
186
162
4
GENERAL CARGO SHIP & MULTI PURPOSE CARRIER
63
60
5
RO-RO SHIP
24
24
6
OFFSHORE & SUPPORT 60 VESSEL
55
7
DRILLSHIP
15
15
8
LNG/LPG CARRIER
87
70
9
SPECIAL SHIP
24
22
10
RETROFIT
141
20
986 Ships
745 Ships
TOTAL
NAFS SHIPPING MAGAZINE - BWTS
Teamtec´s Avitalis BWTS stands out of the crowd as implementation race begins
The IMO ballast water convention has been ratified, and will take effect in September 2017. In addition, the first USCG certificates for ballast water treatment systems are near. Selecting the optimal system for the future is essential, but making sure the system will have the necessary certificates is just one piece of the puzzle. As the IMO BWM enters into force on 8th September 2017, it is clear that vessels around the world will need to implement ballast water treatment systems with IMO type approval. In addition, if the vessel is sailing to the US, a USCG type approval is needed as well. So far, so good, and by the end of 2017 there will be an estimated number of 10-15 suppliers ready with both IMO and USCG type approvals for their systems. The most interesting and important aspect of the certificates, however, will not be the part about system approval, but what each system is not approved for. Limitations on treatment systems can quickly be an expensive bottle neck for vessel owners. When operating a vessel, it will be essential to have a ballast water treatment system that the ship owner can rely on. For ballasting and de-ballasting operations the vessel has to be able to operate with full ballast water flow, and be able to remedy any error occurring in the BWTS as quickly as possible. Restrictions in flow rate and lost time due to failures can quickly lead to valuable time lost, delays with corresponding added port fees, demurrage and other loss of income. In addition, a system with more limitations in the certificate can even increase the risk of non-compliance, with the risk of being fined by port authorities. Choosing a BWTS with the correct certificates alone gives little or no guarantee of proper operation onboard any vessel. Most treatment systems have limitations, and this must be carefully reviewed by ship owners before deciding on a system. Some systems will have limitations on transmittance and/or turbidity, meaning that system performance will be reduced in water with low transmittance and/or high turbidity. In some cases, this can be solved by adding additional power and/or reducing ballast water flow, both of which are unwanted by ship owners. Some systems require saline water to work, while other systems might have limitations on water temperature. A lot of systems will also have limitations on holding time, requiring a minimum amount of hours or days between ballasting and de-ballasting. Looking at independent studies of installed ballast water treatment systems, many ship owners, in addition to suffering from limitations on systems, report technical errors that lead to extensive down-time of treatment systems. A number of treatment systems require well trained personnel to perform maintenance and training, increasing the repair time drastically. As a fresh breath of air in the ballast water market, Norwegian company TeamTec, well known in the maritime business for supplying incinerators and ejectors for over 30 years, earlier this year launched
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a unique ballast water treatment system, the AVITALIS BWTS. AVITALIS is a system based on filtration and injection of a completely green disinfectant, together offering complete ballast water treatment in any water type, temperature, salinity and TSS (turbidity), with no limitations on ballast water flow or holding time. The disinfectant used, PERACLEAN® Ocean from the German chemical specialist, Evonik Industries AG, is a green chemical that is fully biodegradable. Together with the extremely low power consumption of the AVITALIS, TeamTec’s treatment system offers the ultimate environmentally friendly solution for ballast water. In addition to having no limitations on water type, temperature, salinity, TSS (turbidity) and holding time, AVITALIS is also optimized for minimal maintenance and crew involvement, as well as for short replacement time of components. AVITALIS is fully automatic, needing no involvement from crew during operation. In addition, the system includes automatic calibration of inline sensors, further reducing the need for crew involvement. System components are mainly valves, pumps and sensors, and components have been optimized for easy maintenance and replacement. Most parts will only need maintenance once per year, and replacement of parts can easily be performed in short time by onboard crew. In addition, the excellent partner network of TeamTec and Evonik for replenishment of chemicals ensures that chemicals can be delivered and filled in any port worldwide. Filling of chemicals onboard the vessel is included in the delivery, further reducing crew involvement. The AVITALIS BWTS is currently ongoing shipboard testing, and will receive IMO type approval according to the updated IMO standard in first half of 2017. The system is furthermore ongoing USCG land based tests with excellent results even at minimum holding time. USCG type approval is expected in Q3 2017. The AVITALIS BWTS is manufactured, marketed and serviced exclusively by TeamTec AS, Norway. The system, ensuring full compliance in any water condition, use injection of the disinfectant PERACLEAN® Ocean from the German chemical specialist, Evonik Industries AG. For further information, contact TeamTec at bwts@teamtec.no.
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www.teamtec.no | TeamTec AS | Nyvei 41 | P.O. Box 203 | N-4902 Tvedestrand | Norway | Switchboard: +47 37 19 98 00 | Mail: office@teamtec.no
NAFS SHIPPING MAGAZINE - BWTS
OceanSaver: The frontrunner in the ballast water treatment industry. By Kashif Javaid, Sales Manager, OceanSaver AS As the first ballast water treatment system supplier in the world to submit final type approval application to US Coast Guard based on the electrodialysis technology, OceanSaver has further strengthened its position as the frontrunner in the ballast water treatment industry. Mr.Kashif Javaid
USCG Independent Laboratory DNV-GL supervised the testing process using the USCG recognized FDA/CMFDA test method which commenced with Landbased tests at DHI, Denmark. Component testing has been carried out at Applica in Norway. Shipboard tests were conducted onboard the vessel MV Sheila Ann owned and operated by CSL with BWTS capacity 2x2000m3/hr, in the saline and brakish water ports of San Marco, Mexico, San Francisco Bay, and Tacoma (WA), as well as fresh water ports on the US pacific coast. Even with very challenging test conditions including a large amount of organisms to be treated, the test results were excellent. The USCG testings have been carried out with the existing IMO type approved (2011) system MKII without significant modifications - same electrodialysis cell and filtration technology (40um screen filters) - proving efficiency and confidence of the system. Overall the MKII system has been through more than 60 tests over the past years as part of development of the system, class certification, IMO- and USCG approval processes. Valuable customer feedback and operational experience also confirms system
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performance. The OceanSaver system can treat different water conditions such as fresh, brackish and marine water from clean to dirty. Lowest in class power consumption allows time efficient and flexible ballast operation. Being fully automatic with low consumption of denaturalization medium are also some of the reasons why the OceanSaver system has a highly competitive operating expense profile for Operators. In view of current developments at MEPC 70 and revisions to the G8 guidelines on equipment testing, OceanSaver MKII BWTS is fully capable to meet the new requirements as a result of the stringent testing that has been carried out for IMO and USCG type approvals.
CHINA - FAR EAST
CHINA
HUARUN DADONG DOCKYARD YIU-LIAN DOCKYARDS (SHEKOU) QINGDAO BEIHAI SHIPYARD COSCO GROUP CHANGXING SHIPYARDS SHANGHAIGUAN SHIPBUILDING XINYA SHIPYARD LIXIN SHIPYARD HAIZHOU SHIPYARD FUJIAN HUADONG SHIPYARD CHANGHONG SHIPYARD PAXOCEAN ENGINEERING ZHOUSHAN
THAIWAN
CSBC SHIPYARDS
JAPAN
MITSUI ENGINEERING & SHIPBUILDING KAWASAKI HEAVY INDUSTRIES
SOUTH EAST ASIA MALAYSIA
MMHE SHIPYARD (Excl Agent for LNG/LPG)
SINGAPORE
JURONG SHIPYARD DDW - PAX OCEAN SHIPYARD
INDONESIA
ASL SHIPYARD DDW PAXOCEAN SHIPYARD SURYA PRIMA BAHTERA SHIPYARD
THAILAND
ASIMAR SHIPYARD
VIETNAM
BASON SHIPYARD SHAIGON SHIPYARD
EUROPE & MEDITERRANEAN SPAIN
CERNAVAL SHIPYARD (Excl Agent) YARDGEM SHIPYARD (Excl Agent Cyprus) TUZLA SHIPYARD SEFINE SHIPYARD CICEK SHIPYARD KUZEY SHIPYARD
TURKEY
POLAND
NAUTA SHIPYARD
ROMANIA
DAEWOO MANGALIA SHIPYARD CONSTANTA SHIPYARD
BULGARIA
ODESSOS SHIPYARD
AMERICA & CARIBBEAN ARGENTINA
TANDANOR SHIPYARD
BRAZIL CHILE COLOMBIA
ENAVI / RENAVE SHIPYARD
TRINIDAD URUGUAY
CARRIBEAN DOCKYARD
MEXICO
TALLERES NAVALES DEL GOLFO
PERU
SIMAC SHIPYARD
ASMAR SHIPYARD INDUSTRIAS ASTIVIK SHIPYARD (Main Agent) TSAKOS INDUSTRIAS NAVALES SHIPYARD
ARABIAN SEA / PERSIAN GULF / INDIA UNITED ARAB EMIRATES
INTEROCEAN SHIPYARD (Exclusive Agent) DUBAI DRYDOCK - DUBAI
INDIA
MUMBAI DRYDOCKS WESTERN INDIA SHIPYARD
BANGLADESH
CHITTAGONG SHIPYARDWESTERN MARINE SHIPYARD
AFRICA SOUTH AFRICA MADAGASCAR
P.A. CAPE TOWN DRYDOCK P.A. DURBAN DRYDOCK SECREN SHIPYARD
BPCO Ltd Group exclusively represents the below Shipyards along with other yards worldwide. 1. MSLNG SHIPYARD - Samsung Heavy Industries specialized for LNG – LPG VESSELS (Exclusive for Greece) (Max Loa:385m x 80m) 2. CERNAVAL SHIPYARD IN SPAIN based at Algeciras and Malaga (Exclusive for Greece) (Max Loa: 400m x 50m) 3. YARDGEM SHIPYARD IN TURKEY (Exclusive for Cyprus) (Max Dim: 225m x 32m)
DRY DOCK & AFLOAT SHIP REPAIRS MARINE UNDERWATER SERVICES PANASIA CONTROL SYSTEMS - Ballast Water Treatment System “Glo-En Patrol” - Panox – Pasox Systems - Monitoring Systems - Supply of Genuine Panasia Spare Parts - Worldwide Service Station for Panasia Equipments
GENERAL SPARE PARTS TRADING
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BPCO LTD - HEAD OFFICE
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Tel.: +357 96285855 / +357 95123195 E-mail: info@bpco-group.com commercial@bpco-group.com www.bpco-group.com
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NAFS SHIPPING MAGAZINE - TURBOCHARGING
(From left) Ioannis Smyrneos, Local Business Unit Manager ABB Turbocharging, Greece & Cyprus - Process Automation, Rolf Bosma, Head of Service Sales, ABB Turbo Systems, Switzerland, & Doukas Panagiotis, Editor in Chief, NAFS Magazine - www.nafsgreen.gr
ABB Turbocharging: 100+ service stations & 1,200 skilled people at your service Interview with Ioannis Smyrneos, Local Business Unit Manager ABB Turbocharging, Greece & Cyprus - Process Automation & Rolf Bosma, Head of Service Sales ABB Turbo Systems, Switzerland. P. Doukas: An independent study for ABB Turbocharging found that 87% of organizations work only or mostly with original equipment manufacturers for maintenance support and spare parts procurement. Why is that so important? J. Smyrneos: This is very important because the dimensional accuracy of turbocharger components is very critical in order to attain thermodynamic and aerodynamic efficiency. By installing Original Parts on turbochargers then you can guarantee a hazard free operation. The study gives the signal that we are looking on the same direction and we receive this information as a value for our customers. P. Doukas: Speaking about turbocharging, could you please explain how your global network including over 100 service stations with no third parties works? R. Bosma: It is a concept where we want to have local presence in
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the market. Our customers in Greece, for instance, know local ABB Turbocharging very well, and if they have a ship in need of maintenance somewhere else in the world, LBU Manager contacts one of the 100+ service stations and he makes sure that the job is performed there. In these hundreds of service stations, we have over 1,200 skilled people who are trained and informed about the developments in the turbochargers we have out in the field. That means that they are aware of the latest technology on new platforms, but also, they are aware of the development of platforms which are older, more than 20 years. So, they can always give you the best advice. This global approach is also very handy for the global customers that we have. Shipping is a limited local business. With our global setup we can support our customers anywhere in the world. P. Doukas: Approximately 200,000 ABB turbochargers are in operation across the globe on ships, power stations, gen-sets, diesel locomotives and large off-highway vehicles. What is your key of success in efficient and effective turbocharging? R. Bosma: The key of success for ABB Turbocharging is the development of turbochargers related to quality and efficiency with safety in mind. With the latest designs we are pushing boundaries in the areas of efficiency and we also provide platforms for our OEM’s, for
TURBOCHARGING - NAFS SHIPPING MAGAZINE
the engine builders. We are pushing boundaries and they come up with new ideas. Different and better settings going into environmental friendly areas where they could not go before. One of the examples is the Pressure ratio up to 12 and beyond 75% efficiency on the latest models where we have Power 2. I think, that, is one of the key factors that we have. P. Doukas: Ship owners look to the long term and always want ways to maximize fuel efficiency. What is the contribution of ABB Turbocharging to this matter? R. Bosma: Efficiency is on top of ABB’s Turbocharging agenda. Owners can rely on ABB Turbocharging for consistent high levels of application efficiency, safe operations and economic maintenance costs. Offering turbochargers that can have more air for instance can lead to different settings again. That is the reliability and performance enhancement. During the lifetime, we still develop the older platforms and with that we have efficiency increases as well. To achieve these aims, ABB Turbocharging maintains the most able and innovative R&D organization in the turbocharger business. P. Doukas: Independent study shows ABB turbocharger upgrades further improve engine performance and reduce fuel consumption. Please tell us few words about that. J. Smyrneos: An upgrade is the process of replacing an older generation turbocharger or turbocharger component with a new and improved one. By installing a new improved turbocharger or an improved turbocharger component, we can maximize the full potential of the engine. Thus we can achieve higher operational efficiency and less fuel consumption while keeping at the same time very low emissions. Just to summarize, in an upgrade process, there is the possibility to replace either the complete unit or a turbo-
charger component or make a retrofit, which means that we change from one turbocharger maker to an ABB turbocharger. P. Doukas: Would you like to say few words about the offices in Greece? J. Smyrneos: We have a presence in Greece for the last 30 years. We have started as a small team of 2-3 people. We are feeling very happy that we managed to expand, having now a team of 23 people, located in Greece and Cyprus. We have a presence in Cyprus many years already but since 2010 we have a full service unit in Limassol where we can serve local customers by delivering top quality services, Original Parts and Original Service at any time. In Greece, we have also relocated our ABB Turbocharging Service Station in 2012 and we are very proud about being able to provide first class service and support to our marine customers and power plants. Our highly trained personnel along with our sales people in Greece & Cyprus serve our customers with solutions tailored to their business needs. We also provide service outside Greece & Cyprus by using our strong global network. We will continue to support our customers the way we did in the past and keep up investing in our excellent relationship with the market. P. Doukas: The new record participation at Posidonia, certifies that Greece, as a traditional maritime power, can and should remain the heart of international shipping. Do you believe that Greek shipping will continue to contribute to the national and European economy? J. Smyrneos: Indeed, the Greek Shipping family is the biggest in the world. Greek shipowners have been contributed to the Greek economy for many years now, and I am very optimistic that they will continue to support the Greek economy in the future as well as the European economy.
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NAFS SHIPPING MAGAZINE - SCRUBBERS
CR Ocean Engineering exhaust gas cleaning system (CROE® scrubber) receives MED G certification by DNV-GL for the STENA Forerunner installation. CR Ocean Engineering, L.L.C. (CROE®) announced that it has received final class approval and MED-G certification by DNV-GL (acting for the Flag State) of the two scrubbing systems CR Ocean Engineering supplied aboard the STENA Forerunner Ro-Ro vessel. The Forerunner is the first of 2 (two) vessels contracted by STENA with CR Ocean Engineering for the design and supply of two scrubbing systems. The second vessel, the STENA Foreteller, followed about one year later. The Foreteller Ro-Ro vessel also has two operating CROE® scrubbing systems in the final stages of receiving MED-G certification by DNV-GL acting for the Flag StaParsippany, NJ, USA, 18 July 2015 – CR Ocean Engineering, L.L.C. (CROE®) announced that it has received final class approval and MED-G certification by DNV-GL (acting for the Flag State) of the two scrubbing systems CR Ocean Engineering supplied aboard the STENA Forerunner Ro-Ro vessel. The Forerunner is the first of 2 (two) vessels contracted by STENA with CR Ocean Engineering for the design and supply of two scrubbing systems. The second vessel, the STENA Foreteller, followed about one year later. The Foreteller Ro-Ro vessel also has two operating CROE® scrubbing systems in the final stages of receiving MED-G certification by DNV-GL acting for the Flag State. MED-G certification is issued by class society acting for the flag state flag confirming that the design, installation and operation all met, state and IMO requirements. The CROE® scrubbing systems were installed to reduce SO2 from two main engines aboard each of the two vessels (a total of 4 scrubbers were installed for the two vessels).
The CROE® scrubbers are designed to meet both the 0.1% sulfur requirement of the 2015 ECA as well as the global 0.5% sulfur requirements expected to be implemented in 2020 by IMO. The systems will automatically adjust to optimum operation based on each requirement. The Stena Forerunner and Foreteller operate primarily in the European ECA where the low sulphur fuel regulations went into effect on January 1, 2015. The installed scrubbers will allow the vessels to meet the low sulphur ECA requirements even when burning high sulphur heavy oil. The advanced CROE® scrubbing technology can be used on new vessels (newbuilds) or as a retrofit to existing vessels. It can be designed as in-line single engine treatment or for multiple engines it can be designed as multistream. The system is available in three standard configurations, customizable to the ship’s needs: a) as a once through scrubber [also known and Open Loop]; b) as a recirculating scrubber [also known as Closed Loop], and c) as a combination of both designs [also known as Hybrid]. The system’s small footprint minimizes ship modification and makes this technology an excellent choice for cruise ships, ferries, bulk carriers, containerships, RoRo and others. Nick Confuorto, Chief Operations Officer of CR OCEAN ENGINEERING, L.L.C., said “We are very happy with the relationships we have developed with our clients. Receiving the final approvals and certifications is just another step in winning client trust and long term relationships. We plan on becoming the shipping/cruise industry’s first choice for their scrubbing system needs”.
Global 0.5% sulfur compliance is no problem for CROE® scrubbers. With the 0.1% sulfur ECA already in place and the new global 0.5% coming into play in 2020, many shipowners are wondering if scrubbers can adjust to the new rules. CR OCEAN ENGINEERING Mr. Sotirios Mr. Nicholas L.L.C. (www. Kaminis* Confuorto** croceanx.com) announces that their CROE® exhaust gas cleaning systems (scrubbers) have the ability to automatically adjust the stack emissions to meet equivalency from 0.1%S or 0.5%S without any modifications. The system is designed to self-adjust to always use the optimum amount of reagent or seawater while meeting the sulfur stack equivalency at any time. Mr. Nicholas Confuorto, President and Chief Operations Officer of CR Ocean Engineering LLC., said that “our clients do not have to be concerned about systems needing adjustments or modifications as the global 0.5%S comes into play. “All of our systems are already designed with the ability to automatically adjust their optimum operation to meet such requirements and do so
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NAFS NOVEMBER 2016
efficiently and cost effectively. The system’s components automatically adjust to what is needed to always achieve the required compliance at the optimum operating level. ” This advanced CROE® scrubbing technology is a perfect fit for new ships and as retrofit to existing ships. The Closed Loop and Hybrid system provided by CROE® also incorporate a state of the art purge water treatment technology allowing the vessels to meet stringent water discharge requirements. The CROE® scrubbing systems are available in multiple configurations to meet the vessel’s specific needs: a) as a once through scrubber, also known and “Open Loop”; b) as a recirculating scrubber, also known as “Closed Loop”, and c) as a combination of both designs, also known as “Hybrid.” Each configuration can then be supplied as individual in-line design or as multi-stream. The CROE® system does not require a bypass. Its small size minimizes ship modification and makes this technology an excellent choice for cruise ships, ferries, bulk carriers, containerships, RoRo and others. Several CROE® systems are now operating successfully on various type of vessels. All operating CROE® scrubbers are meeting sulfur equivalency requirements. Among the CR OCEAN ENGINEERING clients one can find notable leaders such as Royal Caribbean, STENA and others.
* Kaminco Group, President & CEO ** President and Chief Operations Officer of CR Ocean Engineering LLC
THE
MONEY-SAVING ALTERNATIVE TO
LOW SULFUR FUEL CR ocean Engineering (CRoE®) offers ship owners and operators a proven low-cost alternative to the conversion to distillate fuel.
Backed by nearly 100 years of experience, CRoE ® provides cost-effective systems customized to your specific needs and designed to help you save money and remain competitive. Our systems can easily achieve the 0.1% Sulfur equivalency when burning high Sulfur fuel oil. The CRoE ® Exhaust Gas Cleaning System (also known as Scrubbers) offers: • all metallic construction • ability to run dry • designed for full engine temperature • in-line construction for single engines or multistreaming • light weight & small dimensions • ability to replace silencers • high efficiency CRoE® Scrubbers are very cost effective and can be delivered on a short schedule when needed. Let us guide you to the most efficient and compliant solution. Contact: nconfuorto@croceanx.com
Tel. +1 (973) 455-0005 www.croceanx.com
Greece – Cyprus Branch: Vouliagmenis Ave. &11, Nirvana Str. Voula 16673, Greece Tel. +30 210 4528240 - Fax. +30 210 4294887 info@kaminco.com www.kaminco.com
CR ocean Engineering, LLC, Six Campus Drive, Parsippany, NJ 07054 USA
NAFS SHIPPING MAGAZINE - TOP STORIES
Preventive Maintenance achieves 202% Return on Investment for turbochargers ABB has announced study results which show a 202% return on investment (ROI) from using ABB Preventive Maintenance. The new study indicates that the payback of preventive maintenance is immediate, while the Net Present Value - a measure of profitability of a projected investment – can be around US$1.3 million over three years for a typical organization. Preventive maintenance involves maintaining and servicing equipment at regular intervals in line with manufacturer recommendations, rather than waiting to carry out reactive or corrective repairs – also known as ‘corrective maintenance’. According to the study, a corrective maintenance approach can have financial consequences for a company. The objective of preventive maintenance is to reduce the chance of equipment failing unexpectedly, by performing maintenance whilst it is still operational. ABB commissioned Forrester Consulting to conduct a Total Economic Impact (TEI) study* to assess the ROI companies can achieve by using the Preventive Maintenance service model for their turbochargers. Forrester investigated three companies with many years of experience using ABB Turbocharging’s Preventive Maintenance, conducting interviews and gathering data from across the organizations. Compiling these findings into results for a single ‘composite organization’, the study concludes that the cost savings from avoiding unplanned downtime over three years would amount to over US$780,000, while the avoidance of a catastrophic failure could save more than US$1.1 million over the same period. While less quantifiable, operational efficiency gains, and maintaining an organization’s brand and reputation represent further benefits. Engineers who were interviewed for the report discussed how a single
turbocharger failure may not halt a vessel’s operations, but it can compromise efficiency and cause delays. The Swedish Club’s Marine Engine Damage Study in 2012 further reported how turbocharger damage could penalize ships’ owners earning power as it is “the most common and expensive damage category across all engine types”. Not servicing turbochargers at all, or using non-OEM parts, could lead to a serious failure that might leave a ship immobile. This would require expensive parts, costly rescues and potentially months of lost operations. Customers interviewed were adamant that ABB’s Preventive Maintenance approach had improved the safety and efficiency of their operations and helped avoid the risk of serious incidents at sea. Rolf Bosma, Head of Service Sales, ABB Turbocharging, says: “Preventive maintenance is vital for sustained turbocharger performance, but also to ensure operational reliability and safety. To meet and exceed our customers’ expectations we are now developing our offering further, towards solutions that will increasingly prevent equipment failure, customized for different segment needs. In addition, operating in such a rapidly evolving market environment, it remains important for us to keep looking ahead, so we are also exploring exposure-based and predictive maintenance offerings, for their potential to further enhance our customers operations.” Further benefits from ABB Preventive Maintenance include: high quality information on turbocharger performance, facilitating better care; maintenance scheduling that minimizes vessel downtime; and service always being provided by ABB’s own certified engineers and technicians. In addition, service records of all actions are always available in ABB’s comprehensive customer product database for future reference and for planning maintenance schedules.
ABS Classes World’s Largest LNG Powered Ethane Carrier ABS, a leading provider of classification and technical services to the global marine and offshore industries, is pleased to confirm that the ABS-classed Navigator Aurora, the world’s largest ethane/ethylene capable liquefied gas carrier, has been delivered to Navigator Gas by Jiangnan Shipyard in Shanghai, China. The Navigator Aurora is the first of four Navigator Gas ethane/ethylene midsize vessels to be delivered with ABS Class during 2016 and early 2017. It has a cargo carrying capacity in excess of 37,000 cbm and is fitted with dual fuel engines that enable the ship to operate on either diesel fuel or LNG, making it capable of meeting the most stringent current and future air emissions requirements. “The dynamics of the global gas industry demand a commitment to developing novel projects to take advantage of new opportunities,” says ABS Executive Vice President of Global Marine Kirsi Tikka. “As a leader in classing the most advanced gas projects in the world, ABS is proud to work with Navigator Gas, Jiangnan Shipyard, and all stakeholders in making the Navigator Aurora a success.” Development of the vessel focused on opportunities arising from shale gas plays in the United States. The Navigator Aurora has been longterm chartered to export ethane from the United States to Borealis in Sweden. “In the coming years, we expect to see many more projects
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being developed to service the expanding gas export market from the United States,” says ABS Vice President of Global Gas Solutions Patrick Janssens. “With our experience with the latest technologies for gas carriers and LNG fueled ships, we are well positioned to assist our clients with their new projects. Our strong presence in the US and longstanding history of assisting industry stakeholders with understanding United States Coast Guard regulations make us the obvious choice for companies that need to support vessels operating in US waters.” The Navigator Aurora represents another significant milestone for ABS in a long history of serving the gas industry with projects like the recently announced Joint Development Project to develop an LNG-fuelled dry bulk carrier concept and the historic first shipment of liquefied natural gas from Sabine Pass. A pioneer in classification for the safe transport and handling of gas, ABS classed the world’s first LNG carrier, the Methane Pioneer, in 1959 and has extensive experience with the full scope of gas-related assets, including many of the most advanced carriers in service. The ABS Global Gas Solutions Team assists clients around the world in cutting-edge gas projects, including LNG, ethane and Liquefied Petroleum Gas (LPG) transportation and the expanding use of LNG and other low flash point fuels.
NAFS SHIPPING MAGAZINE - TOP STORIES
1η Ελληνική συμμετοχή με εθνικό περίπτερο στη διεθνή έκθεση «SMM HAMBURG 2016» Πλοίαρχος Λιμενικού Σώματος, κ. Παναγιώτης Σπανός , οι οποίοι συνομίλησαν με τους Έλληνες εκθέτες, για τα καινοτόμα προϊόντα, τις υπηρεσίες τους καθώς και την προώθηση αυτών στις διεθνείς αγορές. Η «SMM HAMBURG» αποτελεί μια από τις σημαντικότερες εκθέσεις στο χώρο της ναυτιλιακής βιομηχανίας και του ναυτιλιακού βιομηχανικού εξοπλισμού στην Ευρώπη και προσελκύει χιλιάδες επισκέπτες από όλο τον κόσμο. Η έκθεση διοργανώνεται κάθε δύο χρόνια και συμμετέχουν όλες οι παγκόσμιες δυνάμεις της ναυτιλίας. Στη φετινή διοργάνωση συμμετείχαν 2.200 εκθέτες από όλο τον κόσμο, και την επισκέφθηκαν σχεδόν 50.000 αγοραστές του κλάδου. Εμπορικές συμφωνίες δισεκατομμυρίων ευρώ υπεγράφησαν στα stands των εκθετών.
Η Ελληνική Εταιρεία Επενδύσεων και Εξωτερικού Εμπορίου Α.Ε. (Enterprise Greece) σε συνεργασία με τους Έλληνες Κατασκευαστές Ναυτιλιακού Εξοπλισμού (HEMEXPO), τη Διεθνή Ναυτική & Βιομηχανική Ένωση (WIMA) και με την υποστήριξη του Ελληνο- Γερμανικού Εμπορικού & Βιομηχανικού Επιμελητηρίου διοργάνωσαν για πρώτη φορά την επίσημη συμμετοχή της Ελλάδας στη σημαντικότερη διεθνή έκθεση βιομηχανικού ναυτιλιακού εξοπλισμού «SMM HAMBURG 2016». Στην ελληνική αποστολή συμμετείχαν δεκαέξι (16) κορυφαίες ελληνικές επιχειρήσεις, μέλη των HEMEXPO και WIMA, οι οποίες είχαν τη δυνατότητα να πραγματοποιήσουν δεκάδες επιχειρηματικές συναντήσεις με επισκέπτες, οι οποίοι πέρασαν από το ελληνικό περίπτερο, το οποίο με ενέργειες της Enterprise Greece συνυπήρξε στο κέντρο της έκθεσης μαζί με τα αντίστοιχα της Νορβηγίας, της Ολλανδίας και τις άλλες μεγάλες δυνάμεις της παγκόσμιας ναυτιλίας. Εκπρόσωποι μεγάλων ναυπηγείων και προμηθευτών της διεθνούς αγοράς επισκέφτηκαν το ελληνικό περίπτερο και πραγματοποίησαν συναντήσεις, οι οποίες οδηγούν στη σύναψη νέων συμβολαίων και προωθούν την εξωστρέφεια του κλάδου. Όπως, άλλωστε, καταδεικνύεται και σε μελέτη της Εθνικής Τράπεζας της Ελλάδος, για τη βιομηχανία Ναυτιλιακού Εξοπλισμού, τον Ιούλιο του 2016, οι Έλληνες Κατασκευαστές Ναυτιλιακού Εξοπλισμού κινούνται ολοταχώς προς την κατεύθυνση των συνεργειών και της εξωστρέφειας. Σε συνέντευξη Τύπου που διοργάνωσαν οι κλαδικοί σύνδεσμοι στο εκθεσιακό κέντρο, δόθηκε έμφαση στη δημιουργία και την προώθηση ενός ελληνικού κλαδικού brand name. Διαπιστώθηκε ότι οι εταιρείες των κατασκευαστών ναυτιλιακού εξοπλισμού αναπτύσσονται επενδύοντας στην έρευνα, στην καινοτομία και ανάπτυξη και προσφέροντας Smart Ship Solutions στους πελάτες τους. Η ποιότητα των προϊόντων και των υπηρεσιών των ναυτικών και βιομηχανικών εταιρειών συνεχώς βελτιώνονται και η προσπάθεια για εξέλιξη είναι συνεχής. Την έκθεση επισκέφθηκε και συνομίλησε με τους εκθέτες ο Πρόεδρος του ΕΒΕΠ & ΕΣΕΕ και μέλος του Διοικητικού Συμβουλίου της Enterprise Greece, κ. Βασίλης Κορκίδης. Το ελληνικό περίπτερο επισκέφτηκαν επίσης ο Γενικός Πρόξενος της Ελλάδας στο Αμβούργο κ. Γεώργιος Αρναούτης και ο Ναυτιλιακός Ακόλουθος Αμβούργου
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Η Πρόεδρος των Ελλήνων Κατασκευαστών Ναυτιλιακού Εξοπλισμού (HEMEXPO), κα Ελένη Πολυχρονόπουλου σχολιάζοντας την επιτυχημένη παρουσία της ελληνικής αποστολής στην έκθεση δήλωσε: «Τη διαφορά για τις ελληνικές επιχειρήσεις, σε σχέση με άλλες εκθέσεις στο παρελθόν, έκανε η μεταξύ τους συνεργασία. Το μυστικό της επιτυχίας είναι η συλλογική δράση. Πλέον οι εταιρείες ανταλλάσσουν πληροφορίες, τις γνωριμίες και τις διασυνδέσεις τους, ενώ σημαντικό ρόλο διαδραματίζει και η συλλογική ανάληψη πρωτοβουλίας με στόχο την εξωστρέφεια και την επικοινωνία με τις αγορές του εξωτερικού. «Είμαστε στην αρχή» σημείωσε η κα Πολυχρονοπούλου, «αλλά στόχος μας είναι η καθιέρωση ενός ελληνικού brand name το οποίο θα είναι αναγνωρίσιμο και αποδεκτό διεθνώς». «Σύμφωνα με τις προτάσεις της μελέτης που πραγματοποίησε η Εθνική Τράπεζα, για την βιομηχανία Ναυτιλιακού Εξοπλισμού, τον Ιούλιο του 2016», προσέθεσε η κα. Πολυχρονοπούλου, «οι Έλληνες Κατασκευαστές Ναυτιλιακού Εξοπλισμού, κινούνται ολοταχώς προς την ενδυνάμωση του ναυτιλιακού συνεργατικού πλέγματος, επενδύοντας ταυτόχρονα στην έρευνα και ανάπτυξη με κύριο γνώμονα την εξωστρέφεια.» Ο Πρόεδρος της Διεθνούς Ναυτικής & Βιομηχανικής Ένωσης (WIMA), κ. Ηλίας Χατζηεφραιμίδης δήλωσε: «Για δεύτερη συνεχόμενη φορά, η WIMA συμμετείχε με ιδιαίτερη επιτυχία στην μεγαλύτερη διεθνή ναυτιλιακή έκθεση SMM Hamburg, αυτή τη φορά με την υποστήριξη του κρατικού φορέα Enterprise Greece, με την βοήθεια του οποίου δημιουργήθηκε για πρώτη φορά επίσημο εθνικό περίπτερο της χώρας μας. Η άψογη συνεργασία μας με το αρμόδιο τμήμα του ENTERPRISE GREECE, τόσο στον τομέα της οικονομικής ενίσχυσης της ελληνικής προσπάθειας, όσο και σε επίπεδο συντονισμού και διοργάνωσης, συνέβαλε σημαντικά στην επιτυχία της συμμετοχής μας, δίνοντας την ευκαιρία σε εταιρείες–μέλη μας να προβάλλουν καινοτόμες λύσεις για την αγορά της ναυτιλίας και τις δυνατότητες των ελληνικών επιχειρήσεων, σε παγκόσμιο επίπεδο. Ευελπιστούμε σε παρόμοιες μελλοντικές ενέργειες που μόνο θετικά αποτελέσματα μπορούν να φέρουν και που βοηθούν στην εξωστρέφεια των ελληνικών επιχειρήσεων στις διεθνείς αγορές.» Η Enterprise Greece (Ελληνική Εταιρεία Επενδύσεων και Εξωτερικού Εμπορίου Α.Ε.) είναι ο αρμόδιος εθνικός φορέας, υπό την εποπτεία του Υπουργείου Οικονομίας, Ανάπτυξης και Τουρισμού, για την προσέλκυση επενδύσεων στην Ελλάδα και την προώθηση των εξαγωγών, με στόχο να προβάλλει τη χώρα ως ιδανικό επενδυτικό προορισμό και να προωθεί τα ανταγωνιστικά εξαγωγικά προϊόντα και υπηρεσίες της Ελλάδας
Marine & Offshore
Pumps & Pumping Solutions
IM n Gree ogy DNVO and type nol h a c p e p T rove d
RayCleanTM Ballast Water Treatment System Best UV-T in the market - down to 33 % Lowest energy consumption in the market Very low OPEX IMO / DNV-GL / LR / Class NK type approvals USCG AMS accepted
OptiCleanTM
Energy Saving Ballast Water Treatment System Net energy savings in addition to IMO compliant treatment of ballast water Automatic adjustment of the vessels‘ cooling system pumps
MARINE & OFFSHORE
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UTILITY
Contact our local representative in Greece for more information: Intra Mare Hellas 4, Skouze Str. 185 36 Piraeus -Greece Phone: +30 210 429 3843 Fax: +30 210 429 3845 E-mail: project@intramare.gr
PROVEN TECHNOLOGY www.desmi.com
NAFS SHIPPING MAGAZINE - TOP STORIES
DNV GL launches Recommended Practice to enhance the cyber security
What are the best options for securing remote connections on ship and offshore systems? Which operational technology on board is most vulnerable to cyber-attacks? DNV GL has published a Recommended Practice (RP) on “Cyber Security Resilience Management” to help the industry address potential cyber hazards. Developed in cooperation with customers, the RP provides guidance on risk assessment, general improvements to cyber security, and the verification of security improvements and management systems. “With ships and mobile offshore units becoming increasingly reliant on software-dependent systems, cyber security is an important operational and safety issue for the maritime world,” said Knut Ørbeck-Nilssen, CEO of DNV GL – Maritime, in his presentation at the DNV GL press conference at the SMM trade fair in Hamburg. The RP covers some of the most common threats to maritime assets, such as vulnerabilities in the electronic chart display and information system (ECDIS), the manipulation of AIS tracking data, as well as jamming and spoofing of GPS and other satellite-based tracking systems. The Recommended Practice differentiates between unintentional infections and targeted threats. Unintentional infections include incidents such as software infections through malware as well as weaknesses in software, which can be caused by the misconfiguration of equipment and software, or faulty software designs. Targeted threats include external cyber-attacks by hackers, who can infiltrate systems through phishing, social engineering, or by exploiting weaknesses in control systems. This category also looks at the possibility of cyber-attacks by disgruntled employees and their ability to circumvent physical access controls.
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To help the industry prepare for achieving compliance to internationally recognized standards, the RP provides guidance on how to apply ISO/IEC-27001 and ISA-99/IEC-62443 standards. ISA-99/IEC 62443 is the recognized standard for security of the industrial control systems in the operational technology (OT) domain of organizations. Certification to the ISO/IEC-27001 standard demonstrates that a company has a process-driven approach for establishing, implementing, operating, monitoring, reviewing, maintaining, and improving their information security management system. DNV GL offers certification to ISO/IEC-27001, as well as to the ISO-22301 standard for business continuity management, which demonstrates a business’ preparedness for a major incident or disaster. In addition to the RP, DNV GL has developed a wide range of services in close collaboration with several major ship owners aimed at enhancing the cyber security of their assets. DNV GL’s Maritime Academy offers e-learning modules aimed at increasing the awareness for cyber security related issues among crews and shore staff. “Studies have found that the human element still accounts for 90 per cent of all cyber security breaches, this means that regular trainings and awareness campaigns are central to any cyber security initiative,” said Knut Ørbeck-Nilssen. Download the Recommended Practice at: www.dnvgl.com/rpcs Caption: “With ships and mobile offshore units becoming increasingly reliant on software-dependent systems, cyber security is an important operational and safety issue for the maritime world,” says Knut Ørbeck-Nilssen, CEO of DNV GL – Maritime at the DNV GL press conference at SMM.
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NAFS SHIPPING MAGAZINE - TOP STORIES
Lloyd’s Register organised The Human Element & New Technologies on board event in Piraeus that are necessary for an organisation to address the human element. One of the outcomes of the discussion was that a balanced approach is required to introducing new technologies. Factors such as the design, the operating procedures, maintenance and management of new systems, and how the aforementioned support the crew in using new technology, have to be addressed for the introduction and use of a system to be successful.
Lloyd’s Register (LR) organised at its premises in Piraeus The Human Element & New Technologies on board event to provide insight on how to address the human element aspects for the many new technologies that are now being introduced, especially with regard to statutorily-required systems. Dr Jonathan Earthy, LR Human Factors Coordinator/ Engineering Systems, visiting Athens from the Group Technology Centre (GTC) in Southampton, was the main speaker of the event. Dr Earthy encouraged the attendees to go beyond seeking more training as the only answer, and to think about the users’ point of view and the context of use of a “product” (equipment, software, new technologies etc.). He guided them through the processes
Furthermore, Dr Earthy inquired the meaning of a “useful acquisition”. He highlighted the need for the ship owner/ operator to ensure that systems that they buy are usable and pointed out how to identify and mitigate the risks associated with poor usability. He provided a worked example of the procedure to follow for Ballast Water Treatment System (BWTS). With more than 40 attendees the event raised significant interest from key clients and industry stakeholders who actively participated in a fruitful discussion that emphasised the need for executive-level support and the engagement of all stakeholders. Dr Earthy said “It is good to see such interest in this topic. LR considers human-system to be a key aspect in the introduction of new technologies, in particular those depending on information and communications technology. The attendance and the quality of the discussion indicate that the Greek shipping community share our views.”
Rolls-Royce to deliver ship equipment to the world’s largest tug
Chantier Naval de Marseille has received an order from ENGIE
Rolls-Royce has signed a contract to deliver propulsion and deck machinery for 13 new tugs, including five which will have a direct bollard pull of around 150 tonnes. The contract, with Edison Chouest Offshore (ECO) is worth more than 38 million Euro. The 13 tugs are being designed and built at Chouest-affiliated shipyards in the USA. The five most powerful tugs will be 45 metres long and 17 metres wide, making them the world’s largest of their kind to date. Rolls-Royce scope of delivery includes both large azimuth thrusters and winch packages, enabling the tugs to efficiently perform their main duties; general harbour assistance, braking or steering the vessel, or performing deep sea towing. Eight of the vessels ordered by ECO will be equipped with two US 255 Fixed Pitch thrusters, while five will have US 60 Controllable Pitch Propellers. All 13 vessels will be equipped with towing winches plus auxiliary winches from Rolls-Royce, all based on low-pressure hydraulics.
Chantier Naval de Marseille and ENGIE have signed a contract for the 10 years maintenance of the LNG ship GDF Suez Global Energy. The ship is now in dry dock in order to realize the 10 years maintenance works and the Classification Society regulation controls. “With this order, CNM confirms his position on the LNG market segment and the return of ENGIE is a strong signal of the trust for our yard. Our commitment is to execute the works within the contractual schedule and at an optimum quality level” has declared Jacques Hardelay, President of the Company.
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According to Peter Justesen, ENGIE Group Maritime Transport Director : “ ENGIE is very satisfied to entrust this ship to Chantier Naval de Marseille, who has made the best offer in front of the international competition. We are very glad than a French yard, the one of Marseille, is able to perpetuate and develop the expertise necessary to satisfy the specificities of our industry. Chantier Naval de Marseille will probably welcome an another ship of ENGIE fleet”
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NAFS SHIPPING MAGAZINE - TOP STORIES
Globecomm Maritime commissions its first FleetXpress terminals for Helikon Shipping
Globecomm, one of the leading providers of maritime connectivity services has delivered its first Inmarsat Fleet Xpress terminals to Helikon Shipping Enterprises. The two units were commissioned in Globecomm’s Biddinghuizen facility and delivered to the Tsuneishi Heavy Industries Cebu shipyard in the Philippines, where the ships are under construction.
“The ability to be reliably connected to the internet when at sea, for both business and crew communications, with redundancy built-in is a strong benefit of Fleet Xpress,” says Helikon Principal Michael Papaioannou. “Being able to combine that level of connectivity with unlimited data usage at a fixed price means Helikon will be able to leverage better communications as a competitive edge.”
The vessels are due both due to complete sea trials by mid-September for delivery in early October, and marks the first commission of Fleet Xpress by Globecomm.
Fleet Xpress is a new global service from Inmarsat, combining the high speeds of Ka-band with unlimited L-band back-up for continuous connectivity, designed to provide high quality voice and data services across the world’s oceans.
“Globecomm is very proud to have commissioned Inmarsat’s Fleet Xpress service,” says President of Globecomm Maritime, Malcolm McMaster. “Helikon has long recognised the value of communications to its business and the strength of the long relationship between our companies has been reinforced as they adopt Inmarsat Fleet Xpress.” Helikon operates a fleet of 10 Supramax bulk carriers trading worldwide. The newbuildings are both ‘TESS 58 Aero’, a highly efficient design featuring a number of innovative fuel saving features, including aerodynamic optimisation with low drag hatch coamings and accommodation block.
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Globecomm Maritime has more than three decades experience of meeting the connectivity needs of shipowners and mariners. Its pedigree in the maritime industry is unmatched and our reputation for innovation has seen it provide services to over 4,000 ships. Its solutions range from entry-level voice and data communications to high end connections that can enable internet, email and mission-critical, value-added applications. Caption: The Helikon newbuildings
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NAFS SHIPPING MAGAZINE - BWTS
Winning the next battle against invasive marine species A Norwegian start-up is solving the twin challenges of operational efficiency and environmental protection, with a little help from the Orcelle Award brutal in its effects on the coating and potentially harmful to the environment. “The brushing can do more harm than good because it is aggressive and gives uneven results. You can’t maintain pressure and have poor visibility and may end up damaging the paint and creating conditions that are even better for new growth,” he says. For cost reasons, operators want to be able to clean hulls within the timespan of normal cargo operations ideally when cargo operations are taking place. At many ports it is hard to get permission to do this for safety reasons. Local environmental agencies may not approve brush cleaning because removing non-native shells creates the risk that live organisms are transferred to the local seabed. “It’s a paradox. Everyone wants to reduce their GHG emissions but not for vessels to be cleaned in their ports,” he adds.
Reducing costs and emissions
Co-founder and CEO of ECOsubsea Tor Østervold The ratification of the IMO’s Ballast Water Management Convention is a milestone in the battle to manage the spread of invasive aquatic species. Yet despite the importance of the decision, regulators and shipowners alike have long recognised that the spread of invasive species through fouling of ship hulls is as big - if not a bigger - problem. The IMO has already put in place guidelines for the control and management of ships’ biofouling that aim to minimise the transfer of invasive aquatic species. Co-founder and CEO of ECOsubsea Tor Østervold believes the issue has the potential to be even more important in the years ahead. “Now that IMO members have ratified the BWM Convention, the next controls, dealing with the spread through biofouling will come much faster,” he says. “But I think the positive commercial and environmental benefits of reduced fuel consumption and lower air emissions from having a hull free of fouling will be obvious to the industry as a whole.”
ECOsubsea was founded with the aim of solving this problem and by setting out to make a difference to operating costs as well as environmental protection, it has quickly found acceptance. The ECOsubsea solution is a remotely operated vehicle which removes the need for divers and uses a newly-developed high pressure water cleaning principle called ‘soft jets’, which is gentler on the hull than mechanical cleaning. The process provides an accurate inspection of the hull condition and cleaning progress can be monitored by cameras. In addition to minimising damage to the coating, of interest to Wallenius Wilhelmsen Logistics (WWL) was its ability to act as a vacuum cleaner, locking on to the hull so that the waste water is pumped back to a collection tank. No waste is released to the local environment and the residue has application as biomass fertilizer.
Overcoming hull resistance When slime builds up on a ship’s hull, it attracts aquatic organisms that must be quickly removed before they can build up. Once fouling becomes established the mechanical cleaning required to remove it presents a challenge to safety, coatings management and to marine pollution. Owners face an unpalatable choice: wait until dry dock and see performance reduce over time or clean when the ship is in the water, a difficult and dangerous option which risks further spread of non-native organisms. In-water hull cleaning is traditionally carried out by divers using portable brushes, a process Geir Fagerheim, Head of Fleet Operations, Ocean Operations, Wallenius Wilhelmsen Logistics AS, describes as
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Geir Fagerheim, Head of Fleet Operations, Ocean Operations, Wallenius Wilhelmsen Logistics AS
NAFS SHIPPING MAGAZINE - BWTS
Before founding the company, brothers Klaus and Tor Østervold had worked on fishing vessels and were part of a project working on the cleaning of fish farming nets using mini submarines. Both experiences demonstrated the need for a means of hull cleaning that was safe, environmentally-friendly and did not damage the coating. Having developed the concept, they spent three months researching fouling-related emissions and potential fuel savings. The results were interesting enough to attract the funding that would help them realise a solution to keep a hull performance optimised. “We have been lucky to have friends, family and fans as well as investors including Innovation Norway and Nordea that understood the opportunity right from the start,” says Tor. “Equally important was to have customers that have been demanding but who trusted us to come up with solutions.”
Industry partnership and recognition It was here that support from WWL proved decisive. The brothers entered ECOsubsea for the $100,000 Orcelle Award sponsored by Wallenius Wilhelmsen Logistics and won. Unlike some industry garlands, the Orcelle Award is designed to be a practical process. WWL worked closely with ECOsubsea to help them develop their products and ideas further to make them commercially viable. “Winning the Orcelle award was a fantastic endorsement for us. It led to numerous new contacts and put a stamp on the technology which meant it could be a real solution, not just a marketing idea,” says Tor. WWL paved the way for ECOsubsea to found its ’operational centre of excellence’ at the Port of Southampton and created space at its terminal for them to set up operations. Thanks to this concrete support, the company can capture business from liner, ro-ro cruise and ferry operators making European port calls. In addition to WWL, the company counts Höegh Autoliners, Svenska Orient Linen, Statoil, UECC, DFDS, Grimaldi, Color Line and EUKOR among its customers. Fagerheim agrees that close relations with WWL has been important in setting up, supporting and promoting the ECOsubsea solution. “It’s not our core business but it supports the business in getting more efficiency out of the vessels we operate. It is a tangible product which has the potential to make a major contribution to reducing GHG footprint if it is adopted more broadly. We could be talking about fuel consumption savings of up to 10% from reducing the drag effects of marine growth.”
Succeeding as a start-up As relative newcomers to the industry, the brothers have benefitted from the ‘start-up’ approach of focussing on the customer need and developing a solution that can deliver benefits quickly. Tor believes the ‘virtuous circle’ this creates can foster innovation as well as benefitting the end users. “Many companies are aware that today’s way of business is likely not be tomorrow’s and more attention is put on entrepreneurship and the influence of disruptors. Being an early adopter of new technology enables new businesses to grow,” he says. “WWL’s willingness to test our technology and its sustainable initiative of ‘clean and capture’ means our solution to the fouling problem is not just recognised but actually used. This means that we can continue what we love the most; creating new solutions to related problems.” Fagerheim agrees it can be hard for entrepreneurs to develop ideas without industry backing. “They need investors that believe in them but they also need industry partners that can support them. If the idea is good the partners will be there. In itself, the solution is probably a little more expensive than diver cleaning, but the other advantages it offers means there is real value in it.”
Building on results The next step for ECOsubsea is to grow its capacity in Southampton based on the progress it has made so far. Having received the results from long term tests on the health of water at the port, the effluent standard from use of ECOsubsea is 50% below that of the strictest regulations anywhere in the world. Tor says sediment samples taken directly under four berths where the company has cleaned more than 60 vessels while loading or discharging shows that heavy metal concentration is lower than the port’s average. “To have documented that the health of the water is actually improved by using our service together with its impact on environmental and financial footprint for shipowners is a good starting point to grow our business.” EndsThe winner of the 2016 Orcelle Award will be selected from 15 finalists announced during the sixth annual Ocean Exchange event to be held in Savannah, Georgia, November 9-11, 2016.
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NAFS SHIPPING MAGAZINE - CLASS NEWS
Smarter operations with DNV GL’s modern class solutions
Classification society DNV GL showed how smarter operations, built around modern classification, could help shipping to weather the tough market conditions at its press conference at the SMM trade fair. DNV GL’s Group President & CEO Remi Eriksen spoke about the potential of digitalization to move the maritime industry forward: “I think this year’s SMM has hit on the topic that should be at the top of the list for everybody in shipping looking to compete in this tough market:
Digitalization. This is for me THE trend with the potential to revolutionize shipping. More satellite communication players are entering the market, giving us increased capacity, better coverage and lower costs to transfer data between ship and shore,” he said. “The companies that can capture the benefits of digitalization, bring them into practical use, and scale them to the point where they deliver real financial, environmental and societal benefits. I believe it is in this role, as implementer and as a trusted data custodian, where DNV GL can really shine,” he explained. Knut Ørbeck-Nilssen, CEO of DNV GL – Maritime, set out some examples of how DNV GL’s customers could make their operations smarter with modern classification solutions. But as ships became smarter they would need to take new steps to ensure safety: “With ships and mobile offshore units becoming increasingly reliant on software-dependent systems, cyber security is an important operational and safety issue for the maritime world,” he said. This had prompted the development of the new DNV GL Recommended Practice (RP) on “Cyber Security Resilience Management”. Developed in cooperation with customers, the RP provides guidance on risk assessment, general improvements to cyber security, and the verification of security improvements and management systems. Caption: At DNV GL’s SMM press conference Knut Ørbeck-Nilssen, CEO of DNV GL – Maritime (left) talked about some of DNV GL’s most exciting recent projects. DNV GL’s Group President & CEO Remi Eriksen (right) also participated in the press conference.
Bureau Veritas in LNG ship-to-ship bunkering
LR launches unique Polar Code offer at SMM
Bureau Veritas is supporting the adoption of clean fuel LNG through the classification of both vessels in the world’s first ship-to-ship LNG bunkering operation between two independent ocean-going vessels. Terntank Rederi’s M/T Ternsund bunkered LNG from Coral Energy, a Dutch small scale LNG vessel owned by Antony Veder and chartered by Skangas. The operation was carried out at the entrance to the port of Gothenburg. The 15,000 dwt Ternsund is the world’s first LNG-fuelled newbuilding oil/chemical tanker. It was built under BV class at Avic Dingheng, China and delivered to Terntank at the end of June 2016. Coral Energy, which has a capacity of 15,600 m3, is also built to BV class and was delivered in 2013. Using liquefied natural gas rather than heavy fuel oil lowers polluting emissions, making it the straightforward route to compliance with stringent low emission areas established in Northern Europe and North America. Ship-to-ship bunkering is considered by the industry as the key to adoption of LNG as a marine fuel. It is the standard bunkering mode adopted by the shipping industry for refueling ships, but last week’s operation is the first time ever that a cryogenic fuel has been shipto-ship bunkered. It opens the way for ship-to-ship bunkering around the world, as unlike a fixed LNG terminal, the bunker vessel is not dependent on location, and can offer LNG as fuel to any receiving vessel.
Speaking at SMM on the technology and regulation challenges for Arctic Shipping, Rob Hindley, LR’s Global Principal Specialist – Arctic Technology, welcomed the new Polar Code as a well-needed baseline of international requirements for shipping in all polar regions if consistently applied. “While summer sea ice extent in the Arctic is decreasing and encouraging more interest in the Arctic there are still technology and regulatory challenges to overcome before the Polar regions are truly opened up for shipping: Destinational shipping, for natural resource development or tourism, still dominates and is summer-season in all but a few cases. Technology still needs to develop to ensure that ships designed for these areas can be economic and competitive with their ‘open water’ counterparts”. “Although the Polar Code brings a well-needed baseline of international requirements for shipping in all polar regions, the new code, being goalbased, brings its own challenges for owners, operators and builders and needs to be applied consistently to give that safe ‘level playing field’ that is demanded by the international maritime community,” said Hindley. The Polar Code is different to most existing regulation because it is, in part, goal-based rather than prescriptive. This means that it will describe an expected result but not how to achieve it. LR has launched a unique offer that will make it easier for clients to navigate their way to compliance.
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nafs March 2014
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NAFS SHIPPING MAGAZINE - CLASS NEWS
ClassNK and the Liberian Registry begin Trials for Electronic Certificates System
ClassNK has begun operational trials for “ClassNK e-Certificate”, the world’s first comprehensive system to provide ships’ class certificates and statutory certificates issued on behalf of flag states in electronic format.
ity of certificates online to ensure data has not been manipulated or falsified. This will mark the first time a classification society has developed a system for the comprehensive provision of electronic class and statutory certificates.
The use of electronic certificates is expected to bring about significant benefits for shipping companies by reducing the administrative burden of sending traditional paper certificates and managing them onboard, in addition to making it easier to retrieve data on the certificates.
Currently ClassNK is testing system functions such as the offshore transmission and receiving of data and website access for the verification of electronic certificates. The trials for the ships in operation are being carried out in cooperation with Japanese shipping companies, under the authorization and in mutual cooperation with the Liberian Flag Administration, the Liberian International Ship & Corporate registry, LLC (LISCR).
As part of its aims to improve the operations of shipping companies, ClassNK developed “ClassNK e-Certificate”, referring to the progress and concept implemented by the Liberian flag who have already been issuing electronic certificates worldwide. “ClassNK e-Certificate” is a system which provides class certificates and various statutory certificates in electronic format developed in line with the updated Guidelines for the Use of Electronic Certificates (FAL.5/Circ.39/Rev.2) which was issued by the IMO in April. As well as enabling the transmission and receiving of electronic data offshore, ClassNK e-Certificate allows users to verify the authentic-
Bringing the use of electronic certificates to the attention of stakeholders such as port authorities, Port State Control and major inspectors should be one of the challenges in order to facilitate its wide-scale adoption. With the support of LISCR and cooperating companies, ClassNK will work towards the development of a highly-secure and trusted system for stakeholders and the wider use and acceptance of electronic certificates to ensure their faster adoption in the industry.
ABS Seminars Advance Cybersecurity Knowledge ABS, a leading provider of classification and technical services to the marine and offshore industries, brought together nearly 100 industry leaders, government officials, technical experts, and academic leaders in Singapore to discuss cyber-related threats and risks in the marine environment and explain the value of the ABS CyberSafety™ program. The seminar is one of many ABS is hosting across Asia, Europe and the Americas currently. “ABS understands the cyber challenges owners and operators face today with increased software integration and greater levels of automation,” says ABS Chief Technology Officer Howard Fireman. “These seminars address the actions needed to go beyond a step-by-step approach and deliver an integrated, holistic view of systems, assets and facilities to provide confidence for owners and operators that a multi-dimensional safety
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component is well-engineered and operated competently.” The ABS CyberSafety program equips ship and asset owners, vendors and managers with the first risk-based management tool for mitigating risks connected to cybersecurity, automated systems safety, data integrity and software verification. With its cybersafety program, ABS has compiled an industry standard with actionable items to improve cyber intelligence and security implementation. This suite of tiered services and optional notations supports a risk-based approach to tackling some of today’s most pressing cyber concerns. “Our unique approach to cybersafety delivers the only actionable guidance directly related to asset and facility security,” Fireman says. “The ABS CyberSafety program addresses both Information Technology and Operational Technology technical and management challenges. It provides a comprehensive assessment of cyber-enabled systems at sea or on shore.” wwwFrom the ABS Guides, optional certification and Classification Notations can be obtained to verify cybersecurity plans and programs for assets and facilities as well as integrated and non-integrated control systems, including factors for software quality management, product design assessment and unit software systems. “Fostering collaboration among industry leaders through these seminars ensures ABS will continue to lead the cyber conversation and evolve the industry’s most practical and actionable guidance into the ABS CyberSafety program,” Fireman says.
NAFS SHIPPING MAGAZINE - SHIPYARDS
Gibdock delivers for Seatruck with Clipper service Gibdock has extended its extensive track record in the passenger and freight ferry market by redelivering the Seatruck Ferries container/ro-ro vessel Clipper Point on-time, after a fast turnaround 11-day renewal project for the Clipper Group-owned operator. The ship has subsequently been introduced to Seatrucks’ Irish Sea operations. Returning Gibdock customer Seatruck scheduled Clipper Point (5,193dwt) to arrive in the yard on September 18th. The 142m length (23m beam) freight ferry left the yard after the job’s completion on September 30. “Location and the quality of work proved pivotal in attracting Seatruck back to the yard, after Clipper Point came off charter in the Mediterranean,” said Richard Beards, Gibdock Managing Director. “We were delighted to be Seatruck’s yard of choice as part of Clipper Point’s redeployment to UK-Ireland services. The project has been a welcome addition to the substantial ferry workload Gibdock carries out every year, in a market that demands flexibility, as well as high quality workmanship and timely redelivery.” The scope of the project included completion of her statutory classification surveys involving inspections of the hull, deck machinery and rudders, steering gear overhauls and hull cleaning plus the application of Hempel antifouling coatings. It also involved the removal, smoothing and polishing of Clipper Point’s twin Wärtsilä 4CF13AH controllable pitch propeller blades in a team effort with Portuguese contractor Repropel Propulsion Services, as well as overhauling the ship’s Wärtsilä CT200 bow thrusters. The Clipper Point repair was also notable for bringing Gibdock Ship Manager Juan Pinero Perez and Seatruck Senior Superintendent Mark Baynham together again - the team that worked successfully on the repair project entrusted to Gibdock by Sea Trucks, Clipper Arrow in 2014.
Rolls-Royce secures mile- Carnival Corporation stone contract with HHI orders two new ships Rolls-Royce has secured a milestone contract with Hyundai Heavy Industries (HHI) to provide a concept design based on the RollsRoyce Environship Leadge Bow. This marks the first reference for the award-winning wave-piercing hull form in the naval sector. Rolls-Royce will also equip this new 23,000t Polar-class logistics support vessel, which will replace the New Zealand Defence Force’s 30-year-old tanker HMNZS Endeavour. The prime contractor HHI will undertake detailed design and build the vessel as part of the NZDF’s Maritime Sustainment Capability (MSC) project, using the Rolls-Royce Environship concept design under licence. Commenting on the contract, Sam Cameron, Rolls-Royce, Senior Vice President Sales and Business Development – Naval, said: “We see significant value in the Environship concept in the naval sector. Winning this milestone contract is of considerable importance to our naval ship design offering, which is new to Rolls-Royce”. Aside from the bespoke Environship concept design, the Rolls-Royce scope of supply is extensive and includes a Combined Diesel Electric and Diesel (CODLAD) propulsion plant based on twin Bergen main engines. These will each drive, via reduction gears, a controllable pitch propeller. Rolls-Royce will also supply the propeller shafts.
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Meyer Turku (Finland) has signed a memorandum of agreement with the world’s largest cruise ship operator Carnival Corporation & plc for two new, 180 000 GT, cruise ships. The Ships will be built for Carnival Cruise Lines with delivery dates expected in 2020 and 2022. With the same agreement, Carnival Corporation & plc also orders one 180 000 GT cruise ship from Meyer Werft (Germany) for P&O Cruises, to be delivered in 2020. All three ships will be Liquefied Natural Gas (LNG) powered and will be based on the next-generation “green cruising” ship design developed with Carnival Corporation. “We are proud to be at the forefront of introducing LNG-powered ships to the cruise industry, working with our partners to achieve shipbuilding breakthroughs like this that will help us produce the most efficient and sustainable ships we have ever built,” said Arnold Donald, CEO of Carnival Corporation & plc. Jan Meyer, CEO of Meyer Turku said: “We are very happy to work again with both Carnival Cruise Lines and P&O Cruises. In Turku we are also very excited as these ships will be the first ones to the get full benefit from our investments in next-generation production facilities and IT-systems. Another important aspect is the long-term horizon for our business.”
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NAFS SHIPPING MAGAZINE - EVENTS
7th Hydra Shipping Conference Greek shipping has the potential, knowledge and experience to adapt to the rapidly developing technology. This was the main conclusion of the 7th Hydra Shipping Conference, entitled: “From the ‘brig’ to the autonomous ship”. The conference, organized by the Fraternity of the Athenian Hydriots, took place on Saturday, September 17th 2016, in the Conference Hall of the Hydra Holy Cathedral, under the auspices of the Greek Ministry of Maritime Affairs and Insular Policy, the Hellenic Chamber of Shipping, and with the support of the Hellenic Institute of Marine Technology (H.I.M.T.), the Association of Banking and Financial Executives of Hellenic Shipping, the International Propeller Club of the United States – International Port of Piraeus and of WISTA Hellas. Greek shipowners, distinguished members of historical Hydriot families, senior business executives working in the shipping industry, representatives from IT companies, consultants and academics, attended the conference. In his welcome speech, the President of the Fraternity of the Athenian Hydriots, John Sahinis, referred to the conference which, due to the uninterrupted substantial support of all those participating in it, has become not only an important annual event, but also a high-level discussion forum for the shipping industry. He also referred to the contribution of the Fraternity. The Fraternity was established in 1890, by the historical Hydriot shipping families that led the sea battle during the 1821 fight against the Turks, offering their 186 ships and all their fortune for that cause. They were aiming at the preservation and promotion of Hydras’ contribution to the liberation from the Turkish occupancy, the development of significant charity activity, and attracting the young people to the maritime professions. The Ship Owner and Member of the Hellenic Parliament Gkikas Koulouras, who was the Fraternity’s President from 1938 to 1954, was the initiator and co-founder of the “Union of Greek Shipowners”, a union which, this year, celebrates 100 years of operation. Mr. Sahinis mentioned that for the first time the Conference had been hosted in the Conference Hall of the Hydra Holy Cathedral, where Hydra’s Ecclesiastical Museum is also hosted. In the courtyard, the participants of the conference could see the busts of eminent Hydriots, such as Lazaros Kountouriotis and Andreas Miaoulis. The Conference Hall had been renovated in 2011 and is audio-visually fully equipped. The President of the Fraternity mentioned that the subject of this year’s Conference was “From the ‘brig’ to the autonomous ship”, with focus on the digital transformation of the shipping industry. He called the distinguished speakers of the conference to develop their views in a productive dialogue and guide the attendants in a tour from the Brig to the autonomous ship. The Mayor of Hydra, Dr. George E. Koukoudakis, welcomed all conference’s distinguished guests to the island of Hydra, an island with significant shipping tradition in which the oldest in the world naval academy was established and is still operating, an island which is the benchmark of the maritime competence of our country. Hydra’s maritime competence was turned into naval power and was the main pillar of our national liberation fleet. The Mayor concluded by thanking the President of the Fraternity of the Athenian Hydriots for the establishment of such a prestigious conference and he also congratulated the organizers for the choice of the subject of the 7th Hydra Shipping Conference, since the technological developments in the shipping industry result to domino effects in other sectors, such
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as geopolitics. “We do respect the ability and capacity of the human being in shipping. We are facing some problems concerning the zero tolerance approach. We need to assist and educate our people, and we have to seek financing. But above all, we are ready to face the challenges of new technology”. George C. Xiradakis, Managing Director, XRTC Business Consultants, President, The International Propeller Club of the United States-International Port of Piraeus.
nafs March 2014
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“The period 2008-2014, before SYRIZA government, the number of professors in Marine Academies decreased by 70%. Education and training is not an issue concerning only the ministry, but also the institutions that have to do with education. Our first priority is public maritime education, and it is not the time to discuss about private sector in maritime education”. Professor Ioannis Theotokas, Secretary General of Maritime Affairs and Insular Policy. “Today’s shipping business has limited technical depth, especially in the ICT area, and its customers have little incentive to pay more than they have, for a better service. Shipowners with slim staffing levels, confronted by shippers who “won’t pay for quality” are trapped. They want instant payback or nothing. But the Fourth Wave business model is not an “off-the-peg” solution. Management and organization take time and resources to develop. Of course companies do not have to do it all at once. Change is not inevitable, but we must remember Aristotle Onassis’s sage words: ”We must learn that the sea never rests. When there’s a real gap and the technology to fill it, someone must step in to do the job”. Dr. Martin Stopford, non executive President, Clarkson Research Services Ltd. “Eighty five percent of the accidents in the sea are caused by human error. In addition, a large number of accidents have been prevailed, because of human intervention. Therefore, investment in new technologies should go hand in hand with investment in education of our people. There is no better investment for the Greek Shipping Community”. George D. Pateras, President of the Hellenic Chamber of Shipping and Managing Director of Aegeus Shipping S.A “On a ship, we make it very well without zero tolerance, because a problem can be fixed while on sea. On the contrary, on airplanes we have zero tolerance, because when something happens, we have nothing less than disaster. If we want to increase our ability to the level of an airplane, this could lead to a very expensive solution”. Dr. John Coustas, President & CEO, Danaos Corp. “I have to quote an American philosopher, Arthur Ward, who said: “A pessimist complains about the wind; an optimist expects the wind to change; a realist adjusts the sails. That is our basic venue now; we have to adjust the sails. It is not only a matter of making money; it is about being creative, about having a sense of accomplishment”. George Tsavliris, Principal, Tsavliris Salvage Group “I have worked for more than 45 years in a shipping company, which had always been in the forefront of technology. I see the positive result of moving forward in the right pace, not too fast, not too slow. We must plan our future, but smart ships and smart ports should not create dumb people. Shipping is a team cooperating in handling the problems of the trade, therefore we have to adapt to the solitude of the lone ship in a rough sea”. Manolis Vordonis, ex. Chairman & Executive Director, Thenamaris “My experience tells me that things have changed in safety side. We have to progress and in that procedure we are more than capable. We do not have to rush. We have to keep patient. Next generation will be in top of the issue”. P.E. (Lou) Kollakis, Chairman, Chartworld Shipping Corporation “It is important to know that, according to IMO data, we have the same
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number of accidents, as 20 years ago. In simple words, this means that human factor is the key factor in this whole process. To integrate this huge information and make it accessible to the shipping industry, we have to follow a more simple way”. Athina Vezyri, Chairwoman, SRH Marine Greece, VP Maritime Sales, Europe and MSS Services, Speedcast, Director, Comité International Radio-Maritime (CIRM) “We cannot overlook a fundamental matter in shipping: The crew should be sufficient both in number and in knowledge, to face contingencies and emergencies on the ship. Technology is important, but the crew should be able to run the ship under all situations”. Nikos Tsavliris, Principal, Tsavliris Salvage Group “According to preliminary research results, financial gains are not that significant while we have a poor understanding of newbuilding, land services, port related costs. Moreover, we do not have a legal framework for legal implications on crewless vessels and we do not know how to train people to run crewless vessels”. Dr. Constantinos Poulis, General Manager, Epsilon Hellas “We are obviously moving in a world where people will have less and less to do, due to new technologies. The only question is when we will reach it. Shipping is one of the last industries to follow what other people are doing. We listen, we follow, but we will be the last business to react”. Aristides J. Pittas, Chairman, Euroseas Ltd.
NAFS SHIPPING MAGAZINE - SHIPPING
Republic of the Marshall Islands Becomes No. 1 Flag for World’s Tanker Fleet The Republic of the Marshall Islands (RMI) Registry hit a significant milestone by attaining the status as the world’s largest tanker fleet. This status was achieved over the summer with additional tonnage joining the RMI Registry from markets in Greece, the United States (US), and Asia. The RMI flagged tanker fleet stands at 44.6 million gross tons (GT). International Registries, Inc. and its affiliates (IRI), which provide administrative and technical support to the RMI Maritime and Corporate Registries, is committed to the continued decentralization of services to better support the Registry’s owners and operators in every aspect of their business. This principle has led the RMI Registry to an average year-on-year growth of 15% since 2001. Overall, the RMI Registry now stands at 137.3 million GT, with an average age of 8.7 years. The 3,937 vessels flying the RMI flag are afforded the excellent safety record of the flag that has been on the US Coast Guard’s Qualship 21 program for 12 consecutive years and continues its status on the White Lists of the Paris and Tokyo Memorandums of Understanding. “Qualship 21 is a particularly difficult standard to meet,” said Bill Gallagher, President, IRI. “As mentioned at the Connecticut Maritime Association’s (CMA’s) Shipping 2016 Conference, 13 of the 26 eligible flag States from 2015 fell off Qualship,” he remarked. “This dramatic development in the spring led directly to the increased tonnage for the Registry in the summer,” continued Mr. Gallagher. “The RMI is the only flag State of the three largest that holds Qualship 21 status; where others have faltered, we have remained steadfast for more than a decade,” said Mr. Gallagher. The RMI Registry’s success is in large part due to IRI’s customer focused approach and excellent quality record. “Tanker tonnage undergoes a strenuous vetting process and choosing a quality flag is one of the most important factors in the process for owners, operators, and charterers,” said Bill Gallagher. “Through our
exceptional operations and customer service to so many of the world’s top shipping companies, the RMI Registry is in the business of running a high-quality and sustainable flag,” he continued. “We pride ourselves on our proactive approach to our shipowning customers, whether this means practical advice on ensuring that a ship meets port State control standards or addressing our owners and operators concerns in the development of international regulation, we provide a high level of support from any of our 27 worldwide offices,” he continued. The RMI continues to be proactive at the International Maritime Organization (IMO) and in September established a dedicated team of experts to guide shipowners through the complications of complying with the recently ratified Ballast Water Management Convention (the “Convention”). The move follows Finland’s ratification of the Convention which means that more stringent ballast water management regulations will enter into force in September 2017. To comply, existing vessels will need to have installed a Convention Type Approved Ballast Water Management System (BWMS) by the first renewal of the vessel’s International Oil Pollution Prevention (IOPP) Certificate. The RMI Registry allows an early renewal of the IOPP Certificate before the entry into force of the Convention, which allows five years from the renewal date for BWMS installation. The RMI will be supporting proposals at the IMO’s Marine Environment Protection Committee (MEPC) October meeting for a delay of BWMS installation on some existing vessels. “We are committed to working with the industry to find practicable solutions to the Convention requirements,” said Bill Gallagher. “After making the difficult decision of choosing a flag, shipowners should enjoy peace of mind knowing that they have the full support of the RMI Registry,” he concluded.
Shipping Industry meets in Tokyo to discuss mutual challenges Some 200 representatives of classification societies, shipbuilders and shipowners came together in Tokyo for their annual ‘Tripartite Meeting’ on issues of common interest. The meeting, hosted by Class NK, the Japanese Shipowners’ Association (JSA) and the Shipbuilders’ Association of Japan (SAJ), was this year organised by the International Chamber of Shipping (ICS) – a task traditionally rotated among the international shipowner associations. The Tripartite Meeting has been held every year since 2002, and after 14 successful years it was decided that it was timely to take stock of the forum’s achievements and to fine tune future aspirations. A working group will be convened to make recommendations for consideration at next year’s meeting. The Tripartite structure has stimulated various streams of work over the years and this year’s meeting reflected on the mutually significant work that has been undertaken recently, while also reviewing current activities. At the meeting one of the milestones of the IMO Goal Based Standards (GBS) for bulk carriers and oil tankers, which entered into force for ships contracted for construction from July 2016 was noted. The Tripartite Meetings have helped, over a 5 year period, to oversee in-
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ter-industry agreement about the handling of the content of a Ship Construction File (SCF), as required by the GBS. The purpose of SCF is to provide information related to the structural design and construction of a ship to those that need it, to help ensure safe operation throughout the vessel’s working life. Among other Tripartite spin off groups, work is continuing on fuel data collection (as will be required by mandatory IMO and EU CO2 data collection systems), under the leadership of the International Association of Classification Societies (IACS). There will also be further work on cyber risks and security, also being led by IACS but assisted by BIMCO which led development of recent inter-industry guidance on the issue. During the meeting, ICS raised the importance of collating knowledge on likely ship efficiency improvements from shipbuilders so that better estimates can be made of CO2 reduction performance, and will lead work on this in the coming year. Following an introduction by INTERTANKO, all parties agreed that better information flow and data-basing was required on incidents related to ship construction and operation.