NAFSONLINE MARCH 2011

Edition

WATER BALLAST TREATMENT SYSTEM

ναυτιλιακό και οικονομικό περιοδικό

ΝΑΥΣ

It is not enough to do your best; you must know what to do, and then do your best.

Quotation of W. Edwards Deming

TED PETROPOULOS

What are the prospects and opportunities for the small owner

A. BELOKAS

Beluga Nomination and the changing Tactics in Somalia Piracy Front

D. VRANOPOULOS

International Shipyards: Shiprepair prospects for 2011

ΚΩΔ. Γ.Γ.2229 ISSN 1107 - 3179

Special

79

ΤΕΥΧΟΣ ΜΑΡΤΙΟΣ 2011

SHIPPING MAGAZINE

PANOS G. MORAITIS Piracy off-somalia: Overview of 2010 and recent developments.

www.nafsgreen.gr - nafsgreen@nafsgreen.gr

Your partner in liquid handling and environmental systems

contents 06. mirror:

Jad Mouawad* DNV and Ballast water maganement

Η Ναυτιλία πληρώνει...οι άλλοι;

42.

14. Financial Focus

Ted Petropoulos:

BALLAST WATER MANAGEMENT:

for the small owner.

Time to Get Ready

44.

17. Market report Maria Bertzeletou:

Apostolos Belokas:

Beluga Nomination and the changing Tactics in Somalia Piracy Front

Shiprepair prospects for 2011

Ballast Water Treatment -An overview

46.

BALLAST Risk Management era : WATER Entering at your own risk Are youPanasia ready to play the game?

GloEn-Patrol™ Apostolos Belokas Ballast Water

18. Safety4sea corner

Principal Consultant & CEO of IBS Marine Consulting Group Management System

48.

BALLAST WATER

It is widely accepted that from July 1st we are entering a new era where each and every one of us has to think in terms of Risk Assessment. Example : You are trying to cross the road on a pedestrian crossing while at the same time there is a red light for all cars. One inexcusable person is violating the red light and is sending you straight o the Lord to negotiate your options between Heaven and hell. However the Lord is asking you : Whose fault is it? Why are you here at the moment? You have to review what happened and provide a reasonable answer. Have you properly assessed the dangers of crossing the road?

Panos G. Moraitis: Overview of 2010 and recent developments.

24. COVER STORY

Your partner in liquid handling and environmental systems

32.

BALLAST WATER

ALFA LAVAL PureBallast - Controlling ballast

AGV

E.E.E

Θεόδωρος Βενιάμης Ορατές ενδείξεις ανάκαμψης της παγκόσμιας ναυτιλίας

68.

Scanjet Scanjet’s solution to Piracy presented in Athens

70.

Class news

RINA

78.

Ακρο θαλάσσια

I have been asking this simple question to conferences and training courses recently and the answer is a simple one. The fault lies with the person who is paying the cost. Who is paying the cost here? YOU. Yes you who is currently negotiating with the Lord.

You do understand the meaning of the story. We all have to be proactive. Something easier said than done.

There are several interesting developments lately with respect to Risk Management, to name but a few:

The impact of ballast water treatment

• Deep Water Horizon / Macondo Oil Spill

• ISO Standard 31000:2009, entitled “Risk Management – Principles and Guidelines on Implementation”.

systems on new and existing ship designs

• OPA 2010 developments, that is U. S. Oil Pollution Act immediate revision due and the end of the liability limits with respect to Oil Pollution which may

52.

BALLAST WATER

OceanGuardTM Ballast Water

Have you accommodated for Contingency Planning? and the ultimate one : Whose fault is it?

include severe consequences (fines, unlimited liability, civil and criminal penalties, and other goodies) for failure to implement a proper safety culture

22. Piracy off-Somalia

O3 BlueBallast system

60.

Charis Anastasakis

vestment of Greek owners in the shipping market and Safety4Sea their strength in the industry?

36 Corner

NK

Management System

BALLAST WATER

Lloyd’s Register

Does Greek Sovereign Risk have influenced the in-

BALLAST WATER

58.

BALLAST WATER

Germanischer LLoyd

What are the prospects and opportunities

Shipyards Dimitris Vranopoulos:

56.

BALLAST WATER

DNV CLASS

10. Ίσαλος γραμμή:

20. International

NAFS magazine, March 2011

40.

Επενδύουμε αδιάκοπα στην ηλεκτρονική επικοινωνία

Issue 79

We have seen many developments so far in the shipping industry. It happened once every 20-30 years, this is the time now. After the Exxon Valdez disaster

BALLAST WATER

and the leguratory wave of the early/mid 90s (SIRE, Vetting, ISM, MARPOL Amendments, SOLAS Amendments, GMDSS, STCW 95 etc) it is happening now.

We have Risk to be implemented attached with STCW 2010 due, MLC and other goodies due for implementation starting from 2012.

It is an era that calls for leadership in the industry. It is a time for the good and evil to fight. We will see who is going to win.

e

usiv

excl

85. Ιστορικά θέματα

Wilhelmsen

Απάντηση κεραυνόςThe Unitor Ballast Water Treatment της ΕΕΕ για το System Υπουργείο Θαλασσίων BALLAST BALLAST Υποθέσεων WATER WATER

οποίο το από οκτώ δεκαετίες δραστηριοποιούμενο Υπουργείο Εμπορικής Ναυτιλίας έχει δήθεν βεβαρημένο και αμαρτωλό παρελθόν. Προφανώς αγνοεί ότι το πρώην Υπουργείο Εμπορικής Ναυτιλίας είναι ίσως ο μοναδικός φορέας της πολύπαθης δημόσιας διοίκησης, ο οποίος δεν ενεπλάκη σε υποθέσεις διαπλεκόμενων συμφερόντων που ήδη ταλαιπωρούν δεινώς την πατρίδα μας.

54.

3) Αντίθετα, το Υπουργείο Εμπορικής Ναυτιλίας συγκροτημένο σε συνεκτικό φορέα διοίκησης και πολιτικής με την επάνδρωση των πολλαπλώς έμπειρων στελεχών του Λιμενικού Σώματος που ανταποκρίνονται στις ειδικές ανάγκες της ναυτιλίας μας στην Ελλάδα και το εξωτερικό, είναι ακριβώς αυτό που στήριξε το θαύμα της μεταπολεμικής ναυτιλιακής ανάπτυξης, από την απόκτηση των πρώτων 100 λίμπερτυ μέχρι τον αξιοθαύμαστο σύγχρονο στόλο των 4.000 πλοίων σήμερα.

ABS

Το Διοικητικό Συμβούλιο της Ένωσης Ελλήνων Εφοπλιστών

Ποιος είναι συνεπώς ο πραγματικός λόγος για την τρίτη μέσα σε 11 μήνες ανατροπή

σε πρόσφατη συνεδρίασή του ασχολήθηκε διεξοδικά με την

του διοικητικού πλαισίου της ναυτιλίας, που και αυτή σχεδιάστηκε και εκτελέστηκε χωρίς

σύσταση του νέου Υπουργείου για την Ναυτιλία (με το όνομα

να ζητηθεί και να αξιοποιηθεί η εμπειρία ενός πολύπλοκου παραγωγικού κλάδου της

IMO Ballast Management 4) Όσον αφοράWater στην αναβάθμιση του νέου Υπουργείου στην ιεραρχία του Υπουργικού

Υπουργείο Θαλασσίων Υποθέσεων, Νήσων και Αλιείας), αντί

εθνικής οικονομίας ;

της αναμενόμενης επανίδρυσης του ιστορικού Υπουργείου Εμπορικής Ναυτιλίας (Υ.Ε.Ν.) και κατέληξε στα ακόλουθα

Συμβουλίου, θα είχε ιδιαίτερη σημασία αν η αναβάθμιση αυτή, ανταποκρινόταν στο

έμπρακτο ενδιαφέρον της Πολιτείας για Technical την ναυτιλία στην εκάστοτε ακολουθούμενη Convention presents 1) Το σύνολο της ναυτιλιακής κοινότητας, δεν κατανοεί την εμμονή κυβερνητική πολιτική. Και δεν πρέπει να ξεχνά κανείς ότι σ’ αυτή την παγκόσμια συμπεράσματα:

Retrofit/Newbuilding βρίσκεται στην παγκόσμια πρωτοπορίαChallenges και να προσφέρει τα μέγιστα στην εθνική

της Πολιτείας να καταργήσει το ιστορικό Υπουργείο Εμπορικής

οικονομική κρίση η οποία πλήττει βαριά τη χώρα μας η ναυτιλία εξακολουθεί να

Ναυτιλίας και να προχωρήσει στη σύσταση ενός νεφελώδους διοικητικού φορέα με άσχετες και αλληλεπικαλυπτόμενες

οικονομία.

αρμοδιότητες. Για μας είναι σαφές ότι πρόκειται για έναν

5) Το μόνο αίτημα στο οποίο θα επιμείνουμε είναι η επανίδρυση του ιστορικού

ακόμη πειραματισμό που δημιουργεί μεγάλη δυσλειτουργία και

Υπουργείου Εμπορικής Ναυτιλίας, προκειμένου να επιτευχθεί περαιτέρω και στον

ανασφάλεια. Και αυτό γιατί δεν παρέχει καμία εγγύηση ότι μπορεί

μεγαλύτερο δυνατό βαθμό, η σύνδεση της ναυτιλίας με την εθνική οικονομία και μάλιστα,

να ανταποκριθεί στις ιδιάζουσες ανάγκες της πρώτης ναυτιλίας

σε περίοδο που καταβάλλεται πράγματι γιγαντιαία και αξιέπαινη προσπάθεια από την

του κόσμου, που ως γνωστόν είναι η ελληνική επί τριάντα

κυβέρνηση για να επιτευχθεί ο εκσυγχρονισμός και η ανάπτυξη της πατρίδας μας.

συναπτά έτη.

6) Η Ένωση Ελλήνων Εφοπλιστών έχει αποκλειστικά μία και μόνη επιδίωξη και θέση:

2) Είναι επίσης ακατανόητοι και άκρως προσβλητικοί για πολλούς

Να παραμείνει η ελληνική εμπορική ναυτιλία η πρώτη και μεγαλύτερη στον κόσμο, όπως

οι υπαινιγμοί του κυβερνητικού εκπροσώπου σύμφωνα με τον

είναι σήμερα, επ’ωφελεία της ναυτικής κοινότητας και όλης της Ελλάδας.

water treatment

36.

BALLAST WATER

ERMA FIRST Ballast water treatment system

38.

BALLAST WATER

RWO Gmbh RWO GmbH – CleanBallast

Περιοδικό ΝΑΥΣ ΔΙΜΗΝΙΑΙΟ ΝΑΥΤΙΛΙΑΚΟ & ΟΙΚΟΝΟΜΙΚΟ ΠΕΡΙΟΔΙΚΟ, Μάρτιος 2011, ΠΕΡΙΟΔΟΣ Β, ΕΤΟΣ 15ο - ΤΕΥΧΟΣ 79 Καράμπαμπα 12, Άγιος Δημήτριος, 17343, τηλ: 2104286606, fax: 2104286610, e-mail: nafsgreen@nafsgreen.gr, WEB: www.nafsgreen.gr Ιδρυτής: ΚΩΣΤΑΣ ΔΟΥΚΑΣ Ιδιοκτήτης - Εκδότης: ΝΙΚΟΣ Κ. ΔΟΥΚΑΣ Διεύθυνση Παραγωγής: Περιοδικό ΝΑΥΣ.

Ετήσια συνδρομή εσωτερικού 50 ευρώ. Ετήσια συνδρομή εξωτερικού USD 70.

NAFS, SSN 1107-3179.

Απαγορεύεται η αναδημοσίευση, η αναπαραγωγή, ολική, μερική ή περιληπτική, ή κατά παράφραση με οποιοδήποτε τρόπο, χωρίς προηγούμενη γραπτή άδεια του εκδότη, εκτός αν αναφέρεται το περιοδικό ΝΑΥΣ ή το www.nafsgreen.gr ως πηγή των πληροφοριών αυτών. Οι απόψεις των συνεργατών και αρθρογράφων της ΝΑΥΣ και του www.nafsgreen.gr δεν απηχούν κατ’ ανάγκη και τις θέσεις του περιοδικού.

mirror γράφει ο Νίκος Κ. Δούκας

Τα πρώτα γενέθλια για το NAFSGREEN ένας χρόνος απρόσκοπτης ενημέρωσης

Η πρώτη ανάρτηση του NAFSGREEN στο διαδίκτυο μετρά ήδη έναν χρόνο. Το ελληνικό ναυτιλιακό portal που ήρθε για να συνδέσει το κενό της έντυπης δίμηνης έκδοσης του περιοδικού ΝΑΥΣ με την αμεσότητα και την διαδραστικότητα της καθημερινής ενημέρωσης για την μεγάλη παγκόσμια ναυτιλία.

mirror

6

Αφουγκραστήκαμε την ανάγκη της αγοράς για καθημερινή ενημέρωση. Εντοπίσαμε το κενό που υπήρχε στην ηλεκτρονική επικοινωνία και δημιουργήσαμε το μέσο που θα έδινε οντότητα στην είδηση και στη διαφήμιση, γιατί το μέλλον της ενημέρωσης περνά πλέον στην ηλεκτρονική εποχή.

Το NAFSGREEN βρίσκεται στο επίκεντρο της ναυτιλιακής ενημέρωσης τις τελευταίες 365 ημέρες και νύχτες της ζωής μας, προσφέροντας ουσιαστική ενημέρωση, προβάλλοντας το έργο της ΝΑΥΤΙΛΙΑΣ, όχι μόνο στην Ελλάδα αλλά και στο εξωτερικό.

Επενδύσαμε και συνεχίζουμε να επενδύουμε στην ηλεκτρονική ενημέρωση γιατί η ανταπόκριση είναι πραγματικά εντυπωσιακή. Μέσα σε έναν χρόνο, το NAFSGREEN κατάφερε να βρίσκεται στην καθημερινή ατζέντα του εφοπλιστή, του ναυτιλιακού παράγοντα, του επιχειρηματία, του τραπεζίτη, του ναυλωτή, του καθηγητή, του ναυπηγού, του πλοιάρχου, του μηχανικού, του νηογνώμονα, του συμβούλου, του manager, αλλά και όλων εκείνων που η ναυτιλία αποτελεί αναπόσπαστο κομμάτι της καθημερινότητάς τους. Το NAFSGREEN είναι το εργαλείο που μας διαφοροποιεί και μας δίνει το ανταγωνιστικό πλεονέκτημα. Είναι ουσιαστικό μέσο προβολής και επικοινωνίας, με αμεσότητα και μεγάλη διείσδυση. Για την ιστορία, τον Μάρτιο του 2010 που ξεκίνησε το NAFSGREEN πάντα σύμφωνα με την GOOGLE ANALYTICS μετρούσαμε 517 μοναδικούς επισκέπτες τον μήνα. Τον Νοέμβριο του 2010, οι μοναδικοί επισκέπτες έφτασαν τους 9.987 και οδηγηθήκαμε από αυτήν την επισκεψιμότητα στην αγορά δικού μας server και στην δημιουργία καινούργιας ιστοσελίδας ακόμα πιο δυναμικής, που λειτούργησε τον Δεκέμβριο του 2010. Τον Φεβρουάριο του 2011 οι μοναδικοί επισκέπτες/μήνα έφτασαν τους 23.482, με 1.859.654 hits.

Επισκέπτες από 73 διαφορετικές χώρες καθημερινά διαβάζουν το NAFSGREEN ή η ίδια η GOOGLE τους οδηγεί στην ιστοσελίδα μας όταν αναζητούν ναυτιλιακά θέματα, καθώς το NAFSGREEN βρίσκεται στις πρώτες θέσεις των αποτελεσμάτων που εμφανίζουν οι μηχανές αναζήτησης και αυτό συμβαίνει διότι τα “clicks” είναι τόσο όσα χρειάζονται για να βρίσκεται το NAFSGREEN στα πρώτα λευκά (όχι πληρωμένα) αποτελέσματα της GOOGLE. Εμείς από την μεριά μας θέλουμε να εκφράσουμε ένα μεγάλο ευχαριστώ σε όλους εσάς κάνατε το NAFSGREEN κομμάτι της καθημερινότητάς σας και το έχετε αναδείξει ως ένα ουσιαστικό μέσο ενημέρωσης.

Συνεχίζουμε δυναμικά να προάγουμε καθημερινά την είδηση σε ουσιαστική προβολή και στοχευμένη επικοινωνία, ειδικά σήμερα που οι εποχές είναι δύσκολες, δίνοντας το επιχείρημα στους επιχειρηματίες και τις εταιρίες ότι θα πρέπει να έχουν έναν ουσιαστικό και καθοριστικό λόγο να επιλέξουν το μέσο προβολής που θα τους δώσει το ανταγωνιστικό πλεονέκτημα τόσο στην είδηση όσο και στην διαφήμιση. Στοχευμένη επικοινωνία –στοχευμένη διαφήμιση σε παγκόσμιο καμβά. Αυτό είναι το NAFSGREEN.

Ballast Water Treatment System

we respect the differences

ERMA FIRST BWTS presents a novel and autonomous system based on a combination of filtering, cyclonic separation and electrolytic disinfection technologies. Its modular design ensures flexible installation at minimum footprint, whilst its automation process results in an unattendant and trouble-free operation.

The system consists of two stages. During the first stage, sediment and coarse materials are removed via 200 microns pre-filters and cyclonic separators. The free of coarse and inorganic material stream then enters into the second disinfection stage. In this stage free active chlorine is produced from the electrolysis of the chlorides of water. These oxidants disinfect living organisms which are present in ballast water. The system is finally by-passed during the de-ballasting procedure.

ERMA FIRST BWTS possesses unique advantages such as: High flexibility in installation Low capital and operational cost Easy and trouble-free operation Uninterrupted ballasting and de-ballasting operations

High biological efficacy High production quality standards

ERMA FIRST BWTS successfully meets the demands of the shipping industry, whilst ensuring a high level of marine environmental protection.

A D V E R T I S I N G

ERMA FIRST ESK ENGINEERING SOLUTIONS S.A. Schisto Industrial Park (VIPAS): Block 13, Keratsiniou - Skaramagas Ave, 18863, Perama - Greece, T: +30 210 4093000, F: +30 210 4617423, www.ermafirst.com, info@ermafirst.com

10

Ίσαλος γραμμή

γράφει ο Κώστας Δούκας

Η Ναυτιλία πληρώνει...Οι άλλοι;

εξέλιξη των οικονομικών μεγεθών του πλανήτη,

Η σοβαρότητα του εφοπλιστικού κλάδου

καθώς αυτοί μετέχουν στα παγκόσμια συστήματα,

και ο σταθερός προσανατολισμός του στην

που διαμορφώνουν τα οικονομικά μεγέθη του

υποβοήθηση της χώρας να εξέλθει από το τραγικό

πλανήτη (τράπεζες, μεταφορές, ναυλώσεις,

αδιέξοδο στο οποίο ταλανίζεται, καταφαίνεται από

ασφάλειες, συγκομιδές, παγκόσμιο εμπόριο κλπ).

την εμπεριστατωμένη ομιλία του κ. Βενιάμη, η

Καθώς μάλιστα παρακολουθούν εκ του

οποία θα έπρεπε, το επαναλαμβάνουμε, να είχε

σύνεγγυς τα ειδικότερα μεγέθη των στόλων,

προσλάβει την μεγαλύτερη δυνατή δημοσιότητα

τις ναυπηγήσεις, τις διαλύσεις, τις πωλήσεις

από τα ΜΜΕ- τουλάχιστον τα εφοπλιστικά – για

μεταχειρισμένων πλοίων, σε συνάρτηση με τους

να γνωρίζει ο ελληνικός λαός, ότι ο ελληνικός

ρυθμούς ανάπτυξης των διαφόρων χωρών, έχουν

εφοπλισμός δεν είναι εκείνος που προβάλλεται

πάντοτε σαφή εικόνα της διαμόρφωσης του νόμου

θετικά ή αρνητικά.

προσφοράς και ζήτησης και είναι σε θέση να

Ο ελληνικός εφοπλισμός δεν είναι μόνο εκείνος

κάνουν αρκετά επιτυχείς προβλέψεις για το μέλλον

που αγοράζει και πωλεί ΠΑΕ και μετοχές ΜΜΕ,

της παγκόσμιας οικονομίας.

με υποκρυπτόμενες πολιτικές φιλοδοξίες και

Σε άλλες σελίδες του τεύχους αυτού και της

διαπλοκές. Ούτε εφοπλισμός είναι εκείνος

ηλεκτρονικής έκδοσης Nafsgreen επί καθημερινής

που αναμειγνύεται σε μιζαδόρικες συναλλαγές

βάσης στο διαδίκτυο, αναφέρονται τα δυναμικά

εξοπλιστικών προγραμμάτων της χώρας μέσω off

μεγέθη της ναυτιλίας, που επηρεάζουν θετικά την

shore εταιριών με δαιδαλώδεις και διαδρομές του

ελληνική οικονομία, σε μία χώρα δυσπραγούσα

μαύρου χρήματος, για να καταλήξει τελικά τούτο

και υπό πτώχευση, στοιχεία τα οποία φαντάζομαι

στις τσέπες κάποιων λαδιάρηδων πολιτικών και

ότι θα οδήγησαν τον πρωθυπουργό κ. Γ. Μέσα στη γενική κατήφεια, κατάθλιψη και φτώχεια

άλλων κομματικών παρατρεχάμενων.

Παπανδρέου, μέχρι τα γραφεία της Ενώσεως

που διακατέχει την Ελληνική κοινωνία των

Εφοπλισμός δεν είναι εκείνοι, που διοργανώνουν

Ελλήνων Εφοπλιστών, όχι τόσο για να ενημερωθεί

αναθεωρημένων μνημονίων και της τρόικα, μια

προσβλητικές δεξιώσεις και φιέστες πάνω στο

επί της δεδομένης, σταθερής και δυναμικής

φωνή αισιοδοξίας ακούστηκε από τον Ναυτιλιακό

ιστορικό θωρηκτό «Αβέρωφ», για να χορεύουν

ανάπτυξης της ναυτιλίας, αλλά για να ζητήσει

Πειραιά. Ατυχώς, η φωνή αυτή κατεπνίγη, μέσα

«μοντέλες» πάνω στο ίδιο αιματωβαμένο

μάλλον από τους εφοπλιστές, να κάνουν άλλη

στον κοινωνικό ορυμαγδό της καταστροφολογίας

κατάστρωμα όπου έπεσαν ήρωες του πολεμικού

μία φορά το καθήκον τους, ενισχύοντας την

και της παραπληροφόρησης, που άρχισε να

ναυτικού.

επενδυτική άπνοια, στην οποία έχει οδηγήσει

προσλαμβάνει πιο οργανωμένο χαρακτήρα με

Εφοπλισμός δεν είναι κάποιοι φοροφυγάδες, που

την χώρα η τοκογλυφία των δανειστών της και

το σλόγκαν του Dario Fo «δεν πληρώνω, δεν

κατακεραυνώνονται από τα ΜΜΕ ότι εισπράττουν

η ανικανότητα των κυβερνήσεών της, αλλά

πληρώνω», με καθυστέρηση 34 ολόκληρων ετών.

ακόμα και επιδόματα απόρων, ούτε κάποιοι που

και ταυτόχρονα να πληροφορηθεί από πρώτο

Η φωνή αισιοδοξίας ακούστηκε από τον

εμφανίζονται στα σκανδαλοθηρικά περιοδικά.

χέρι για τις αρνητικές συνέπειες, που έχει στη

πρόεδρο των Ελλήνων εφοπλιστών κ. Θεόδωρο

Όλοι αυτοί είναι μία ελάχιστη μειοψηφία, που

μεγιστοποίηση της ναυτιλιακής προσφοράς

Βενιάμη, ο οποίος, με λόγο ήρεμο και βρίθοντα

συνέβαλαν ίσως μέσα σε ένα γενικότερα

η κατάργηση του ΥΕΝ και ο ερασιτεχνισμός

επιχειρηματολογίας και στοιχείων, κατέδειξε ότι

διεφθαρμένο και σπάταλο κράτος πελατειακών

κάποιων κυρίων και κάποιων κυριών, οι οποίοι,

η παγκόσμια οικονομική κρίση δείχνει κάποια

σχέσεων στο ξεχαρβάλωμα της κοινωνίας και στην

κατά τον πρόεδρο της Ε.Ε.Ε κ. Θεόδωρο

στοιχεία κάμψης και παρουσιάζει ορατές ενδείξεις

καταστροφή του κοινωνικού ιστού της χώρας,

Βενιάμη, επιδεικνύουν επιστημονική εξειδίκευση,

υποχώρησης.

ώστε σήμερα η Ελλάδα να παρίσταται μάρτυς της

προκειμένου να παίξουν ρόλο σε ένα χώρο

Τέτοια επισήμανση δεν έγινε από κανένα διεθνή

ατιμωρησίας των υπευθύνων και της διασπάθισης

μεγάλης παράδοσης, βαθειάς γνώσης και

οικονομικό μεγιστάνα, από κανένα μεγάλο

του δημοσίου χρήματος με την ίδια ευκολία που

ιδιάζουσας εμπειρίας.

χρηματοπιστωτικό ίδρυμα, από καμία ισχυρή

γινόταν προ ΔΝΤ, Μνημονίου και Τρόικας.

Αυτός ο «θεωρητικός ερασιτεχνισμός» όχι μόνο

οικονομικά κυβέρνηση.

Ο αληθινός ελληνικός εφοπλισμός είναι

έχει υποβαθμίσει τις υπηρεσίες του πάλαι ποτέ

Όμως, οι άνθρωποι της ναυτιλίας, βλέπουν εκεί

οι νοικοκυραίοι σοβαροί θαλασσινοί και

αψόγως λειτουργούντος υπουργείου, σήμερα με

όπου δεν μπορούν να δουν οι άλλοι. Η εμπορική

παραδοσιακοί επιχειρηματίες, ευυπόληπτοι

τον υποδεέστερο και σχοινοτενή τίτλο «Υπουργείο

ναυτιλία, μετέχουσα δυναμικά στην εξέλιξη και

διεθνώς, όπως εκφράζονται μέσω των

Θαλασσίων Υποθέσεων…κλπ), αλλά ενεργεί

ανάπτυξη της παγκόσμιας οικονομίας, αφού το

συνδικαλιστικών τους οργάνων και όπως

ανασχετικά σε κάθε προσπάθεια του εφοπλισμού

90% των παγκοσμίων αγαθών και του παγκοσμίου

παρουσιάζουν το δυναμικό προφίλ των εταιριών

να βοηθήσει θετικά στην οικονομική ανάκαμψη

εμπορίου διακινείται δια θαλάσσης έχει, δια των

τους με αγορές, ναυπηγήσεις και πωλήσεις

της χώρας και της δεινώς χειμαζόμενης οικονομίας

εκπροσώπων της, γενική σφαιρική αντίληψη στην

πλοίων, με κερδοφόρες μεταφορές αγαθών,

της.

με κουμαντάρισμα της ναυτιλιακής αγοράς για

knowledge& innovation επιβίωση στις εποχές των ισχνών αγελάδων και

στα ράφια και στο καλάθι της νοικοκυράς:

για αποκόμιση κερδών στις καλές περιόδους, με the current energy consumption. “Of course, the data σταθερό τον δείκτη απασχόλησης προσωπικού alone doesn’t really tell us anything,” says Höppner. στην θάλασσα και στην ξηρά. Κι αν θέλετε “We need to follow up with a comparison, wherever ακόμη, ο Έλληνας εφοπλιστής είναι εκείνος που possible with one or several sister ships, or at least δημιουργεί όπως νοσοκομεία, with the dataέργα fromευοποίας, a similar ship type.

This quickly

«Έρχεται η αστυνομιά» άρχισε να φωνάζει κάποια give an example,” Höppner explains, “a situation we αλλά ήταν παραμύθι. Τότε όλες μαζί το βάλαμε encounter frequently, the cooling water system often στα πόδια. Άλλη άφηνε κάτω τα ψώνια και άλλες wastes a lot of energy. So we take a close look at ξεσπούσαν σε κλάματα. «Ησυχία, ησυχία» its operation and try to come up with the best way άρχισαν ναefficiency.” φωνάζουνAnother κάτι εργάτες, βρέθηκαν to improve area to που scrutinize is

εκκλησία,forβαφτίζει παιδιά και παντρεύει scenario Höppner has been an analysisζευγάρια, project

Είναι δικαίωμά ναon πληρώσετε μόνο for Höppner.

He σας draws their insight into γι’ theαυτό subtle

involving an entire fleet of ships identical by design τηρεί τις ελληνικές και οικογενειακές παραδόσεις and operating inπαντελώς very similar environments.

Comκαι παραμένει άγνωστος από την

ways the ship’sΤότε systems interact. amazingόλες thing που πρέπει». αρχίσαμε να “The φωνάζουμε is – knowledge how to achieve efficient ship operaμαζί: «Δεν πληρώνουμε, δεν πληρώνουμε».

ιδρύματα πολιτισμού κλπ. Κι statistical ακόμη είναι ο tells us whether there are any outliers with οικογενειάρχης πηγαίνει κάθε Κυριακή στην regard to energyπου consumption.”

The best possible

parison was straight forward – and the outlier was κοινή γνώμη και κάποια εφοπλιστικά κανάλια, quickly identified on the summary diagram: its Enπου με κάποιες άθλιες εκπομπές τους έχουν ergy Efficiency Operational Indicator (EEOI), which ξεχαρβαλώσει τον πατροπαράδοτο ελληνικό ECO-Patterns is based on, was ten per cent lower οικογενειακό βίο και έχουν ωθήσει, μαζί με τις than the average of the other ships. Among the rest ατασθαλίες των τελευταίων κυβερνήσεων, τον of the fleet, the CO2 emissions and, consequently, ελληνικό λαό να εμπνέεται θεατρικό the fuel consumption values από wereτο very similar – the έργο του result Dario for Fo,identical που καυτηρίαζε την ακρίβεια expected ships operating under των σούπερ μάρκετ και την απληστία των nearly identical conditions.

εκεί.on-board «Γιατί ταpower-generating κάνετε επάνω σας, γιατί σαςWorking πιάνει the equipment. τέτοιος together φόβος για την Για is τον Θεό! closely with theαστυνομία; ship’s officers essential

tion board.

But inπου many nobody Και does αυτό exist μετράonγια τα λεφτά μαςcases κλέψατε ever asks.

We try to bring it out into the open.” τόσα χρόνια που ψωνίζαμε εδώ. Και δώστου και

φεύγαν οι γυναίκες φορτωμένες πράγματα. Και Accurate Directions τότε το ξανασκέφτηκα. Έκανα όλα τα ψώνια από FutureShip with its varied portfolio of consultancy την αρχή. «Δεν πληρώνουμε, δεν πληρώνουμε» services can assist in many different ways. The final φώναξα φώναζαν results ofκαι theόλες analysis can beμαζί». applied on several Αυτά αρχίζουν τώρα συμβαίνουν και στην intervention levels: theνα lowest or operational level Ελλάδα, μεthe καθυστέρηση ολόκληρων ετών. addresses way the ship34 is run.

The second level

επιχειρηματιών σε βάρος των καταναλωτών

Όμως η minor ναυτιλία πληρώνει. Το 6% του involves retrofitting measures, and ΑΕΠ. the third

Drawing the Skipper’s Expertise ήδη από on το 1974, όταν εδώ ανθούσε η φαιδρά So what is next the ECO-Patterns πορτοκαλέα τηςafter μεταπολίτευσης και οιanalysis? πολιτικοί

level technical modifications.

The Τους includes χιλιάδεςmajor Έλληνες ναυτικούς στα πλοία. Τις customer decides far heτων wants to go. In the εκατοντάδες ή καιhow χιλιάδες υπαλλήλων στις

“Future-Ship offer a root-cause analysis,” είχαν αρχίσειcan να then χτίζουν τείχη «ανεπαισθήτως» says Höppner. “Our next step is what we call ECOγύρω από τον λαό.

Practices.” This is essentially a Failure Mode and EfΚαι για την ιστορία, παραθέτουμε τον fects Analysis (FMEA) whereby each energy-relevant επίμαχο διάλογο του θεατρικού έργου του system undergoes an error and risk assessment. “To πολυβραβευμένου ακαδημαϊκού συγγραφέα. Η Αντωνία λέει όταν βλέπει την ακρίβεια των ειδών

case the fleet of identical ships described above, 1300of εγκατεστημένες ναυτιλιακές επιχειρήσεις the statistical outlier provided some valuable insights: στον Πειραιά και τα προάστια.

the ECO-Patterns analysis quickly demonstrated Και βέβαια, μαζί με τον λαό που δεν πληρώνει, δεν that it was worth searching for hidden potential for πληρώνουν ούτε οι πολιτικοί. Αυτό πάλι πώς σας optimizing operations. The question what to do in a φαίνεται;

Ίσαλος γραμμή

29 11

given case – whether to give new directions to the skipper and his officers or to invest in some technical modifications, such as a better water pump Η σοβαρότητα του cooling εφοπλιστικού – can be answered by running an ECO-Practices

κλάδου και ο σταθερός

analysis.

του στην Moreπροσανατολισμός information on all above GL Group products can be requested by Mr. της Konstantinos υποβοήθηση χώραςVasileiadis, να εξέλθει Business Development Manager, GL Piraeus.

από το τραγικό αδιέξοδο στο

οποίο ταλανίζεται, καταφαίνεται EEOI από την εμπεριστατωμένη The Energy Efficiency Operational Indiομιλία κ.developed Βενιάμη, η θα cator (EEOI)του was byοποία the IMO

επαναλαμβάνουμε, as aέπρεπε, means toτο measure and optimize να προσλάβει την μεγαλύτερη shipείχε efficiency.

The indicator is comδυνατή από τα puted from aδημοσιότητα CO2 factor specific toΜΜΕthe fuel τουλάχιστον used, the amount of fuel consumed, τα εφοπλιστικά – για the distance travelled and the volume of να γνωρίζει ο ελληνικός λαός, ότι goods transported.

The industry is still ο ελληνικός εφοπλισμός δεν είναι debating whether or not the use θετικά of the ή εκείνος που προβάλλεται EEOI should become a binding requireαρνητικά ment. But it is safe to assume that it will be introduced on a voluntary basis before long.

Κ. ΔΟΥΚΑΣ

www.internaftiki.gr, info@internaftiki.gr, Tel: +302104126997, Fax: +302104127566 6 Alipedou str. GR 18531, Piraeus - Greece

14

financial focus What are the prospects and opportunities for the small owner

Ted Petropoulos Head, Petrofin Research, PSMI

In all industries, the size of the competing firm does matter. Hence, we observe that, over time, the industry becomes concentrated in the hands of a few large firms. The main factors behind this process are invariably two: a) economies of scale and b) barriers to entry for newcomers.

It would be interesting, thus, if we could see whether the above factors also apply to the Greek shipping industry and to what extent. At Petrofin, we have been conducting research into the composition of the Greek shipping industry since 1998, with the results being published annually. The research (Petrofin Research ©) can be viewed in its entirety at our website (www.petrofin.gr).

In order to assess changes in the size of Greek owners over time, we have segmented the market into six categories. Small owners with 1 – 2 vessels and 3 – 4 vessels, medium owners with 5 – 8 and 9 – 15 vessels and large owners with 16 – 24 and

over 25 vessel fleets.

benefits, whereby some market opportunities i.e.

In Table 1, we show the number of owners per fleet

chartering, hedging, contracting, are more readily

size. Kindly observe the increase of the large own-

available to the large owner.

ers (16-24 vessels and 25+ vessels) from 30 (11

As firms become very large, there are, also,

and 19 respectively) in 1998 to 64 in 2010 (33 and

diseconomies of scale that begin to offset the

31 respectively). This supports the economies of

above economies, as very large firms can become

scale hypothesis.

too bureaucratic, have multiple layers of manage-

Over the same period, the small owners (1-2 and 3-

ment, unwieldy, slow to respond to challenges and

4 vessels), tally fell from 679 (483 and 196 respec-

opportunities and be impersonal. Owners running

tively) in 1998 to 511 (340 and 171 respectively) in

very large firms, by necessity, must rely on a large

2010 (Table 2).

number of senior managers, managing depart-

Economies of scale can cover a large number of ad-

ments, the whole process being run, often, by a

vantages, related to size. These can be explained

board of directors that can be a formal arrangement,

by means of a reduction of cost i.e. lower operating

in the case of public companies, or informal, in the

costs, as a result of spreading overheads over a

case of large private companies.

larger fleet, lower purchasing costs, lower insurance

There are no hard and fast results about the cross

costs, large volume discounts etc. There are, also,

over point i.e. at which point the diseconomies

higher efficiency factors, when applying informa-

outweigh the economies. It would appear, however,

tion costs across a larger fleet. There are, also,

that 25-vessel fleets and over require additional lay-

competitive advantage costs, related to the relative

ers of management, which distances owners from

power of a large firm, in relation to its counterparts

day-to-day management tasks. This calls for more

in the market place in the market place.

coordination and cross-departmental informational

Lastly, it can, also, relate to higher opportunity

communications that are sometimes found wanting.

financial focus

15

Large public companies, in particular, can suffer

as a result for capital and liquidity considerations

small owners existing today. So, what is supporting

more than large private companies, as to all the

for western banks has resulted in a shortage of

small owners and allowing them to overcome such

usual diseconomies must be added the increased

loanable funds, for the global ship finance industry

adverse odds?

reporting and regulatory requirements, legal consid-

in general, and the Greek ship finance sector, in

The answer lies in the nature of shipping itself.

erations and often the absence of a single person

particular. This has been exacerbated by the Greek

Shipping operations, often, require instant decisions

being the driving and power source, as ownership is

economic crisis, which has effectively taken out

that small owners can take, not needing to obtain

dissipated and the company’s affairs are being run

25% of the Greek ship finance capacity, represent-

approval from large boards or see how it relates to

by boards and committees.

ed by Greek banks.

public company reporting requirements or strategy.

It is important, however, to stress that despite the

In these days of tight finance, it is very natural for

Small owners are thus by their very nature very

above diseconomies, evident in very large firms, the

banks to concentrate their limited resources into

quick, flexible, imaginative, daring and committed.

economies of scale benefits still represent powerful

their larger, safer and higher quality clients. In this

It is very much a “hands on” approach, where an

locomotives, often outweighing the diseconomies.

context, quality refers, primarily, to the age of the

experienced, capable and astute owner can achieve

One size related advantage I have left for last,

client’s fleet.

a better performance and address risks before they

relates to finance. Large companies have always

Consequently, small owners have found it exceed-

are allowed to develop.

been able to attract the attention of more banks and

ingly difficult to obtain finance. Newcomers have

The close private nature of small firms leaves all

to enjoy the benefits of such competition by means

found it impossible to obtain any finance and this

employees in no doubt about who makes the deci-

of lower margin fees, better terms, easier approvals

has raised the barriers to entry in Greek shipping.

sions and the closeness of the firm can invariably

etc. Moreover, larger firms tend to be more attrac-

I wish to remind readers that everyone of today’s

generate close personal links between owners and

tive to banks, for reasons associated with higher

large Greek Groups begun by buying its first ship(s)

their staff. Whereas, in terms of decision making,

transparency, better financial information systems,

using some form of finance that was more readily

the small firm has some distinct advantages, in

diversification of risk, a more professional approach,

available in the past e.g. Nedship, small Greek

terms of finance there are no compensating factors.

better market presence, greater management depth

banks, niche banks specializing in the smaller own-

As long as, therefore, ship finance conditions shall

and knowhow, better access to information, more

ers’ sector etc.

be tight, the small owners shall find it difficult to at-

developed links with charterers etc. Often, large

Even where finance could be found today, this is

tract finance to increase or upgrade his / her fleet.

firms have a more secure chartering policy and

often linked to very high margins of 4% - 5% over

The success of shipping has, however, generated

higher liquidity, which can provide greater security

LIBOR, or higher, as well as a lower loan to asset

a significant flow of private equity from private indi-

to banks.

percentage and harsh terms. Hence, finance

viduals and this has assisted small owners in cover-

The finance related economies of scale have in the

economies of scale have been increasingly impor-

ing some of their capital requirements. Despite the

past been a very significant factor, favouring large

tant and dominant in Greek shipping.

disadvantages of the small owner, it is interesting

firms. This factor has become even bigger in the

By now, readers would have started to believe that

to see that every year some 20 – 30 new names

last two years, as a result of the banking and eco-

the small owner was doomed to extinction. Far

emerge. How can this be explained?

nomic crises. The restrictions towards new lending,

from it, as is evident in the still very large number of

Often, as firms become larger, there are differ-

16

financial focus

ences in the strategy to be followed by the original

The owners, who own fleets of over 15 years old,

a better future market.

partners or their heirs. Often, the new generation

represent the “trapped” sector today. They are both

In current market conditions, are there any op-

has fresh ideas about the future of the company.

too small and have old vessels and as such, cannot

portunities for small owners? We believe that

Some wish it to expand, via borrowing or by going

grow via bank finance, unless bank finance condi-

there are. Many medium and large owners have

public or by becoming a multi-shareholder corporate

tions shall improve or they have the ability and / or

by now developed their fleets towards younger and

style company, whereas others in the same firm

wish to invest large amounts of their private liquidity

larger vessels. They would view buying old and

wish to stay put awaiting for a better opportunity to

to secure opportunities.

often smaller vessels as a backward step. Sellers

trade vessels for younger ones and in continuing to

The prospects for this large contingent of small

of older tonnage are increasingly finding that the

adopt the traditional style of ownership / operation.

owners are, therefore, bleak. Moreover, to the

levels they attract are closely linked to the scrap

Conflicts can also account for the creation of new

extent that such overage vessels are not preferred

value of the vessels. Here lies an opportunity for a

companies.

by charterers, insurers and banks, they, also, face

small owner paying cash for an old vessel. Should

Lately, large Greek industrialists have decided to

increasingly the attention of Port State Control at

he / she be able to detect an upward change in the

invest into shipping for investment, tax and other

various ports, as well as flag, class and insurer

market or a period charter opportunity for an old

reasons. Hence, every year there are some new

scrutiny.

vessel candidate, they may be able to secure her in-

names that do possess, however, substantial

The present state of the drybulk market that con-

expensively and obtain both profits from operations

financial strength and are thus able to obtain bank

stitutes the majority of such small owners may well

as well as from resale. Buying an old vessel close

support.

lead a number of them to sell or scrap their vessels,

to scrapping levels, represents a relatively low risk

In Table 3, we present over time the age profile of

as the costs of maintaining and operating such

investment to an experienced owner/ manager.

the small (1-2 and 3–4) vessels) owners’ fleets. As

vessels has risen. Many small owners will invari-

To conclude, therefore, small owners do face many

you can observe, the “quality” segment, consisting

ably prefer to hold on and await for better times to

adverse factors that restrict their ability to survive

of fleets with ages of 0 to 9 years old and 10 – 14

dispose of their last remaining vessels. However,

and / or expand. However, Greek small owners do

years old, has risen from 6.3% to almost 18%% in

the attractiveness of scrap prices, at about $500

represent a committed large band of experienced

2010. It can be assumed, therefore, that the 91

per lightweight ton, may tip the balance in favour of

owners / managers, who remain loyal to their small

modern fleet small owners, represent the more dy-

scrapping.

size and in non-reliance in ship finance. Although,

namic part of the small owners’ total. They can be

For many small owners, vessel ownership and

their overall number is expected to continue to

seen as owners who intend to grow larger, invest in

operation represents their way of life. It is what they

decline over time, especially at times of poor

modern assets and attract bank finance. As such,

know and if they should dispose of their vessels, it

market conditions, new entrants and the re-entry of

they may well cross over to the medium owner

would be difficult to return to shipowning. Hence,

previous owners shall continue to keep the sector

categories, later.

they remain obstinate players, putting their faith into

buoyant at times of market prosperity.

Does Greek Sovereign Risk have influenced the investment of Greek owners in the shipping market and their strength in the industry?

by Maria Bertzeletou - Golden Destiny S.A. Research Shipping is a worldwide business and the decisions of Greek owners for investment are influenced by worldwide factors “supply/demand” balance, freight market conditions and asset prices. The Greek Sovereign risk has created a negative sentiment in the industry but is not the force driver behind the investment movements of Greek owners.

Since the onset of the economic crisis at the end of 2008, Greek owners have invested more than $12 bn in the last two years with bulk carriers, tankers and containers being of their high buying interest. In terms of invested capital, their S&P activity has been increased by around 169% since 2009.

During 2009 a slowdown of investments has been recorded by Greek owners in the Secondhand and Newbuilding Market, but not due to Greek Sovereign Debt. Greek owners lost their confidence in the dry bulk shipping, the main strength behind their investments, after the sharp fall of the BDI at the end of 2008.

Investment of Greek Owners in the Secondhand Market – Increase of S&P Activity by around 169% from 2009, in terms of invested capital

market report

17

But is there easy access to finance in Greece that support the investment plans of Greek owners?

According to a poll conducted by XRTC Business Consultants on October 2010 there was a clear difference in the experience of Greek and foreign banks as to how the Greek economic crisis had affected lending to the country’s owners. More than 80% of international banks said that the national crisis had not affected business at all. But all Greek banks said that lending to the industry had been affected by national conditions. Compared with 2008, a minority of banks said their budgets of new loans to shipping had remained steady. Most reported a significant reduction in lending ability with 22% of Greek banks and 45% of foreign banks saying that they had slashed new lending by as much as 50%90% in comparison with 2 years. Thus, the only way that Greek Sovereign Debt has influenced Greek Shipping is in terms of finance, since Greek financial institutions have limited their lending capacity to small – medium sized shipowning shipping unless there is a firm reputation and well-established entity in the industry.

On the other hand, Chinese finance has stepped in to fill the gap created by Western banks since the credit crunch of 2008. More and more international ship buyers are starting to seek finance in China thanks to the Chinese government‘s encouragement to domestic banks to issue new ship loans.

Chinese banks have provided several billion dollars of loans to Western ship buyers since September 2008 and loans for ship financing purposes have increased roughly by 10% over the past few years.

On October 2010, Chinese state run banks agreed to $267.8 million in loans to three Greek shipowning entities, Diana Shipping Inc., Angelicousis Shipping Group and Cardiff Marine Inc., being the first time that such transactions have been exclusively financed by China. It is noteworthy to emphasise that there is a Chinese element behind this financial agreements since vessels are going to be constructed by the Chinese Shipbuilding industry.

Greek owners could have access to finance not

Investment of Greek Owners in the Newbuilding Market – Increase of Ordering Activity by around 90% from 2009, in terms of invested capital.

only in their domicile but to Western Europe Banks and even to China if there is a Chinese element i.e. vessels constructed in China or Chinese charterers.

But, there is no easy access to foreign finance for small-medium sized Greek shipowing entities.

Conclusion: The Greek Sovereign Risk has not influenced the position and the strength of Greek owners in the shipping world, as Greece remains one of the top shipping nations of the world with ongoing investments in the secondhand and newbuilding market. Even the downward trend of the market after the New Year with the BDI continuously falling, closing on Friday at 1,137 points down by 636 points from the end of 2010, Greek have already made their investments and will continue to control the world merchant fleet at the largest percentage among the other top shipping nations of the world.

18 36

safety4sea Safety4Sea corner Corner Risk Management era : Apostolos Belokas Principal Consultant & CEO of IBS Marine Consulting Group & Entering at your own risk editor of the Safety4sea dedicated portal www.safety4sea.com Beluga Nomination changing Are you readyand totheplay theTactics game? in Somalia Piracy Front Apostolos Belokas

Principal Consultant & CEO of IBS Marine Consulting Group Naval forces in the area are afraid of intervening vessel position.

According to German government security experts,

with the mother ships (the York in this case) be-

cause they may be putting the lives of the captive it was apparently the men from the Seychelles It is widely accepted that from July 1st we are entering a new era where each and every one of us hascrews to think in terms of Risk Assessment. Example : You at risk. who eventually opened fire on the ship. They shot are trying to cross the road on a pedestrian crossing while at the same time there is a red light for all cars.

One inexcusable is violating red light It is early to arrive intoperson a conclusion aboutthe the final off the antennas on the bridge and killed one or On Saturday the 22nd of January Somali pirates and is sending you straight o the Lord to negotiate your options between Heaven and hell. However the Lord is asking you : Whose fault is it?

Why are outcome of the hijacking of the vessel. It remains you possibly two of the pirates. have hijacked MV Beluga Nomination ship (flying here at the moment? You have to review what happened and provide a reasonable answer. Have youaproperly thefuture dangers of crossing road? mysteryassessed of what the might be for thethe crew Chaos erupted on deck, one pirate was killed and the flag of Antigua and Barbuda, operator Beluga Have you accommodated for Contingency Planning? and the ultimate one : Whose fault is it? of the vessel or the amount of ransom that will be the others shot dead a crewman in retaliation.

DurFleet Management GmbH based in Germany) in I have been asking this simple question to conferences and training courses recently and the answer is a simple The faultThe liesstory with so thefar person who is required byone. the pirates. however ing the turbulence two of the crew members were the middle of the Indian Ocean, more than 700 paying the cost. Who is paying the cost here? YOU. Yes you who is currently negotiating with the Lord. indicates that a further unfortunate escalation may able to escape into one of the ship's lifeboats, a kilometers (435 miles) north of the Seychelles.

You do understand the meaning of the story. We all have to be proactive. Something easier said than be done. possible. small, completely enclosed craft mounted on the When the UK Maritime Trade Operations (UKThere are several interesting developments lately with respect to Risk Management, to name but a few: stern of the 132-meter ship.

They then activated MTO) Officer received the distress call on the • Deep Water Horizon / Macondo Oil Spill the freefall lifeboat and catapulted it into the sea afternoon of Saturday, Jan. 22, he could hear • ISO Standard 31000:2009, entitled “Risk Management – Principles and Guidelines on Implementation”.

Alarming Trends from the Somalia Front while they were picked up two days later by a immediately that someone was firing live ammuni• OPA 2010 developments, that is U. S. Oil Pollution Act immediate revision due and the end of the liability limits with respect to Oil Pollution which may Danish War hip. Now it appeared that only the tion. include severe consequences (fines, unlimited liability, civil and criminal penalties, and other goodies) The for failure to implement a proper situation is escalating in the safety Indian culture Ocean, surviving pirates, the captain and the remaining The ship's 12-man crew, which included Russians, We have seen many developments so far in the shipping industry. It happened once every 20-30 years, this is the time now.

After the Exxon Valdez where pirates are in control of about 35 ships,disaster crew is still on board.

Ukrainians and Filipinos, had barricaded itself into and the leguratory wave of the early/mid 90s (SIRE, Vetting, ISM, MARPOL Amendments, SOLAS Amendments, GMDSS, STCW 95 etc) it is happening now. more than ever before, with about 800 seamen The ship was now headed for the coast of Somathe safe room below deck, known as “citadel”, a We have Risk to be implemented attached with STCW 2010 due, MLC and other goodies due for implementation starting from 2012. on board.

They have already collected more than lia, but on Thursday the engines were shut down, bullet-proof anti-piracy muster zone which was It is an era that calls for leadership in the industry. It is a time for the good and evil to fight. We will see$100 who million is going(€74 to win. million) in ransom money to date and for hours the ship drifted aimlessly at sea. secured with heavy steel bulkheads and locked

The beluga Nomination Story so far

from the inside. From there, the Polish captain continued to steer the ship as if it were a ghost ship, while the pirates controlled the deck. The hidden crew occasionally stopped the ship, but for the most part it maintained a southerly course

Insiders suspect that the pirates emptied out the

while other sources indicate a figure of more than

day tank from which a ship's large diesel engines

$200 million for the year 2010 alone. More over

normally derive their fuel. It is possible that the

reports in the press estimate the cost of piracy

pirates did not know how to refill the day tank from

globally at $7 billion to 12 billion a year, pointing

out also that frequent hijackings off the Horn of the ship's main tanks. They sent out a call for help. οποίο το από οκτώ δεκαετίες δραστηριοποιούμενο Υπουργείο Africa are driving up shipping Εμπορικής costs in theΝαυτιλίας Indian έχει

Απάντηση κεραυνός της ΕΕΕ για το Υπουργείο Θαλασσίων Υποθέσεων

toward the Seychelles, in the hope that one of the many warships in the region would soon come to its aid.

But no one came, not on the Saturday and not

on the Sunday either. The NATO and EU ships in the area were either busy elsewhere, were in the

process of refuelling or were simply too far away.

Finally, on Monday, Jan. 24, and then again on

the Tuesday, an aircraft began circling over the

δήθεν βεβαρημένο και αμαρτωλό Ocean. παρελθόν. Προφανώς αγνοεί ότι το πρώην Υπουργείο

Ναυτιλίας είναι ίσως οThis μοναδικός δημόσιας What the outcomeΕμπορικής of the incident indicomes φορέας despite της the πολύπαθης fact that frigates or deδιοίκησης, ο οποίος δεν ενεπλάκηstroyers σε υποθέσεις διαπλεκόμενων cates from about 30 countriesσυμφερόντων are patrolling που the ήδη ταλαιπωρούν δεινώς την πατρίδαwaters μας. off Somalia, as part of NATO's "Operation

3) Αντίθετα, το Υπουργείο Εμπορικής Ναυτιλίας σε συνεκτικό φορέα Niels Stolberg, the head of the Ship Management Ocean Shield" συγκροτημένο and the European Union's "Operaδιοίκησης πολιτικήςhad με the την επάνδρωση των πολλαπλώς έμπειρων company operating the Beluga και Nomination tion Atalanta."

But the Indian Ocean isστελεχών too large του to

Λιμενικού Σώματος που ανταποκρίνονται στις ειδικές ανάγκες τηςand ναυτιλίας μας στην courage to address the media on the incident with control, even for major powers, the missions Ελλάδα το εξωτερικό, είναι ακριβώς αυτόrelatively που στήριξε το θαύμα της μεταπολεμικής several issues pointed out. Heκαι initially described have been ineffective.

ναυτιλιακής από την απόκτηση των 100 λίμπερτυ μέχρι τον the response to the hijacking as aανάπτυξης, "disaster". He An analysis by πρώτων the UN Security Council concluded αξιοθαύμαστο σύγχρονο στόλο των 4.000 πλοίων σήμερα. also pointed out that the outcome of the unsucthat the main effect of the international efforts An armed patrol boat with the Seychelles coast Το Διοικητικό Συμβούλιο της Ένωσης Ελλήνων Εφοπλιστών είναι συνεπώς πραγματικός λόγος γιαpirates την τρίτη μέσα σεhave 11 μήνες ανατροπή cessful operation wasΠοιος that the pirates shot οdead against the is that they shifted their guard had also set its course for the hijacked ship. σε πρόσφατη συνεδρίασή του ασχολήθηκε διεξοδικά την crew, probably του διοικητικού που και αυτή σχεδιάστηκε εκτελέστηκε one με of ship’s in a fit ofπλαισίου anger. της ναυτιλίας, operations away from the Gulf of και Aden and into χωρίς When the crew of a reconnaissance airplane from σύσταση του νέου Υπουργείου για την Ναυτιλία (με το όνομα να ζητηθεί και ναfollowed αξιοποιηθεί ενός πολύπλοκου παραγωγικού κλάδου There are several items to be further up η εμπειρία the Indian Ocean, to hunting grounds farther andτης the Seychelles that was observing the ship conΥπουργείο Θαλασσίων Υποθέσεων, Νήσων και Αλιείας), αντί εθνικής οικονομίας ; with the incident it shelf: farther away from the Somali coast. tacted the captain in his safe room via shortwave της αναμενόμενης επανίδρυσης του ιστορικού Υπουργείου 4) Όσον αναβάθμισηThe του pirates νέου Υπουργείου στηνlarge, ιεραρχία του Υπουργικού The crew spent two and a halfαφορά days inστην a reinforced are now using hijacked freightradio, he said that his crew was safe but that four Εμπορικής Ναυτιλίας (Υ.Ε.Ν.) και κατέληξε στα ακόλουθα Συμβουλίου, θα είχε η αναβάθμιση ανταποκρινόταν room but nobody came to help them.

The ιδιαίτερη two and σημασία ers asαν mother ships, likeαυτή, the 90-meter natural στο pirates had been spotted on board. A short time συμπεράσματα: έμπρακτο ενδιαφέρον της την ναυτιλία στηνisεκάστοτε a half days is considered an adequate period forΠολιτείας gasγια tanker York, which under theακολουθούμενη command of later, however, the pirates managed to cut open 1) Το σύνολο της ναυτιλιακής κοινότητας, δεν κατανοεί την εμμονή κυβερνητική πολιτική. Και δεν πρέπει να ξεχνά κανείςThe ότι military σ’ αυτή forces την παγκόσμια the naval forces to attend the incident, especially a German captain. deployed the deck of the freighter with a blowtorch. They της Πολιτείας να καταργήσει το ιστορικό Υπουργείο Εμπορικής οικονομική κρίση ηwider οποία πλήττει in βαριά τη χώρα μας ηlittle ναυτιλία εξακολουθεί να with the majority of the warships in the area. the region can do about the mother ships, penetrated into the safe room, known as the citaΝαυτιλίας και να προχωρήσει στη σύσταση ενός νεφελώδους βρίσκεται στην παγκόσμια πρωτοπορία καιthere να προσφέρει τα μέγιστα στην εθνική The international co-ordination has failed.

It because is always the possibility that their del, from above. The crew was defenceless, and διοικητικού φορέα με άσχετες και αλληλεπικαλυπτόμενες οικονομία. may be the bad co-ordination between local and crews are being kept on board as hostages. soon the pirates were in control of the ship. αρμοδιότητες. Για μας είναι σαφές ότι πρόκειται για έναν 5) Τοwith μόνοallαίτημα στο οποίο θα επιμείνουμε είναιSomalis η επανίδρυση του ιστορικού international forces along the stakeholders More and more are joining the pirates a An armed patrol ship from the Seychelles coast ακόμη πειραματισμό που δημιουργεί μεγάλη δυσλειτουργία και operator), Υπουργείου Εμπορικής Ναυτιλίας, προκειμένου ναwarned επιτευχθεί περαιτέρω καιThe στον (including the however the outcome of NATO document a few weeks ago. guard reached the ship on Wednesday, and a ανασφάλεια. Και αυτό γιατί δεν παρέχει καμία εγγύηση ότιevent μπορεί μεγαλύτερο δυνατό βαθμό, η σύνδεση ναυτιλίας με τηνkeep εθνική οικονομία και μάλιστα, such an is totally unacceptable. sameτης document "Pirates ships in captivity Danish frigate was also in the area heading to the να ανταποκριθεί στις ιδιάζουσες ανάγκες της πρώτης ναυτιλίας σε περίοδο που καταβάλλεται πράγματι γιγαντιαία και αξιέπαινη προσπάθεια από την του κόσμου, που ως γνωστόν είναι η ελληνική επί τριάντα κυβέρνηση για να επιτευχθεί ο εκσυγχρονισμός και η ανάπτυξη της πατρίδας μας. freighter.

συναπτά έτη.

6) Η Ένωση Ελλήνων Εφοπλιστών έχει αποκλειστικά μία και μόνη επιδίωξη και θέση:

2) Είναι επίσης ακατανόητοι και άκρως προσβλητικοί για πολλούς

Να παραμείνει η ελληνική εμπορική ναυτιλία η πρώτη και μεγαλύτερη στον κόσμο, όπως

safety4sea corner

19

for longer periods, forcing owners to pay higher

citadel. It is also alarming that they

Somali pirates typically do not harm their captives

ransoms, ultimately attracting more young Somalis

The recent incident of the Samho Jewelry seems

because they expect to negotiate a lucrative ran-

to become pirates."

to have a positive impact to navies in the area. The

som for the release of a vessel. But now they say

The two sides are also resorting to more brutal

ship was hijacked on January the 24th on about

they want to avenge the deaths of their comrades.

methods. In most cases, the pirates have done

1,300km (800 miles) off the coast of Somalia. Ko-

Some other pirate from the pirate haven of Garad

no harm to their prisoners, but it now appears that

rean naval forces operated in the area, same day,

said "We shall never take a ransom from Korean

the crew of the German ship Marida Marguerite

and as a result all 21 crew members of the South

ships, we shall burn them and kill their crew. We

were severely tortured for almost eight months off

Korean-owned Samho Jewelry were rescued,

shall redouble our efforts. Korea has put itself in

the coast of Somalia. The naval commandants of

while eight pirates had been killed and five cap-

trouble by killing my colleagues�. Intelligent sourc-

some nations are taking an even tougher stance.

tured. The incident has also resulted in the captain

es were not in a position to verify the movement of

About a ten days ago, South Korean special-

of the ship suffering a gunshot wound to the stom-

hostages, while insiders believe that pirates often

forces units shot their way onto the bridge of a

ach but his condition was not life-threatening.

transferred crews when panicked but expressed

hijacked ship, killing eight pirates and capturing

As a result Somali Pirates have threatened on

doubts over the threat to kill as their main objective

five others.

Sunday January the 29th to kill any South Korean

is to collect ransoms.

It is unusual for pirates to shoot a captive and

seamen they take hostage in future in revenge for

The overall escalation of violence is alarming;

navies patrolling the region to protect shipping

the killing of eight pirates by South Korean troops

however we have to remain calm. Some things

are reluctant to use force because of the risk to

who stormed a hijacked vessel. Pirates from two

certainly are easier said than done, in this case

captured crews.

bases on the Somali coast said they were taking

however we have to wait and see how recent

Pirates are adjusting their tactics in line with the

some crews held as hostages off their vessels

incidents will evolve into the operating practices of

level of the resistance they face. It is interesting,

and moving them inland in case of more rescue

operators, navies and pirates. At all times however

especially in the Beluga Nomination case that

attempts by the fleet of foreign warships patrolling

someone has to bear in mind that the key priority

they stayed onboard and finally invaded the crew

off the lawless country's shores.

is the safety of the crew above all other objectives.

20

international shipyards

DEMAND FACTORS a. The world fleet today - some recent figures for the main market segments:

MD, Marine Plus S.A

Vessels comprising the world fleet need to be drydocked at yards around the globe twice in every 5 year cycle (young vessels can opt for only one drydock every 5 years). Apart

2008

2009

2010

404

433

453

Bulker fleet (over 10,000 DWT in mio DWT) 392

418

459

536

Container fleet (in ‘000 TEU)

Shiprepair prospects for 2011 Dimitris Vranopoulos

Year-end: 2007 Tanker fleet (over 10,000 DWT in mio DWT) 383

10,782 12,154 12,885 14,121 Currently the world fleet stands at: 3,234 tankers 8,233 bulkers 4,982 containers

b. The world fleet future trend - orderbook + delivery schedule ORDERBOOK Tankers:

120 mio DWT

%FLEET

26.30%

2011

2012

2013+

57,80 mio 40.20 mio 22.20 mio 1,092 vsls

Bulkers:

273 mio DWT

50.40%

129.80 mio 101.50 mio 41.70 mio 3,218 vsls

Containers: ‘000 TEU

3,867

27.20%

1,510

1,411

946

614 vsls

from drydocking, vessels require shiprepair yards for putting right collision damages, bottom damages, severe weather damages as well as faulty newbuilds. China has emerged as the largest shiprepair center world-wide, concentrating more on dry bulk vessels and containers. The Arabian gulf is still dominant for larger tanker repairs, with the Med and Black Sea yards picking up most of the vessels trading in their region. Europe also has some market share, dealing mainly with younger tonnage and vessels trading either cross-Atlantic or within the EU. The shiprepair market, as most markets, depends on demand and supply factors. As long as yard capacity does not exceed demand, most efficient yards will be busy and (with a bit of luck!!) profitable. It is obvious that the world fleet has been increasing, and will continue to increase well into 2012-2013.

Demolition:

Despite current depressed freight rates in the 3 main segments mentioned above, as well as high scrap values, owners still seem reluctant to scrap older vessels. This is further reinforced by the strong apetite of Chinese, Indian and Middle East buyers for older tonnage. For the period 2008-10, tanker demolition has been on the increase, due mainly to trade and statutory restrictions on older, single hull tonnage (4.30 mio DWT/2008 - 8.60 mio DWT/2009 - 13.0 mio DWT/2010). Bulker demolition, on the other hand, increased from 5.50 mio DWT in 2008 to 10.40 mio DWT in 2009, only to fall to 5.70 mio DWT in 2010.

Lay-ups / storage vessels:

For the period 2008-2010 lay-ups for the 3 main vessel segments have had minimal impact on total fleet actively trading, with the exception of containers particularly for the period 2009 - late 2010. Lay-up levels depend directly on freight rates, and come into play once rates can no longer cover the operating cost of vessels for an extended period of time.

SUPPLY FACTORS In the boom years, many new shiprepair yards appeared in China and SE Asia. Turkey also saw many new shipbuilding yards concentrating on chemical tankers, which are now idle and have shifted to repair activity. China yards have also increased their existing capacity by building new drydocks, extending their berths and increasing their cranage/workshops. EU yards have reduced capacity, due mainly to stoppage of government subsidies to such yards. In the Gulf, apart from the 2 large repair facilities in Dubai and Bahrain, a further 2 large repair yards with similar capacity are under construction in Oman and Qatar.

CHINA REPAIRYARDS - RECENT TRENDS For the period 2008-2010, the main Chinese repair yards have increased activity in terms of ves-

Port congestion:

sels repaired, but with lower turnover volumes (see Table attached)

For certain dry segments in specific ports, congestion and delay in loading/discharging

For 2010, the main Chinese yards repaired over 3,000 vessels with an estimated value of 2.25 bil-

has been acute causing short-term fall in overall repair demand. These vessels will,

lion dollars!!! Compared to 2008, vessels repaired have increased by over 50%, whereas turnover

however, eventually be repaired, and most probably will require a longer stay in drydock

has fallen just over 40%. The fall in turnover reflects a dramatic drop in high-value conversions

due to higher fouling levels.

(single-double hull, tanker to bulker etc) as well as a large fall in Chinese yard price levels (eg

Collisions - groundings/bottom damage:

With more traffic on sea routes, combined with an overall fall in the quality and competence of seafarers, such occurences are on the rise and require docking or berth facilities in yards.

Faulty Newbuilds:

steel renewal up to late 2008 was aro $2.60/kg, whereas current negotiated levels stand at $0.80$0.90/kg) CONCLUSION The prospects for shiprepair yards, especially for China, seems promising for 2011. As the world fleet expands and the average age of the fleet reduces, more vessels with lower work scope will need to be drydocked. We may even see a short-fall in repair capacity going forward for very

large vessels - VLCC, VLOC, 8,000+ TEU’S - as newbuilds on order for this type of tonnage will In the boom years of 2005-2008, owners scrambled to secure delivery slots from inferior- soon require VLCC graving docks. If the dry and wet markets stay at low freight levels, owners greenfield yards mainly in the F East (China-Korea). As a result there are an increasing will opt to do the minimum required to pass their surveys, but yards can still stay profitable by high number of vessels built in recent years that suffer structural deficiencies such as failure

utilization of their docks and efficient use of their manpower/workshops. Some regions will suffer of weld seams, cracks in rudder casing etc. These cases require shipyards - usually with from over-capacity such as Turkey, but even European yards - those remaining!! - should enjoy a a good technical standard - to deal with these defects. good year!!

22

piracy report

Piracy off-somalia.

Overview of 2010 and recent developments.

Panos G. Moraitis Managing Director, Aspida Maritime Security

report to authorities in the area.

Not all attacks are launched by motherships though,

T

room) as part of their layered defensive measures.

as there are still many Pirate Action Groups (PAGs)

Along with the 49 vessels, 1016 crew members

operating with skiffs. This is also the case with a

have been taken hostage. Even worse 13 have

PAG operating off-Djibouti. It has been reported that

been injured and eight killed.

skiffs are drifting in the area waiting for easy targets.

Two attacks have been reported recently in the area

he initial intent for this article is to provide

The most troubling fact during this last quarter is

while a bulker underway has been fired upon off

an overview and analysis of maritime

the Pirates’ use of hijacked merchant vessels as

Hodeidah-Yemen in January.

piracy in 2010 and the beginning of 2011.

motherships in order to increase their range of op-

However recent events dictate that we

erations into the Indian Ocean and as South as into

In addition PAGs eyeing even more higher ransom,

the Mozambique Channel to 22º South.

seem to abandon opportunistic attacks to random

should focus in much more serious and disturbing developments regarding pirate activity.

targets and focus on laden tankers exiting the Use of Motherships became more widespread in

Straits of Hormuz as it is obvious from the 8 attacks

According to data published by the International

2011. Recently we have seen as many as 20 moth-

on tankers and the successful hijackings of a Greek

Maritime Bureau, at the end of the 3rd quarter of

erships being employed to launch attacks in areas

VLCC and an Italian Aframax over the past weeks.

2010 piracy globally has been at a slight decline

far beyond Somali waters. And nowadays it’s not

A cargo worth US$200 million, a vessel with a value

with 289 attacks to vessels worldwide and 126 at-

only dhows that are used by Pirates. Other hijacked

north of US$100 million and the lives of crews form

tributed to Somali pirates for the period January to

ships navigated by their own crews are used and

a strong negotiating asset at the hands of Somalis

September 2010, compared to 306 and 169 attacks

give pirates an extended operational area. These

and we expect this recent “trend” to continue.

respectively, in the same period of 2009.

captive vessels will also allow pirates to operate

At that time many parties rightfully attributed the

even during the monsoon period.

The most troubling recent change however has to

decline to the successful presence of naval forces

And since the hostages are kept onboard to

do with the aggressiveness of Pirates against their

patrolling the Gulf of Aden especially if one consid-

navigate the vessel, there is not much to be done

hostages. Piracy is becoming more violent. It was

ers the significant decline of attacks in this area

by naval forces in the area without jeopardizing the

believed that when held hostage, a crew member

from 100 during January-September 2009 to 44

lives of those hostages.

could be treated in most cases “humanly” as he

during the same period in 2010.

These tactics give pirates an advantage that can’t

would be an asset to his captors. Thus there has

be easily thwarted. Thus in 2011 we have seen

-rightfully been a suggestion that when crews are

Contrary to expectations though, during the last

attacks in places that one could not even imagine

taken hostage to comply with the pirates’ demands

quarter of 2010, things changed. In 3 months alone

before, as the attack by two skiffs to a Merchant

and this has worked well as a tactic so far..

Somalis have extended their theatre of operations

vessel near the coast of Iran(!) on January 30th, or

to the South eyeing vessels calling Mombasa and

the attack to a Containership north of Minicoy Island

Following the events of Samho Jewelry, where

Dar Es Salaam. Overall, Somali pirates launched

in India (past 73ºE!) also at the end of January.

a successful rescue operation by South Korean

93 reported attacks to vessels, a significant portion

Motherships not only give pirates an extended

Special Forces resulted in freeing all 21 hostages,

of which were towards Kenya and Tanzania.

range regardless of weather but also facilitate the

killing 8 pirates and capturing the remaining 5 in the

These attacks during the last 3 months of 2010

launch of multiple attacks in an area. Furthermore

process, all stakeholders were afraid of retaliation.

shifted the statistics against 2009, and the year

there have been reports that pirated merchant

closed with an increase in attacks to ships world-

vessels have been used to intercept other vessels

Days later, on 22nd January pirates managed

wide (445 against 410) and a slightly higher figure

by colliding with them. Thankfully merchant vessels

to board MV Beluga Nomination off Seychelles.

for the reported attacks attributed to Somali pirates

used as motherships can be tracked and conse-

While the crew mustered in the citadel and steered

with 219 against 218 in 2009(Table 1 & Chart 1).

quently avoided. Vessels transiting high risk areas

the vessel towards the Seychelles, the hijackers

should always register with MSC(HOA) and UKMTO

managed to breach the safety room after 72 hours.

Out of those 219 attempted attacks pirates man-

even when they have onboard security teams.

Naval forces attempt to rescue the crew failed and

aged to board 65 vessels hijacking 49 of those

Exchange of intelligence between ships and authori-

resulted in two crew member being shot in cold

while the other 16 have managed to avoid the

ties is crucial to help deter piracy. Thus any vessel

blood and one drowning after jumping in the water

hijacking by successfully employing a citadel (safety

witnessing a suspicious approach should always

in an effort to escape.

piracy report

At the time of this writing this trend of violence has escalated and there have been some even more disturbing news.

On 22 February 2011 four Americans held hostage onboard the 58 foot SY Quest have been shot in cold blood while negotiations for their release have been taking place onboard a US Navy vessel closely monitoring the situation.

Another piece of information that -we believe sill result to escalation in the number and nature of attacks has been reported by Reuters yesterday. Pirates have reached an agreement with the terrorist group Al Shabaab who had control over strategic somali ports in the south of Somalia. The agreement sees Al Shabaab get a 20% cut on all future ransom “earned� from the hijacking of vessels. In exchange for this Al Shabaab will release pirate leaders detained last week. All hijacked vessels from now on will be directed to the port of Haradhere the control of which is under Al Shabaab since last week.

The multi-million dollar deal will also see Al Shabaab rebels who confess loyalty to Al Qaeda opening a marine office to provide security and coordination between pirates.

We expect that coordination will Al Shabaab will not only increase the number of attacks but also the violence against crews of hijacked vessels. Such an agreement also makes clear that pirate activity will be directly funding terrorists in the area, something that was hinted at before but without concrete evidence until now.

All these developments make the need for proper preparation prior to a transit crucial.

Each operator needs to assess the risk of each transit and how to mitigate that risk.

What measures should be taken? Is your vessel suitably hardened and your crew properly trained to withstand a possible attack during the transit? Should you embark a security team? Should the security guards be armed or unarmed? How will the overall instability in countries like Egypt and Yemen affect your planning to embark security teams on your vessels especially if you consider armed transits?

What additional support should you seek in order to ensure a safe passage to your vessel? How do you chose the right partner to help you answer those questions reliably.

At Aspida we are at the position to assist you with all those questions and provide a custom designed solution for your company needs. From a single unarmed transit to multi-vessel long term contracts for armed security and from a security assessment to operational and decision support intelligence, we have a suitable proposal for you. At Aspida you will find straightforward, flexible, high quality, cost-efficient security services for your vessels transiting high risk areas globally, ensuring that your crews, vessels and cargo reach their destination safely.

If you would like to receive additional information about our solutions, contact T: +302107279255 E: welcome@aspida.org

23

24

BALLAST WATER cover story company profile

DESMI was founded in 1834 by Henning Smith and is one of Denmark’s oldest companies.

However, despite its age, DESMI is known to be a modern and dynamic organisation which has constantly evolved to meet the needs of its customers and the changing business environment.

Over the years various industrial products have been manufactured, but since mid 18th century, when the first types were introduced, pumps have been a permanent part of DESMI’s range of products. Today DESMI develops and manufactures pump solutions for marine, industry and oil spill combating both locally and globally. The customer is one of its most important assets and stakeholders in the business no matter where in the world DESMI operates. The many years

Your partner in liquid handling and environmental systems

of experience within the iron and industrial area has placed DESMI in a strong position on the global market where its pumps and systems are sold to more than 100 countries annually via a well developed network of subsidiaries and distributors on six continents. DESMI’s vision is to be leader within the areas where it operates and to continuously develop itself as a supplier of pump solutions locally as well as globally. Its subsidiaries throughout the world in conjunction with its factories in both Denmark and China bring DESMI closer to its customers, which characterises DESMI as a strong, global company. In order to meet future customer demands for more complete systems, including pumps, DESMI provides solutions and systems as well as single standard pumps or components. With focus on the individual needs from its customers DESMI provides solutions based on proven technology.

Pumps on the seven seas The shipping industry ties continents and people together. More than 100,000 merchant ships, many of which with DESMI pumps on board, daily transport huge amounts of commodities all over the world. DESMI’s range of pumps is fundamental to applications that are essential for a ship’s operation: • Centrifugal pumps for cooling, ballast, fire and bilge applications for both fresh and seawater pumping.

• Cargo pumps for loading and unloading liquid cargo/gasses.

• The internal gear pumps ROTAN® which are used for pumping high-viscous liquids as e.g. lubrication and fuel oil.

DESMI’s product range is based on the modular principle. This ensures a reliable and quick spare parts supply at competitive prices. The DESMI marine pump range is applicable to most types of vessels and is highly adaptable as regards design and material combinations. DESMI’s reference list comprises leading shipyards and owners. It also covers a wide selection of the merchant and naval fleets from small vessels like trawlers, support vessels such as AHTS (anchor handling tug supply) to the biggest vessels in the world like container ships, cruise liners, frigates and air craft carriers. Whether it is for single pumps or complete pump packages – DESMI’s staff will always endeavour to find the correct solution. Its world-wide network of distributors ensures prompt service whether it concerns new installations or retrofit. The DESMI 48 is an example of a concept specifically directed to the retrofit market. It offers to supply specific pump series for retrofit tasks within existing pump installations, direct from stock from its distribution centres in Europe and Asia. The concept also includes the replacement of pumps of alternative manufacture. EnergyCheck is an example of a concept focusing on saving energy in engine rooms. By using the right pumps and control in the system, one will be able to save energy - up to 1% of the ship’s total fuel consumption - and money.

Good quality is ensured by DESMI’s staff DESMI’s largest asset is its dedicated staff. Their key skills and combined competences ensure that the ‘DESMI’ of the future will continue to be based on good ethics and healthy values. Customer oriented behavior, humor and readiness to change are some of DESMI’s key values.

BALLAST WATER

DESMI ensures a good distribution network Water is a condition of life, just as reliable supply and hygiene are important factors in modern industrial society. DESMI’s staff designs, project manages and installs plants that ensure environmentally correct and safe transport of waste water and maintain a good environment when waste

Extract of a memorable history:

water is transported to central facilities. Sufficient and continuous supply of pure water is taken for granted in today’s society. You seldom reflect on the question where the water comes from.

DESMI pumps ensure a reliable supply and the correct pressure in water supply systems. Its engineers find the best solution for all pump jobs in connection with water supply. The cold winters in Denmark have always placed big demands on a reliable and dependable heat supply. The many years of experience within district heating are the solid base on which all tasks are solved – big as well as small. DESMI supplies process pumps and see to it that the heat is transported to the consumer with minimum energy consumption thus providing the customers with a cost effective operational solution as well as benefits to the environment. Sprinkler and fire pump systems

1834: DESMI is founded by Goldsmith Henning Smith.

1844 – 1900: The first pumps are manufactured. DESMI has own foundry and makes steel constructions and steam engines.

protect property and save human lives. In Denmark DESMI is the leading supplier of complete

1900 – 1935: DESMI manufactures church

systems as regards sizing, definition of system type and current product adaptation to national

bells – still in use in many corners of the world.

and international fire protection rules. Its many years of experience make DESMI the right partner whether it concerns new installations of complete pump solutions or renovation of pump supply systems.

1935 – 1970: DESMI manufactures among others cast products, kettles and boilers, machines and pumps.

Corporate social responsibility

1970: DESMI starts developing and selling oil

Image, ethics and conduct, corporate social responsibility, environmental impact and UN

spill combating equipment.

Global Compact are all integrated in the overall DESMI group strategy as it is its conviction that respect for the individual and sustainable products and production must be the basis of continued growth of the group. In this respect DESMI has so far primarily focused on its own activities - but it is also convinced that its best opportunity to improve its impact on the external environment is by developing products and concepts that support a reduction in energy consumption and thus reducing their environmental impact. Consequently DESMI attach great importance to ensuring that ITS products are designed, manufactured, used and disposed of in an environmentally sound way. DESMI will seek to base its work on a corporate social responsibility within all group companies through the boards of these companies, working on ensuring that at any time all companies in the group can implement an environmental certification in accordance with the ISO 14001 standard.

1978: The subsidiary DESMI Ltd. is established.

1993: DESMI takes over Danish Thrige Pumper and their German subsidiary, now DESMI GmbH Rotan Pumpengesellschaft.

1994: The subsidiary DESMI Inc. is established.

2002: DESMI Norge AS is established and K&R Pompen B.V. in the Netherlands is acquired.

High quality according to international standards

2005: DESMI Pumping Technology (Suzhou) Co., Ltd. is established with own factory and offices under Danish management.

2006: The Danish Sales and Service Division All DESMI products are developed, manufactured and marketed in accordance with

of DESMI A/S operates as a separate subsidi-

international standards and its ISO 9001:2008 quality control system. They can also be

ary under the name of DESMI Danmark A/S.

supplied in accordance with the requirements of all leading marine classification societies. DESMI pumps are characterised by first-class design and are recognised by its

2008: AFTI – Applied Fabric Technologies

customers as being reliable, efficient, functional and durable. Its product quality, ability

Inc. in the USA is acquired.

to adapt solutions and a high level of technological expertise are all factors that make DESMI a serious partner focusing on energy optimisation, CO2 emission and a good

2009: Subsidiary in Ecuador, DESMI Ocean

working environment.

Guard A/S, and rep. offices in Korea and Singapore are established.

25

26

BALLAST WATER cover story Systems for recovery of oil spills The subsidiary DESMI Ro-Clean A/S supplies the world with equipment for combating oil spills. Since the 1970’s DESMI has been one of the leading companies within oil spill combating at sea, and the environmental equipment is a vital part of the oil spill contingency planning in more than 100 countries. Its reliability and high quality have been demonstrated in connection with many oil recovery operations all over the world. DESMI’s oil spill equipment has been developed for oil recovery, but it is also suitable for many other applications including tank cleaning, unloading of ships - whether it is a question of emergency off-loading or ordinary unloading - together with permanent installation in, for example, oil waste tanks.

Proven technology: • RO-BOOM – floating booms for offshore and inshore applications.

• DOP vertical Archimedes’ screw pumps up to 250 m³/h / 1100 US gpm.

•10 to 19 m / 33-62 ft harbour workboats.

• Weir, brush and disc skimmers.

• Floating booms with air and foam-filled chambers.

• Fire-booms.

• Equipment supplied to more than 100 countries.

DESMI GIANT OCTOPUS

POLAR BEAR

DESMI Ro-Clean A/S is known as a specialist and a serious partner for combating oil spill.

DESMI TARANTULA

DESMI BELT SKIMMERS

Systems for fuel handling DESMI FHS Ltd. supplies specially manufactured pumps and pumping systems based on tailored standard modules or newdeveloped products all fulfilling special military requirements. The pumps are used for all kinds of fuel handling, including fixed and rotary wing aircraft refuelling, filling of fuel for vehicles, transport of fuel via pipelines, as well as fire prevention and drinking water supply. Internationally DESMI supplies specially adapted pumping solutions for military vehicles and also uses the range of NATO approved pumps for landbased installations – both temporary as well as permanent.

Systems for fuel handling: • Capacity up to 66,000 l/min. / 17.500 US gpm.

• Pressure up to 40 bar / 600 psi.

•Possibility of electric, diesel or hydraulic operation.

• Flexible design.

• ATEX approved equipment.

DESMI TERRAPIN

BALLAST WATER International projects DESMI Contracting A/S has specialised in project management and handling of turnkey solutions and diverse projects all over the world. For more than 30 years DESMI has undertaken project work in connection with international tenders and is known for supplying projects in time and to the full satisfaction of the customers. Its dedicated, competent and experienced project team – supported by local trading partners – is ready to co-operate with the customers during all project phases often leading to long relations. This ensures a successful and sustainable project implementation, which can last from a few weeks to several years. DESMI is a project management specialist and the goal is to assist its customers through all phases of a project and to ensure an appropriate project financing, e.g. via: • Public means.

• Export credits.

• Banks.

• Donations.

• Various combinations.

DESMI Contracting A/S focuses on projects within utility, education and health, and supports other areas within public supply, energy, infrastructure, and environment.

DESMI service concept Reliable and economical operation is a crucial customer requirement on all DESMI products. In addition to the actual product DESMI also supply customer-adapted service and maintenance concepts and assist customers world-wide in maintaining and quickly repairing their systems in case of break-downs. Its service assistants are ready by the phone to answer both technical and practical questions. They are all specially trained within pumps, and they are prepared to share their knowledge in the form of education of its partners.

The DESMI service concept comprises: • World-wide service – by phone or in person.

• 24/7 - 24 hour service 7 days a week.

• Specially trained staff – ready to educate and train your staff.

• Documentation of legal requirements and certifications.

• Customer adapted solutions.

• Spare parts solutions.

• Complete range of pumps.

• DESMI 48.

27

28

BALLAST WATER cover story

Ballast water treatment systems IMO approved ballast watertreatment systems DESMI Ocean Guard A/S is dedicated to developing ballast water treatment systems. The company is formed by three Danish companies: A. P. Moller – Maersk, Skjølstrup & Grønborg (UltraAqua) and DESMI. Each of the three companies contributes with valuable information for developing systems which do not only perform from an engineering point of view, but also from a practical, shipboard point of view. Developing systems which as a minimum fulfil the IMO and coming US requirements is the company’s aim.

At the same time it is also important for DESMI Ocean Guard to develop systems which are simple and reliable, can work under normal operational conditions, and be operated and maintained by marine engineers.

Focus points: • Able to fulfil IMO and coming US requirements for removal of living organisms in all water conditions • Very low power consumption • Includes in-situ generated ozone which combined with UV–radiation forms an extremelynefficient method for fulfilling IMOnrequirements • Systems that can be operated by marinemengineers • No residues will be formed when passingnthe DESMI Ocean Guard ballast water treatmentm system. Further the system ensures that no ozone is entering ballast tanks • Reliable system with long intervals betweenninspection • Low footprint in the engine room • Low life cycle costs

M

ore than two-third of the globe

before emptying the water into the ocean.

no free-moving surfaces that can affect the stability

is covered by water. Water is a

This necessitates the use of a ballast water treat-

of the vessel.

condition of life and all areas of

ment system that purifies the ballast water when

Gravity filling is possible with DESMI Ocean Guard

the oceans have their own unique

the ballast water tanks are filled and again when

when using a non-pressurized filter. As such a

ecosystems that have developed

they are emptied.

nonpressurized filter takes up more space than a

in different directions since the dawn of time. Since

DESMI A/S has joined forces with leading players

pressurized filter. This solution is mainly intended

we began using ships to transport goods, ballast

and developed superior in all aspects a ballast wa-

to be used in new-buildings. It is also possible to fill

has been a necessity. In the beginning stones

ter treatment system: DESMI Ocean Guard. Ships

the ballast tanks by means of ballast pump(s) and

were used as ballast, but since the introduction of

have various demands for ballast operation. There-

a pressurized filter. This filter takes up very little

steel ships and the possibility of integrating tanks,

fore, DESMI Ocean Guard has developed two

space compared to its capacity and it is therefore

seawater has been used as ballast medium.

solutions:

suitable for retrofit solutions, but of course also for

Concurrently with the increasing world trade

new-buildings.

between the individual countries and continents

• Low pressure system

millions of cubic metres of water have been

• Pressurized system

“moved”. These large quantities of water containing

One of the features of DESMI Ocean Guard is the comparatively low energy consumption (10

micro-organisms have been mixed in the different

A typical way of filling the ballast water tanks is to

kW / 100 m3 treated water) and the low mainte-

habitats, which has had hazardous consequences

open the various valves and let the sea water flow

nance costs. The life time of wear parts is typically

for the local maritime ecosystems.

into the tanks (gravity filling). When the ballast

>12,000 hours.

tanks are almost filled, the ballast pumps are put The IMO convention for control and management

into operation until ballast water flows from the

DESMI Ocean Guard is designed as a full auto-

of ships’ ballast water stipulates that vessels must

valves on the air-head pipes on open deck. This

matic system with a very simple man/machine

remove all living organisms from the ballast water

means that the tanks are filled and that there are

interface.

BALLAST WATER

Technical Description of the DESMI Ocean Guard Ballast Water Treatment System BWMS 400-P40 The system used in the final approval has a capacity of treating 400 cubic meters of water per hour. The system consists of the following parts: • Filter, for removing particles, zooplankton and large algae • UV lamps, for generating photolytic inactivating light and photochemical ozone generating light • Ozone injector system, for injection of generated ozone into the ballast water flow

29

Benefits of the DESMI Ocean Guard Ballast Water Treatment System

BWMS 400-P40 – system: For the base configuration, where space is a limiting factor, a pressurized filter will be used. This filter will use a mesh with a pore size of 40 micron. It will typically be installed right after the bal-

• Cost effective water treatment

last pump. As shown in Figure 1, the filter removes particles in order to secure the efficiency of the succeed-

• Well proven technology

ing disinfection step. It is only the incoming ballast water which will pass the particle filter, i.e. de-ballasted

• Low operational costs

water is pumped directly into the succeeding process units. In the first step of the succeeding treatment

• Developed according to IMO and US rules

process the water flows to the combined UV-unit which also generates ozone used in

• Simple installation

the second step of the treatment process. The UV unit exposes the water to a high dose of UVC irradiation

• Minimum footprint

from low pressure UV-lamps. In the second step of the succeeding treatment process, the water passes a

• Simple operation

venturi injector. The vacuum created by the venturi injector sucks dry atmospheric air through the ozone

• No chemicals added

generating components via a pipeline to the injector for mixing with the water. When water is pumped through

• Long lifetime UV lamp >12,000 h

this unit, it injects ozone containing air and performs complete mixing of air and water.

• Filtration of sediments

During the further flow through the piping system the water and air/ozone mixture will allow the gaseous

• UV dosage

ozone to diffuse into the water phase and react with the organisms. Based on the relatively small ozone

• Pressurized system

quantities used, the ozone concentration will be zero a short period after the injection. For extra safety rea-

• Low-pressurized system

sons the off-gas will pass an ozone destructor before exhaust to the atmosphere. Finally, the treated water is

• Possibility for ballasting by gravity

directed to the ballast tanks.

30

BALLAST WATER cover story

What Do We Clean The Ballast Water For? The Mnemiopsis Leidy, introduced to the Black

Costs associated to repair and control of dam-

and Azov Seas in the early 1980s has

ages caused by the Zebra Mussel

wiped out the anchovy and sprat fisheries

(Dreissena Polymorpha) is estimated at US

causing a loss in the region of US dollars

dollars 500 million over a period of 10 years.

200 mill. annually. This invader has now established itself in the Caspian Sea and is causing concern even in the Baltic Region.

The Mitten Crab (Eriocheir Sinensis) became

Vibrio Cholerae, the species of comma-

established in the San Francisco Bay

shaped, motile bacillus is the cause of cholera

in the 1990s and is now found in densities

infectious disease. The Vibrio that produces

exceeding 10,000 individuals per square

the heat-tolerant exotoxin which

metres.

causes Cholera Epidemiology, transmitted through poorly treated water supplies.

The Northern Pacific Starfish was introduced

Asian Kelp - Undaria Pinnatifida - grows and

to Australia by ballast water from Japan in

spreads rapidly, both vegetatively and

the early 1980s causing severe damage to

through dispersal of spores. Displaces native

aquaculture and fishing industries and proving

algae and marine life. Alters habitat,

impossible to eradicate. The invasion has had

ecosystem and food web. May affect commer-

a major economic impact, leading to an an-

cial shellfish stocks through space

nual loss of millions of US dollars.

competition and alteration of habitat.

Escherichia Coli - Species of bacterium that inhabits the stomach and intestines. E. coli can be transmitted by water, milk, food, or flies and other insects. Mutations can lead to strains that cause diarrhea by giving off toxins, invading the intestinal lining, or sticking to the intestinal wall. Therapy consists largely of fluid replacement, though specific drugs are effective in some cases. The illness is usually selflimiting, with no evidence of long-lasting effects. However, one dangerous strain causes bloody diarrhea, kidney failure, and death in extreme cases. Proper cooking of meat, washing of produce, and pasteurization of cider prevent infection from contaminated food sources.

Intra Mare Hellas, the representavive of DESMI a.s in Greece/Cyprus A leading marine sales and naval architect organi-

Company’s main activities are:

are mixed together and the only way to serve such

zation representing exclusively a number of marine

Exclusively representation of marine equipment

a demanding environment is to stick to the long

equipment markets, worldwide known for the ad-

manufacturers.

marine traditions, always aiming at the edge of

vanced technology and the quality of the products

• Purchasing and contracting

technology.

they manufacture.

• Design and specification of new constructors

This is the driving power of Intra Mare for planning

The head office is based in Piraeus maintaining

• Service and technical support

the future and its commitment to its clients for more

also a branch office in Limassol, Cyprus.

• Spare parts trading

reliable services.

For the last years Intra Mare strongly invested into a continuous effort of offering more reliable and

The extensive sales organization is supported

professional services to the maritime community

through the company’s in-house service depart-

through a qualified crew of naval architects and

ment consisting of specialized engineers trained

marine engineers, trained in a wide range of ma-

into the principals factories, able to carry out regu-

rine business.

lar service on board, or individual repair jobs.

Since its establishment, Intra Mare has been suc-

The Management and staff of Intra Mare do realize

cefully involved into a vast and diverse range of

that being a member of the most active global

newbuilding and retrofitting activities arising from

Shipping Community can be linked to success only

Greek Markets interests, claiming one of the lead-

through seeking and comforting challenges.

ing ranks within the Maritime Community.

Along this venture Human factor and Technology

BALLAST WATER

31

Martin Vendelbjerg Henriksen Sales Engineer DESMI A/S, Denmark

Mini interview on water ballast

same extent. Fresh water is harder to fully treat by

Also the Californian rules are about a thousand

There is a need for the harmonization of method-

a number of different reasons, one of them being

times stricter than the current IMO D2 standard.

ologies among the systems test facilities. What

that the bacteria inherent in natural fresh water is

Combined this will make for an easier selection for

are the latest developments in this important topic

harder to disinfect with UV light. And since a large

the BWT consumer. This is due to the fact that the

that will improve the confidence among the ship-

portion of the BTW system manufacturers utilize

costumer then only has to relate to the most basic

ping community to install treatment technologies

UV light as disinfectant this poses a significant is-

of parameters. These parameters will then be price,

onboard ships?

sue for all concerned.

size, system efficiency and system complexity.

And whilst looking at challenges in treating fresh

How can the regulatory and technical issues in bal-

water there are manufacturers that will meet

Ballast Water Management in the Baltic Sea.

last water management link together to ensure the

limitations. Several BWT system manufacturers

same level of protection and to provide solutions

utilize electrolysis in their system for disinfecting

As for Ballast Water Management in the Baltic

that are environmentally, technically and financially

purposes. The systems in question are in actual

Sea, regional extraordinary rules like the US Coast

effective

fact unable to treat fresh water if not a separate

Guard Californian rules will most likely be applied.

ionizing agent is introduced to the system. This will

These rules I expect will also apply for Australia

In coming years more approved and innovative

then add to the complicated nature of the systems

and the Great Barrier Reef, the European Union

technologies will be available, however, how will

and make them even more labor intensive in their

and other countries.

ship-owners choose the right system for their

operation.

One of the reasons for these extraordinary steps

ships?

Additionally there is more than one way to test in

within the Baltic Sea is that the Baltic Sea has a

fresh water. It is legalistically ok to use “tap” fresh

high mobility rate for invasive species. The high

The most current development on this part and

water and then add a specific amount of contami-

mobility rate is in basically the ease of which

possibly the most influential prior to the ratification

nants to this water and then treat this for approval

invasive species can spread in a body of water.

of the IMO D2 standard on ballast water treatment

testing purposes. This fresh water testing will not

The Baltic Sea has an average depth of around

is a statement from the class society Det Norske

take into account for the extra load on the BWT

60 meters. This average, relatively shallow, depth

Veritas. DNV states in a report from October of

system that for instance kiesel algae presents.

does nothing to stop invasive species from spread-

2010 that even though a BWT system has ob-

Kiesel algae are present all over the world and are

ing. Within the IMO resolution for Ballast Water

tained final and/or type approval for their respective

not part of the IMO D2 standard and therefore not

Treatment/Transportation a depth of 200 meters is

systems it is not automatically approved by DNV.

subject to BWT. The kiesel algae have the shape of

stated as depth of which ballast water exchange

This cautionary statement is, as I understand it, a

a grain of rice and the size of 50µ length wise and

can be conducted. This translates into a depth of

way of telling manufacturers of BWT technologies

10µ breadth wise. This will then produce an extra

which the risk of invasive species ability to spread

that there are no easy ways to enter this market. To

workload on the 50µ filters stipulated in the IMO D2

is minimized. And thusly the depth accepted as

even enter or to be competitive in the BWT market

standard, since the filters will try to remove “non

the minimum depth a body of water has to have in

you will have to prove that you can comply with the

IMO regulated algae” from the ballast water. This

order to guarantee against the mobility issue.

standards set by IMO to the class societies.

means in worst case situations that the workload

BIMCO is an organization comprised of

DNV is here paving the way for streamlining the

for the 50µ filter effectively will be doubled; in other

Quote:“ship owners, managers, brokers, agents

test procedures for BWT systems. This will, hope-

words the treatment capacity is halved. Therefore

and many other stakeholders with vested interests

fully, ensure transparency of the market for the

great caution should be taken when sizing the 50µ

in the shipping industry” within and around the

consumer of BWT systems.

filters.

Baltic Sea. This means that BIMCO would be in a

As for the testing that is being conducted at this

In my opinion this will inevitably lead to a way of

unique position to lobby for a stricter BWT standard

time around the world there are no real consistency

approving BWT systems by imparting an “area

than originally proposed by the IMO. In any case

in the testing methods. By this I mean that in order

of operation” designation on each system. This

BIMCO will most likely adopt the most stringent

to comply with the IMO D2 standard, ones BWT

designation will have to be contrived in such a way

regional rule set for marine environment protection

system has be tested and pass in two out of three

that the consumer can sort and choose systems by

as they can.

types of water to obtain approval .

the different water types that they will operate in.

The three types of water to choose from is salt,

Or, to simplify things, the international community

brackish and fresh water. Most everybody is obtain-

and the class societies might impose the current

ing their approval in salt and brackish water. This is

strictest regulations (US Coast Guard Californian

mainly due to the fact that international shipping is

rules) as the minimum requirements for the global

primarily conducted in those types of water.

commitment to BWT.

These two water types have the added benefit of

Within the Californian rules it is required, in order

being easier to fully treat in compliance with IMO

to be able to obtain approval, for the BWT systems

D2 standards than natural fresh water is to the

to perform in and treat all three types of water.

cov

y r o t er s

32

BALLAST WATER

Alfa Laval

Alfa Laval: PureBallast Controlling ballast water treatment

these processes as well – steadily making them simpler, more reliable and more economical.

Technology evolves. But the essentials remain unchanged.

PureBallast from Alfa Laval

PureBallast is a clear and comfortable choice, having quickly established itself as the commercial leader in ballast water treatment since its launch in 2006. The system has been chosen for more vessels than any other ballast water treatment system, as well as for the greatest range of vessel types. These include everything from container vessels and tankers to offshore supply ships and naval vessels.

Moreover, PureBallast has been installed at major shipyards all over the world.

Behind the success of PureBallast is its unique combination of advantages. In addition to typeapproved ballast water treatment, PureBallast offers: – Easy installation in a compact space – Automated, reliable and chemical-free operation – Full integration with existing ballast water systems – Low maintenance requirements and lifecycle cost Alfa Laval’s ballast water treatment system, PureBallast, is designed to interfere as little as possible with the ballast operation onboard, and to require as little manual operation and maintenance as possible. To achieve this,

The PureBallast system. This is an example of a system with capacity to treat 1000 m3 liters

the complete ballast water treatment process is

per hour. The layout is not fixed; it can be adapted to specific requirements onboard.

controlled and monitored by the control system, including all components involved. In a near future it will be mandatory for all vessels to treat ballast water to prevent alien species to enter local environments. The International Marine Organization (IMO) has adopted the Convention for the Control and Management of Ships’ Ballast Water and Sediment, which will take effect within the

Alfa Laval in brief Alfa Laval is a leading global provider of specialized products and engineering solutions.

The equipment, systems and services are dedicated to helping customers to optimize the perfor-

coming years.

This will require a treatment system, and to be frank, this is just another system that needs to be installed and handled on board. Therefore, the main objective, besides designing an efficient system, has been to design a system that will af-

mance of their processes. Time and time again.

fect the operator as little as possible: few manual

The company help its customers to heat, cool, separate and transport products such as oil, water,

operations and as little maintenance as possible.

chemicals, beverages, foodstuffs, starch and pharmaceuticals.

Alfa Laval is well prepared for these new chal-

The company’s worldwide organization works closely with customers in almost 100 countries to

lenges with the PureBallast system, a chemical-

help them stay ahead.

free and fully automated ballast water treatment

Your source for marine essentials

venture between Alfa Laval and Wallenius Water.

For nearly a century, Alfa Laval has focused on what’s valuable at sea. Through separation, heat exchange and other techniques, we’ve made it possible to utilize or protect the valuable essence in a wide variety of substances.

Today the company offer solutions for oil treatment, cooling and heating, as well as environmental protection, tank cleaning and desalination. Not surprisingly, she has kept to the essentials in

system. The system is developed as a joint Together, the two companies have vast experience of, and knowledge about, marine cleaning equipment and shipping industry.

The treatment process is performed in two main steps. The first step is a filtration, where the water

BALLAST WATER

33

first passes a filter (10) removing particles larger

ling the process. The most simple parameters

process. Normal process also includes the normal

than 40 μm.

control time, for example, the cleaning in place

monitoring of the filter differential pressure. So,

The second step, the actual treatment, is based

(CIP) procedure. The cleaning is performed for

if the back-flush did not solve the problem, the

on advanced oxidation technology (AOT), where

a length of time that is parameter set, based on

process is repeated again, without the need for a

organisms are rendered harmless by radicals

empirical studies of the cleaning agent’s effect on

back-flush specific follow up.

created by the combination of UV light and a

scaling.

The constant monitoring of the processes and

titanium dioxide based catalyst. The UV light also

The sensors are an extremely important part of

equipment also involves safety aspects. Any

inactivates the cell DNA to prevent regrowth of

the automation process. The control system con-

critical deviation from crucial limit values triggers

organisms. The process is totally self-contained.

stantly retrieves basic information by the system

the control system to shut down one component

PureBallast is a chemical-free system. There are

sensors and compares them to parameter set lim-

or the entire system, so that personnel are not

two main advantages with this. First, environmen-

itations. The PLC can then trigger events based

endangered or equipment ruined.

tal issues are addressed without any chemicals

on this information. For example, in the AOT (5) it

affecting the environment, and second, there are

is important to monitor flow and temperature. The

no logistical problems managing deliveries of

UV lamps in the AOT reactor need to be cooled

consumables. PureBallast is the first chemical-

by fluids. To secure this, the AOT is equipped

After operation – maintenance?

free system which has received full Ballast Water

with one temperature sensor and level sensor

the needs for manual maintenance routines,

Type Approval in strict accordance with the IMO

constantly monitoring the status of the reactor.

cleaning and preservation operations has been

standards.

Should the temperature deviate from parameter

built in as fully automated steps of the ballasting

Automation

set limits, action is taken. The flow is monitored by

procedure. By making these steps a part of the

the flow meter (3). If the flow in the AOT reactor

programmed logical flow it is ensured that they

Complete automation requires complete control

decrease below a parameter set value, an alarm

are performed, and thereby, that the system per-

of the system. PureBallast is a complete system

is issued to alert the operator to take actions. If

formance is continuously high and the system life

including all components needed to be compli-

no actions are taken and the flow continues to de-

cycle is prolonged. All components involved in this

ant. From an automation point of view, this is an

crease below the next parameter limit value, the

are also integrated and completely self-contained.

advantage, since the PLC based control system

AOT is shut down. The examples given above are

The main component in this is the CIP module

communicates with all components. The PLC

like direct orders based on concrete facts. But to

(12). After ballasting, the CIP module circulates

both supervises and controls them to enables full

solve more complex tasks, the components need

cleaning fluids in the AOT (5) reactor to prevent

automation of the process.

to maintain an open dialogue with the control

scaling, which otherwise can decrease perfor-

PureBallast is monitored and operated by the

system. For example, the constant valve (8) con-

mance. As a last step in the process a preserva-

PLC control system. Each event in the process is

stantly adjusts the flow to secure smooth process

tion function fills the AOT reactor and filter with

either triggered by input from a sensor param-

and correct pressure in the system. A PID loop is

fresh water to preserve the components.

eter set value or status of another component.

performed in close communication between the

The same level switches that are used to secure

Sensors are distributed in the system to give full

constant valve, the flow transmitter and the con-

water in the AOT reactor, are used to secure that

information about ongoing processes and status

trol system. Any change in the flow is registered

the CIP process runs correctly and that the cor-

of main components. The sensors transmit infor-

by pressure transmitter which is analyzed by the

rect amount of cleaning fluid is present.

mation to the control system that takes actions

PLC that sends instructions to the constant valve

These cleaning and preservation processes are

according to set parameter values.

to adjust the flow.

automated, but can be put on hold if needed.

Only a few crucial components involved in the

To avoid strains on the system and irregulari-

The process can be resumed at any time after an

handling of ballast water are not a part of the

ties in the flow, a PID calibration is performed at

intermission. This means that there are no hold

PureBallast system, for example the ballast water

commissioning. The purpose is to set the default

times detaining any ballast water handling on

pump. But to reach the goal of total automation,

interval for the constant valve (8), based on the

board.

the PLC program is prepared to integrate these

specific installation’s prerequisites and behavior.

components. Signals to and from these compo-

This allows for the valve to start each flow regula-

nents makes it possible to include them in the

tion within this reality based interval.

logical flow to enable full control of the complete

Another example is the automatic filter rinsing

Seamless operation via integration

ballast/deballast process.

procedure. If the differential pressure over the

the operator, the control system can be integrated

Of course, the operator needs to start and stop

filter (10) is too high, this indicates that the filter

to make a seamless connection between the PLC

the ballast processes. But after that the process

candles are clogged, which requires them to be

and the vessel’s integrated ship control system

is automated. All events in the flow are triggered

rinsed. Therefore, the differential pressure over

(ISCS) including the components involved. This

to start or stop based on parameter set values or

the filter is monitored by a pressure transmitter,

makes it possible to have total control over the

input from sensors.

which communicates with the control system.

ballast water handling, including for example

Trigger based automation

When the differential pressure reaches a param-

heeling and stripping, from the PureBallast control

eter set limit, an automatic back-flush process is

system.

The triggers can be of various types. The control

initiated. Since the back-flush needs a specific

system keeps track of the status of all the main

pressure to be efficient, the first measure is to

components, which also enables the control

ask the system pressure transmitter for current

Software integration

system to operate them in a controlled way. It is

pressure. If the pressure is OK according to

between the PureBallast PLC and the ISCS via

thereby possible to trigger one component activity

parameter set value, the process is started. If it is

modbus, to display information and enable control

based on another component’s status, for exam-

too low, the constant valve (8) is partially closed

of all functions. The two systems communicate

ple to operate several valves in a sequence: valve

to ensure sufficient under pressure, where after

via dedicated signals for all functions (messages,

B is not opened until valve A is closed.

the filter is back-flushed. After the back-flush has

alarms, functions and status information). The sig-

The next level is to involve parameters in control-

been performed, the system goes back to normal

nals are then presented in the ISCS according to

All systems need maintenance. But to minimize

To further facilitate the ballast water handling for

The integration is handled as a communication

34

BALLAST WATER The flow chart is the main page in the control system. Other functions can be reached via tabs at the top and side of the screen, for example: alarm lists, statistics, parameters and system settings. Function buttons for main functions are always accessible at the bottom of the screen.

the vessel’s graphical standard. In this way ballast

Component integration

main page presents the complete PureBallast

As a third possibility, the vessel’s components

gives a full overview of the system and ongoing

The operator can control and operate the com-

(e.g. ballast water pump, booster pump overboard

process.

plete process from the same and familiar graphi-

valve) involved in the ballast water handling

A status box gives important overall information,

cal interface used for all other daily routines.

can be integrated via modbus or hard wire. This

for example ongoing process and sub process,

Power management integration

makes it possible for the operator to monitor the

power consumption and amount of processed

status of these components in the graphical user

water. Water flow is illustrated with colored pipes,

interface (GUI). But, more important, the PLC pro-

and status information about all components is

In a similar way, the power management can be

gram can act upon input from these components.

given in close relation to the component. For ex-

integrated with PureBallast. It is possible to con-

For example, when ballasting, it is important to

ample, actual flow is displayed by the flow meter

nect the PureBallast control system via modbus

know when the ballast water pump is started

(3) and pressure by the pressure transmitter.

or hard wire to the vessel’s power management

before any valve to the system is opened. It the

Detailed information about a specific compo-

system via a power management interface. The

pump is connected to the control system, the

nent or area of the process can be monitored in

purpose is to automatically handle power request

component itself can send the information to the

dedicated pages or pop-ups. If the AOT reactor is

from PureBallast to secure that enough power is

control system, so that the operator does not have

tapped on the screen, a pop-up is displayed with

available for a ballast or deballast process. No

to confirm this manually. The signal from the bal-

specific information about lit UV lamps, run time,

manual check is required.Without this solution,

last water pump becomes a trigger in the logical

water temperature and valve positions.

power must be manually checked and manually

flow, not a manual operation. In the same way

confirmed; but instead this is handled with a hand-

the status of the vessel’s overboard valve is sent

shake between the systems.

to the control system to trigger other steps in the

Explosive environments

The concept is based on three signals:

flow. Since this communication is signal based,

able. The safety is further enhanced by additional

it is possible, if desired, to let the PureBallast

sensors monitoring the crucial components in the

request signal to start the ballast water pump, to

system. These sensors communicate directly with

actually initiate the start of the pump.

an additional safety control system.

request specifies capacity needed.

The main thought behind these integrations is to

The purpose of the safety control system is to

Granted signal:

The vessel’s power manage-

facilitate the ballast water handling for the opera-

secure safe functionality according to set limit

ment system confirms capacity (after a system

tor, by removing manual operations and to make

values. The safety control system is separate

check). If enough capacity is not available,

it possible to run the processes from one system,

from the normal control system. The concept is

PureBallast will automatically adjust flow to the

rather than switching between several systems.

based on safety relays and it is hardwired to avoid

capacity granted.

Graphical aspects

the need of a separate validation of the software.

The control system is presented in a full-color,

control system will act to secure safe function of

After completed process, the signal is terminated,

touch screen panel. To make the system informa-

the system in case of deviations or even in case

to indicate that the process is finished, and that

tion as readable as possible, the GUI has been

of a missing signal.

the power recourses can be dedicated to other

designed to imitate the actual system, regarding

purposes.

pipe geometry and placing of components. The

water treatment becomes an integrated part of the everyday routines, not an addition, not a burden.

Request signal:

Request from PureBallast. The

Run signal:PureBallast confirms that the power is used.

system in a flow chart illustration. This page

An Ex proof version of PureBallast is also avail-

If the normal control system should fail, the safety

Tomio Yoshinari

Worldwide security

Onboard safety

PureBallast 2.0 EX gives you more You who work with potentially explosive onboard environments will also be required to perform ballast

By choosing PureBallast 2.0 EX, you make yet another safe choice – the world’s most experienced supplier in

water treatment. PureBallast 2.0 EX is a safe and proven treatment system, designed for Zone 1 hazards and built

ballast water treatment. Behind PureBallast 2.0 EX are thousands of hours of experience, logged both with

with our award-winning PureBallast technology.

As part of our second generation of PureBallast

shipyards and out at sea.

systems, PureBallast 2.0 EX features a wide range of advances, including reduced power consumption and more responsive control.

In addition, you select a global working partner. With a far-reaching organization and a worldwide network of harbour support, Alfa Laval can provide the parts, service and true peace of mind you need.

www.alfalaval.com/pureballas t

36

BALLAST WATER

ERMA FIRST has been designed and developed by ERMA FIRST ESK Engineering Solutions S.A., a company established for producing a sound and reliable Ballast Water Treatment system, being at the forefront of Research and Development supported by a team of specialists in waste & water treatment technology in marine applications, with strong background from professional establishments exhibiting more than 30 years experience in environmental protection and proven applications worldwide.

The ERMA FIRST Ballast Water Treatment System is an integrated, autonomous and modular treatment system for ballast water, the nominal treatment capacity of the system varies from 100 up to 2000 m3/hr.

The treatment process includes two distinctive stages; a primary and a secondary one. The primary stage enables the separation of coarser suspended materials and relatively larger living organisms in ballast water. In the secondary stage disinfection takes place to meet the required biological efficacy standard for treated ballast water as stipulated in the International Convention for the Control and Management of Ships’ Ballast Water and Sediments

ERMA FIRST

Ballast water treatment system

System’s Advantages

Full system

The main advantages of ERMA FIRST ballast water treatment system among others are: • Small footprint • Low energy consumption • Low capital and operational cost • High Sediment removal • Modular design. Each module has capacity of 100 m3/h • Flexible installation in new buildings and retrofits.

• Uninterrupted ballasting or de-ballasting operations due to filter clogging • Fully automatic unattended operation • Reliable operation/efficiency even at the most challenging aquatic environments • No corrosion effects due to low chlorine concentration • No risks to crew safety and health • No need for additional ventilation in ballast tank or pump room

Process flow description

The ERMA FIRST Ballast Water Treatment System is an autonomous fully automatic operational unit. The system has two different operational modes, one during ballasting and one during the discharge of treated ballast water.

The two operation modes are described in the following paragraphs.

Mode one: Ballasting

During ballasting, ballast water passes through a 200 μm pre-filter and then into the cyclonic separator. The rich in sediments and coarse material underflow stream from the cyclonic separator returns back into the sea via a drain line. The overflow enters the electrolytic cell for the in situ production of free chlorine at concentration 10 mg/lit. The products of this process flow into the ballast tanks of the vessel, so that the residual oxidants disinfect any harmful organisms taken onboard. A flow sensor, installed upstream of the cell, provides a signal to it through the PLC of the system to apply DC current to the electrodes. This process initiates the electrochemical reaction and the production of the Active Substances. A free chorine sensor, located downstream of the cell, monitors the free chlorine concentration.

The production rate of the Active Substances is continuously tuned to the ballast flow rate and the measurement of the free chlorine at the sensor. Depending on the flow rate and the free chlorine measurement, the current and the voltage at the cell change in order to maintain the pre-set free chorine concentration.

The electrolytic cell of the system was specifically designed to produce the identified Active Substances at temperatures as low as 5oC and water salinity > 5 PSU. The ability of the cell to produce free chlorine in such conditions is based on the special coating material of its electrodes, and also on its design, which enables sufficient contact time of chlorides with electrodes in the water stream to convert them into Active Substances.

Similarly, the electrolytic cell of the system can operate effectively in salinities above 32 PSU, due to the fact that water of such salinity levels results in high electrical resistance. Therefore, the PLC of the system adjusts the voltage at the electrodes in order to keep the production of free chlorine at the pre-set values.

The whole unit is current driven. The current is controlled by the chlorine sensor which is located downstream of the

Figure 1

cells. By monitoring the operating Amperes on the electrodes of the cell and adjusting the applied voltage, the PLC of the system ensures a constant production rate of Active Substances in an extended salinity and temperature range. A schematic diagram of the system operation during ballasting is illustrated in figure 1.

BALLAST WATER

Operation mode two: De- ballasting

During de-ballasting, neutralization of the total residual oxidants takes place by adding aqueous solution sodium bisulfite solution (38% w/w). At this mode the pre-filtering

37

equipment, the cyclonic separator and the electrolytic cell of the system are by-passed with the exception of the free chlorine sensor. When de-ballasting begins, a second free chlorine sensor measures the chlorine concentration in the discharge line. Based on the reading, the sensor gives a 0/4-20 mA signal which steers the flow rate of the dosing pump of the sodium bisulfite, to maintain the chlorine concentration below to 0.1 mg/L. A third free chlorine sensor of the de-ballasting system will monitor the total chlorine level to ensure a maximum concentration in the discharged water of 0.1 mg/L. A schematic diagram of the system operation during deballasting is illustrated in figure 2.

Control and monitoring description

The ERMA FIRST BWTS is controlled from a main control panel that includes the PLC and the necessary control

Figure 2

equipment to secure an automatic and reliable operation with the minimum involvement of the ship’s crew. The sensors and the control equipment are presented in table 1.

Installation considerations and limitations

It is indispensable that a detailed study for the installation and the final arrangement of the system onboard a vessel

Table 1 Sensors and Control Equipment Device

Scope

Temperature indicator

Temperature data logging

Differential Pressure switch for the self-cleaning filter

When the pressure difference across the filter exceeds a set level, the cleaning procedure starts. The duration of the self cleaning procedure is maximum 90 seconds

Flow sensor at the inlet of the system

Monitors the ballast water flow rate

Pressure sensor at the inlet of each cyclonic separator

For pressure difference indication across the unit

Pressure sensor at the underflow stream of each cyclonic separator

For pressure difference indication across the unit

Pressure sensor at the overflow stream of each cyclonic separator

For pressure difference indication across the unit

Flow sensor at the underflow stream of the system

Measure the underflow flow rate in order to maintain a pre-set overflow/ underflow ratio

should be carried out in advance in cooperation with the vessel management company, the Flag Administration and the Classification Society.

Consideration should be given to the ballast pump type and the location of the separation stage of the system due to the anticipated 1.2 bars pressure drop across the system. In general the system’s flexibility allows its installation in various shipboard compartments including the engine room or the weather deck of a vessel. To enable sufficient accessibility for inspection, servicing and maintenance purposes, a minimum 700 mm free areas around the unit it is required.

System Requirements

Flow sensor before the electrolytic cell

It activates the electrolytic cell operation

Free Chlorine sensor

It monitors the free active chlorine concentration at the effluent of the cell as well as at the discharge line. The sensor reading has a 4-20 mA signal which through the PLC of the system tunes the free chlorine production during ballasting and the start/stop and the % operation of the neutralizer dosing pump

Free chlorine sensor at the de-ballasting line

The sensor reading has a 0/4-20 mA signal which through the PLC of the system tunes the start/stop and the % operation of the neutralizer dosing pump

Free chlorine sensor at the discharge point

It monitors the free active chlorine concentration at the effluent of the cell as well as at the discharge line

Data logger

The data logger will be recording all system parameters

• Utility requirements: The system requires 380-480 V, 3-phase 50/60Hz AC power input, and pressurized air (min 6 bars), 7 lit/cycle for the pre-filter.

• Space: The footprint and height of the system depends on its treatment rate and the type of the ship. Due to its modular design, the system can be divided to three sections, separation, electrolytic-control and the neutralization, with each one able to be installed into different shipboard areas. Moreover, the system can be either skid mounted or containerized, depending on the requested application either for a new building or for retrofitting on an existing ship. A typical footprint of the skid-mounted system would be 4.5 m2 for a 500 m3/h system.

• Inlet pressure >3 bar but <5 bar.

Approval status of the system

As the system makes use of active substances it should follow G9 guidelines prior to G8.

The application dossier for the Basic Approval submitted to IMO end of March of 2010 and the non- confidential part of the dossier is the MEPC.61/2/11 document. During

GESAMP-BWWG 15th meeting, the Group recom-

April it is expecting the Type Approval certificate

mended to MEPC that Basic Approval be granted to

from Lloyd’s register and the Greek Administration.

the ERMA FIRST Ballast Water Treatment System.

The land based test has been successfully finalized in July 2011 in NIOZ, The Netherlands. The shipboard test is in progress since January 2011.

The company is planning to get the Final approval in MEPC.62 in March 2012 and a month later, in

The company is located in Schisto Industrial Park, Perama, Greece. For more details and information you can visit www.ermafirst.com or e-mail to info@ermafirst.com.

38

BALLAST WATER

RWO Gmbh

RWO GmbH – CleanBallast

CleanBallast system – type approved and already over 20 units in successful commercial operation

process.

Based on the result of these tests, both SWEREA KIMAB and Germanis-

The only commercially available German manufactured and type-certified ballast water treatment

cher Lloyd concluded that there are no additional corrosive properties of

system comes from Bremen based RWO; successfully proven in operation on several vessels.

seawater treated with CleanBallast, compared to untreated seawater and

The CleanBallast system, consisting of a special mechanical filter process and an advanced disin-

thus CleanBallast does not increase corrosion in ballast water tanks. Fur-

fection unit, has so far been ordered for more than 40 plants. A number of these plants have been

thermore, CleanBallast is certified and classified by the GL as compatible

installed and are in successful commercial operation since the end of 2009, making CleanBallast one

with epoxy-based ballast water tank coating systems.

of the few systems that can demonstrate a longer operational duration in commercial application.

“Designed and made in Germany” is still an internationally well-known and

As of today, the technology can claim already over 15 years of accumulated successful commercial

recognised mark of quality of the RWO maritime water treatment experts,

operational experience.

with the CleanBallast plants being manufactured at their main site in

Because of the increasing negative impacts of alien marine organisms transported in the ballast wa-

Bremen.

ter of oceangoing ships, the International Maritime Organization (IMO) spent many years working on

“We are very satisfied with the performance of the CleanBallast systems,

a Ballast Water Convention. The convention adopted in 2004 is aimed at preventing the unintended

which already enable us to implement the loading and discharge of ballast

transport of microorganisms in ballast water. It is commonly expected that full ratification of the

water in conformity with the D2 standard of the IMO,” says Niels Stolberg,

convention will be reached during 2011.

President and CEO of Beluga Shipping GmbH, about the RWO technol-

The CleanBallast technology was developed by RWO from 2003, refined over the years and

ogy.

extensively tested under real-life conditions. Even under extreme conditions, such as high sediment

Due to its leading edge technologies, plant reliability and short delivery

concentrations, CleanBallast exceeded the IMO test requirements. The design and testing of the

times, RWO has in the course of recent years already established itself as

plant under real environmental conditions is an essential prerequisite for guaranteeing a fast and

the international market leader in bilge water treatment. RWO is now also

safe loading of ballast water and short times alongside in port. In addition, the efficient removal of

pursuing this goal with the ballast water treatment system CleanBallast.

the sediment considerably reduces tank cleaning costs and prevents the loss of valuable loading

RWO, Bremen, is a leading supplier of systems for water and wastewa-

capacities.

ter treatment aboard ships and offshore rigs. The product programme

Many years’ experience in treating water and wastewater aboard ships and offshore rigs helped

encompasses the treatment of drinking and process water as well as bilge,

the Bremen-based company in developing the modular ballast water treatment system, which is

ballast and wastewater. RWO is already the worldwide market leader in

available from capacities of 150 m³/hr to 3,750 m³/hr. CleanBallast stands out for its technological

the treatment of bilge water. The company is part of Veolia Water Solu-

reliability, sustainability and economical operating and investment costs and thus meets the expecta-

tions & Technologies (VWS), subsidiary of Veolia Water, a leading design

tions and needs of both shipowners and shipyards. The system, which can operate not only in sea

& build company and a specialized provider of technological solutions in

water but also in waters with a low salt content, is offered for various capacities and assignments and

water treatment. With over 9,500 employees in 57 countries, Veolia Water

both for new building and retrofitting.

Solutions & Technologies recorded revenue of €2.5 billion Euros in 2009.

RWO with its CleanBallast product has also been a pioneer in the assessment of ballast water

Veolia Water, the water division of Veolia Environnement, is the world

treatment system’s effect on ballast tank coatings and corrosion. Thorough corrosion tests were

leader in water and wastewater services. Specialized in outsourc-

undertaken by independent institutes and have proved that the CleanBallast ballast water treatment

ing services for municipal authorities, as well as industrial and service

system does not increase the corrosive properties. Thorough accelerated corrosion studies were

companies, Veolia Water provides water service to 95 million people and

carried out by RWO in cooperation with a leading European corrosion institute (SWEREA-KIMAB)

wastewater service to 66 million. With 95,789 employees in 66 countries,

and the classification society Germanischer Lloyd. The tests, which simulated operation over an ap-

its 2009 revenue amounted to €12.5 billion.

proximate entire lifetime of a ballast water tank/piping structure (approx. 40 years) and these studies

RWO is represented in Greece and Cyprus by Franman Ltd. If you wish

were later recommended by the IMO technical group GESAMP-BWWG, as part of the guidance for

further information please contact Mr. John Papazafiriou,

other vendors developing ballast water treatment studies, to be included in their respective approval

email: nbequipment@franman.gr

40

BALLAST WATER

DNV class

Jad Mouawad DNV and Ballast Water Maganement

DNV Senior Engineer Cargo Handling & Piping Systems

Convention: the D-2 standard.

Some of those technologies use gases or chemicals that are either toxic, flammable or pose a risk to human health or the environment.

The gases and chemicals could be a byproduct of the treatment technology.

In principle such issues related to safety should be addressed throughout the type approval process and installation drawings approved by the Administration granting type approval must be followed.

DNV as the first class society published in its July 2010 Rules for

With Malaysia ratifying the Ballast Water Management Convention (Convention) in Septem-

Classification of Ships standards for safe installation of treatment

ber 2009, the shipping world is closer to the date of ratification by enough Administrations

systems onboard ships and offshore vessels.

for the Convention to enter into force. With entry into force of the Convention come many

Retrofitting issues

challenges, as delivery capacity of treatment systems, safety issues, retrofitting issues and application to tankers and other special vessels. Appreciating the size of the challenges ahead, DNV initiated a global internal project to equip the organization with enough tools to support the shipping and offshore industry throughout the implementation process.

Retrofitting a BWTS may pose many challenges and the experience from retrofit projects has shown that planning is the key factor for a successful installation.

For that, DNV is offering a wide range of services from class to advisory to training.

Some of the challenges imposed by retrofits are finding suitable

Delivery capacity of treatment systems

electrical load balance and the integration of the automatic control

In a meeting in the International Maritime Organization (IMO) under MEPC.61 the Japanese delegation submitted a paper with estimates of the expected amount of ships that are required to be fit with ballast water treatment systems (BWTS) . The figures are plotted in figure 1. The figures speak for themselves; thousands of ships are expected to be fitted with treatment systems and it is no surprise that this will be the major challenge the shipping world will face in the implementation of the Convention.

Furthermore, with such a huge market and a relatively limited amount of BWTS manufacturers, there is a risk that ships with special design and unconventional ballast systems (like

locations for the different equipment, managing the piping, the system.

Even after good planning and approval by class, the retrofit can prove tricky in the sense that putting the whole thing together and make it work has often proved to be a not so easy task.

Furthermore, a good Ballast Water Management Plan where the BWTS is described in enough details both to principles of operations, main components and routine maintenance, is essential for the correct operation of the BWM System, where the BWTS is just

heavy lift, semi-submersibles, barges, supply ships etc) will fall outside the sphere of inter-

a part of the whole ballast system.

est of the manufacturers.

Application to tankers and other special vessels

In order to attenuate the impacts of the coming tsunami, DNV encourages ship owners to be proactive and start getting familiar with the treatment systems in the market and install systems on their ships to anticipate both time and cost retrofits will take.

In principle the Convention applies to any floating vessel of any size

Safety issues

trading in local waters only and ships with permanent ballast tanks.

BWTS employ a variety of technologies to treat the water to the specified standard in the

with ballast water, besides some exceptions like naval ships, ships That said, many vessels in the offshore industry like FPSO, drilling rigs, semi-submersibles, oil platforms etc will be operating in the

Figure 1

BALLAST WATER Figure 1 Expected amount of ships required to be installed with BWTS

The figures speak for themselves; thousands of ships are expected to be fitted with treatment systems and it is no surprise that this will be the major challenge the same location for a prolonged period of time. Such vessels are not required to install a treatment system onboard unless they intend to transfer to other international locations.

Dredgers, heavy lift and unmanned oceangoing barges fall within the scope of the Convention and must have a treatment system onboard. Tankers have a special case of explosion proof requirements in the cargo area when carrying liquids with flash point not exceeding 60°C. BWTS must be Ex-proof to the standard applicable to the ship. As such, electrical equipment in the cargo area of oil tankers must follow a minimum standard of T3 for temperature class and IIA for apparatus group. This standard can be higher on chemical tankers (up to T6 and IIC).

For gas carriers, since the ballast tanks are not considered to be a hazardous area, the explosion proof issue is not applicable.

DNV and the BWM Convention Anticipating in a “worst case scenario” a ratifica-

tion of the Convention by enough flag states in the summer of 2011, DNV launched a global internal project to step up the activities in the ballast water field. Training of approval engineers, surveyors and customer service managers will be done through out the course of 2011; as well as guidelines, rules and advisory services will be offered.

On the class side, DNV is undertaking type approval on behalf of flag states, supporting installation related issues like approval, design review and certification; and also actively participating in the different decision making forum like the IMO and IACS. While we are offering a wide range of advisory services like feasibility studies on different treatment systems for specific designs of ships and risk assessment to evaluate the risk of transferring invasive species between specific ports; we are also finalizing a training courses.

shipping world will face in the implementation of the Convention. With such a huge market and a relatively limited amount of BWTS manufacturers, there is a risk that ships with special design and unconventional ballast systems will fall outside the sphere of interest of the manufacturers.

41

42

BALLAST WATER

Germanischer Lloyd

BALLAST WATER MANAGEMENT: Time to Get Ready No ship can do without ballast water. However, the

industrial and drinking water treatment. Treatment

solution. Choosing the correct ballast water treat-

10 to 12 billion tones of ballast water moving over

systems have to undergo a demanding type testing

ment system is a difficult process. Shipowners

the oceans each year includes a host of “unwanted

procedure by a Flag state administration in as-

need to rely on someone with significant engineer-

passengers” which can cause appreciable damage

sociation with classification society like GL to prove

ing experience in ballast water management to

to foreign ecosystems. Between 1989 and 2000

compliance with the required biological standard

determine the best system for them.

alone, these hostile organisms caused as much as

and safety issues.

The Owners Concerns

one billion USD of damage.

There are about 40 ballast water treatment manu-

The IMO has been working on this problem for

facturers in the market right now, and about 10

more than a decade, culminating in the adoption

systems with full certification approval. The majority

often more stringent, requirements that the USA is

of the Ballast Water Management Convention

of manufacturers have designed their systems in

considering. Also, some states like California are

(IBWMC) in 2004. The IBWMC aims to reduce

modules to serve retrofitting requirements in narrow

making their own evaluation of treatment systems

the number of micro-organisms imported into the

engine rooms as well as to cope with the need to

and the USA Environmental Protection Agency has

ecosystems through seaborne traffic.

treat high volumes when systems can run in parallel

issued a Vessel General Permit under the National

The IBWMC will enter into force 12 months after

assembly. In this regard, GL provides consulting

Pollutant Discharge Elimination System compulsory

ratification by 30 States, representing 35% of the

services to owners and shipyards on spare space

for most vessels over 24m.

world merchant shipping tonnage. As of September

and additional power supply in the engine room in

The state of New York has indicated that each

2010, 27 States, representing 25.32 % of world GT

order to accommodate a possible retrofit of ballast

vessel of this kind that operates in its waters must

have already done so. With only three more states

water treatment systems.

have a treatment system that meets the prescribed

necessary for full ratification, the time to get your

Owners therefore face a complex task in choosing

standards by 1 January 2012.

ships ready for full compliance with the IBWMC is

and installing the appropriate treatment systems

Owners are watching closely the regulation devel-

approaching soon.

especially when they have no past experience to

opment in the US, as they could affect treatment

One of the most important aspects of the conven-

rely on. Price, of course, is also a concern. Installa-

system’s choice. USA proposes regulations which

tion is that the ships are to be equipped with tech-

tion costs may go up when engineering services are

are stricter than those de-fined in the 2004 Interna-

nology, such as treatment plants, to make ballast

in high demand and when charterers demand the

tional Convention for the Control and Management

water exchange unnecessary. Another element of

treatment systems.

of Ships’ Ballast Water and Sediments. Even if a

the convention is that over a transitional period until

Newbuildings as well as existing ships need to

vessel is not intended initially to sail to the US, the

the required technology is installed on the ships,

choose the right ballast water management system

ability to comply with their standards could affect

the shipmaster is only to perform the ballast water

tailored to fit their individual case. The intended

spot trading and resale price. It is unlikely that other

exchange in certain zones on the high seas.

range of trade is also important, for example, even

regions or states are going to have stricter require-

Exchange of ballast at sea, as recommended by

if a vessel is not intended initially to sail to the U.S.,

ments than US.

the IMO guidelines, currently provides the best-

it might still have to comply with the U.S.’s proposed

available measure to reduce the risk of transfer

stricter ballast water standards which could effect

In addition Owners are also faced with the task of

of harmful aquatic organisms, but is subject to

spot trading and resale price.

developing new

Owners are hesitating because of the varied,

Maintenance programes;

serious ship-safety limits. Even when it can be fully implemented, this technique is less than 100%

In the course of the future ballast water treatment,

Safety procedures;

effective in removing organisms from ballast water.

expenses will be incurred for both the initial procure-

Crew training.

It is therefore important that the exchange of ballast

ment of the system and for the treatment taking

Owners therefore face a complex task in choosing

water at sea is replaced by an effective ballast wa-

place on board. Therefore, GL advises its custom-

and installing the appropriate treat-ment systems

ter treatment method which is safe for the crew and

ers planning any newbuildings to provide the neces-

particularly when past experience on operation and

vessel, environmentally acceptable, cost-effective

sary technical prerequisites, so that the ships will

installation of such systems does not exist.

and technically feasible and practicable.

comply with the requirements of the IMO convention

Owners must also take into account that the instal-

A variety of ballast water treatment systems are

regarding ballast water management. Retrofitting is

lation costs may raise when engineering services

underway today, the development of which is based

always the more expensive option. However, ballast

are in high demand and when charterers will

on technologies or procedures currently used for

water treatment systems are not a one-size-fits-all

demand the treatment systems.

ABB Turbocharging.

Setting a new standard.

ABB Turbocharging introduces the all-new A100 turbocharger generation as a significant step in the development of single-stage, high-efficiency, high-pressure turbocharging. Three A100 series set a new standard with highest compressor pressure ratios for the high-speed and medium-speed diesel and gas engine segments as well as highest efficiency at high pressure ratios for low-speed diesel engines. For further information please contact ABB SA, Marine & Turbocharging, Athens / Greece. www.abb.com/turbocharging

ABB SA Marine & Turbocharging 2, Argyrokastrou & Gounari Str., Rentis Phone: +30 210 42 12 600 E-mail: turbo@gr.abb.com

44

BALLAST WATER

Lloyd’s Register

Ballast Water Treatment An overview Charis Anastasakis Lloyd’s Register Surveyor Design Support Office, Piraeus

Figure 1

Ballast Water Management has now become a “hot potato” amongst the environmental issues that the shipping industry is facing. The IMO Convention developed to address the introduction of nonindigenous invasive species into local waters and ecosystems is still pending ratification by enough countries before formal entry into force. Given that there are currently 27 (of the 30 required) signatories to the Convention representing 25.32% (of the 35% required) of the world’s GT, ratification of the Convention may be expected rather sooner than later.

Regulation B-3 of the Convention will eventually require most ships to install and use a ballast water treatment system (BWTS) that will meet or exceed the performance standards set out in Regulation D-2. Although ballast water management is regulated under the auspices of the IMO at international level, there are also many national and local requirements which in some cases dictate performance

generally derived from municipal and other industrial

with an inert gas injection or by means of a vacuum

standards a thousand times more stringent than

applications; however their use is constrained by

which asphyxiates the micro-organisms.

those adopted by the IMO, creating a regulatory

key factors such as space, cost and efficacy. There

All of the above disinfection methods have been

framework rather confusing for ship operators.

are two generic types of process technology used in

applied to ballast water treatment, with differ-

ballast water treatment: solid-liquid separation and

ent products employing different unit processes.

Meantime, almost fifty manufacturers of treatment

disinfection (Fig. 1).

Most commercial systems comprise two stages of

technologies have been identified with forty of them

Solid-liquid separation is simply the separation

treatment with a solid-liquid separation stage being

being mature enough to start or have already started

of suspended solid material, including the larger

followed by disinfection, though some disinfection

the approval process for their systems. By the end

suspended micro-organisms, from the ballast water,

technologies are used in isolation.

of 2010 eleven treatment systems had received final

either by sedimentation (allowing the solids to settle

approval and issued with type approval certificates

out by virtue of their own weight), or by surface filtra-

The real challenge, however, is the selection of the

under IMO’s G8 Guidelines. Several others are in

tion (removal by straining; i.e. by virtue of the pores

treatment system as not all systems are suitable for

the process of conducting the required land based

in the filtering material being smaller than the size of

use on all ship types, and the installation planning

and shipboard tests towards obtaining type approval.

the particle or organism). (Fig. 2)

as trying to squeeze a treatment unit in an already

In this view, IMO has agreed that there are sufficient

Disinfection removes and/or inactivates micro-organ-

congested ship may prove to be very difficult.

technologies available for ships with ballast capacity

isms using one or more of the following methods:

up to 5,000 m3. However, the majority of ship-

• chemical inactivation of the micro-organism

In order to select a suitable system, the following

owners will wait until the very last moment before

• physicochemical inactivation by irradiation with

should be carefully considered / consulted:

complying. Thus, in a more broad perspective, the

ultraviolet light (Fig. 3), which denatures the DNA

• The ballast water pump flow rates that the treat-

question of whether there will be enough units and

of the micro-organism and therefore prevents it

ment system will be required to cope with (note: the

manpower to plan installation and retrofit systems

from reproducing. Ultrasound or cavitation are also

treatment equipment capacity should be greater

before the deadlines, still remains.

physico-chemical disinfection methods

than the ship’s ballast rate to allow for an operating

• deoxygenation is achieved by reducing the partial

margin).

pressure of oxygen in the space above the water

• The ballast system piping diagrams showing the

The technologies used for treating ballast water are

BALLAST WATER

45

connections, pumping capacities and valves.

• Assess ease of maintenance, calibration and bal-

rangements maintain the separation of ballast tanks

• Compartment details for the installation of

last water sampling.

located within ‘gas safe’ and ‘gas dangerous’ zones.

treatment equipment and storage of consumable

• Assess the need for venting or other measures for

In some cases, separate ballast water systems may

materials.

compartments where active substances (chemical or

be required for each zone. Typically, this applies to

• Power supply availability and routing for control

otherwise) are stored or at risk of escape.

oil and chemical tankers.

cabling.

• Review manufacturers’ maintenance require-

• Certification requirements.

ments to confirm which activities the ship’s staff are

The number of type approved ballast water treat-

• Details of the ballast tank coatings.

required to perform, what spares and consumables

ment systems has trebled in the last two years. It is

Ship operators should expect suppliers to include

would need to be carried, and what service require-

now apparent that ballast water treatment technolo-

the following information in their offer:

ments, if any, would have to be undertaken by the

gies meeting the D-2 standard are available and es-

• Confirmation that their system has sufficient capac-

original equipment manufacturer (OEM).

tablished. However, there is still much to be learned

ity to meet the ship’s maximum ballast flow rates.

• Assess how sediments will be managed.

from actual in-service experience when these

• The system’s power consumption (excluding the

•MEnsure ballast tank gauging will not be affected

systems are operated in different environments with

ship’s fitted ballast pumps) and any other electrical

by the ballast water treatment system (pneumatic

varying feed water quality, and their efficacy over

requirements.

tank gauges may be affected by inerting of ballast

long periods of time as well as any effects (e.g. on

• Types of technology employed in the system.

tanks).

tank coatings) can be more accurately evaluated.

• The chemicals required and their consumption

• Ensure that the ballast water treatment system ar-

rates.

• Health and safety consid-

Figure 2

erations in terms of working environment, handling and storage of chemicals.

• Protection systems for normal and emergency operation.

• Training requirements for system operation, calibration, monitoring and health and safety.

• The work plan for supply to ship, installation, commissioning and test.

• A statement of the effect that the treated ballast water will have on ballast tank coatings, including copies of relevant studies that support such claims.

• An estimate of the reduction in the vessel’s ballasting rate following installation of the treatment system, and a description of the measures that can be taken to mitigate this.

Additional considerations that need further attention may include but are not limited to: • Ensure that existing auxiliary generators and control systems can cope with the additional power requirements (for some systems it may be necessary to upgrade generators).

• Check that treatment equipment can be easily integrated into existing ballast systems.

• Check the suitability of control requirements, including alarms and protective devices.

• Conduct a review of local versus remote operating systems and ease of integration with existing machinery controls.

Figure 3

46

BALLAST WATER

PANASIA

GloEn-Patrol™ Ballast Water Management System

System’s Advantages

across the filter element.

GloEn-Patrol™BWMS is a combined treatment system using mechanical Filters and specially designed UV

When this pressure difference reaches a pre-set

units to serve every kind of vessel by the most environmentally friendly and optimal way.

value, the back-flushing mechanism is automati-

Panasia has already a Reference list that includes Bulk Carries, Container ships, Crude oil tankers, Pure

cally operated. The back-flushing procedure can be

Car Carriers and other types of vessels.

based on a pre-set value or a pre-determined lapse

Adopting a 100% physical treatment technology, GloEn-Patrol™ effectively disinfects harmful aquatic organ-

of time. The back-flushing takes between 10 to 30

isms and pathogen in water, without generating any toxic substance during ballasting and de-ballasting.

seconds. During the back-flushing cycle the filtered

In addition, the Filter unit not only eliminates organisms larger than 50 micrometer but also controls and

water is not interrupted and continues to flow down-

manages sediment inflow in ballast tanks.

stream of the filter in the normal manner.

The overall procedure of ballasting and de-ballasting becomes as simple as a push of a button. Upon the operation mode is selected from the touch screen of the Monitoring & Control Panel, the PLC will undertake the operation of the all components that are involved to the procedure, it will even start the ballast pumps.

Specification of Filter

1.Removing large plankton over 50um

Status of the system and operational data can be monitored from the Control Panel in real time.

2.Rises UV light transmission

Features of GloEn-Patrol™BWMS

3.Low pressure drop 4.Automatic back flushing

1.The most environmental friendly system

5.Screen size : 50um

2.Compact design

6.Capacity : 50 ~ 6,000 m3/hr

3.Automatic back flushing without ballasting interruption

7.Max. pressure : 7 kg/ cm2

4.UV lamps auto wiping system 5.No toxic by-products 6.Very simple operation

How does the UV unit work?

Using UV light to disinfect water is a proven technol-

7.Easy and economical maintenance

ogy. This safe and effective physical disinfectant is

8.No corrosion problem

suitable for both large and small applications. UV’s

9.Less inflow of sediment

proven technology uses nothing but ultra violet light

How does the filter work?

to inactivate bacteria, viruses and other organisms that may be present in the water. UV unit is easy

The water enters through the inlet pipe into the filter area and flows through the cylindrical filter element

to operate and needs no expensive and potentially

from inside out. The accumulating sediments on the element surface causes pressure differential to develop

hazardous chemicals.

BALLAST WATER

UV light, which continues to be reliable means of disinfection, involves exposing contaminated water to irradiation from UV light. The treatment really works because UV light penetrates an organism’s cell walls and disrupts the cell’s genetic material, making reproduction impossible.

Specification of UV unit

1.Long life span(Medium-pressured UV lamp) 2.Disinfection of micro-organism 3.Easy maintenance and operation 4.Automatic cleaning wiper 5.Capacity : 50 ~ 6,000 m3/hr 6.Max. pressure : 7 kg/cm2

Monitoring & Control Panel

The monitoring & control panel is PLC(Programmable Logic Controller) based and is configured to activate and deactivate UV lamps via electric ballasts to maintain sufficient UV dose while conserving power.

The monitoring & control panel offers a real time monitoring of the status of system operation while logging the data required by the convention at the same time.

Specification of Control panel 1.Touch Screen

2.Main data display 3.Alarm display 4.Data logging for 24months 5.Controller : SIEMENS PLC

Explosion-proof type

GloEn-Patrol™ is the first BWTS in the world with Explosion-proof certificate issued by DNV. The DNV ATEX CERTIFICATE shows Ex II 2 G Ex px IIC T4 as explosion protection marking, enabling GloEn-Patrol™ to be installed in “Zone 1” hazardous areas like pump rooms and on-deck, making the installation even more flexible.

For further information please contact Ross Marine

47

48

BALLAST WATER

RINA

The impact of ballast water treatment systems on new and existing ship designs Introduction The introduction of invasive marine species into new environments by ships’ ballast water, attached to ships’ hulls and via other vectors has been identified as one of the greatest threats to the world’s oceans.

Shipping transfers approximately 10 to 12 billion tonnes of ballast water across the globe each year and there are thousands of marine species that may be carried in ballast water: basically anything that is small enough to pass through a ship’s ballast water intake. This includes bacteria and other microbes, small invertebrates and eggs, cysts and larvae of various species.

It is estimated that at any one time, from 3,000 to over 4,500 different species are being carried in ships’ ballast tanks around the world. The vast majority of marine species carried in ballast water do not survive the journey. However, when all factors are favourable, an introduced species may establish a reproductive population in the host environment and even become invasive, out-competing native species and multiplying into pest proportions. As a result, whole ecosystems are being changed.

In response to the threats posed by invasive marine species, the United Nations Conference on Environment and Development (UNCED) held in Rio de Janeiro in 1992, called on IMO and other international bodies to take action to address the transfer of harmful organisms by ships.

In December 1997 IMO adopted, by Resolution A.868(20), the voluntary “Guidelines for the control and management of ships' ballast water to minimize the transfer of harmful aquatic organisms and pathogens” giving general advice on how to minimize the uptake of harmful organisms and listing basic requirements for the execution of ballast water exchange, and in March 2002, IMO adopted Circular MEPC/Circ.389 - MSC/Circ.1021 on “Design suggestions for ballast water and sediment management options in new ships” detailing design suggestions to improve the efficiency of ballast water exchange and to optimize ballast water management.

The international convention for the control and Management of ships’ Ballast Water and sediments (BWM Convention) was adopted on 12 February 2004 by a Diplomatic Conference in order to regulate and control ballast water management.

BALLAST WATER The BWM Convention will enter into force twelve months after the date on which not less than thirty States, the combined merchant fleets of which constitute not less than thirty-five percent of the gross tonnage of the worldâ&#x20AC;&#x2122;s merchant shipping, have become parties to it.

For the management of ballast water, two main standards are defined by the Convention: D1:

ballast water exchange with an efficiency of 95%

volumetric exchange (for ships exchanging ballast water by the pumping-through method, pumping through three times the volume of each ballast tank shall be considered equivalent); D2:

allowable limits on viable organisms in ballast

water to be discharged, defined as maximum number and size per cubic meter (less than 10 viable organisms per cubic meter greater than or equal to 50 micrometers in minimum dimension and less than 10 viable organisms per millilitre less than 50 micrometers in minimum dimension and greater than or equal to 10 micrometers in minimum dimension). Ballast water management, in compliance with the D-2 standard, will be performed by type approved treatment systems.

The implementation dates according to the BWM Convention and Resolution A.1005(25) dated 29 November 2007 are reported in table 1.

Unless decided otherwise in the future by single Administrations or the IMO, after the entry into force date of the BWM Convention (at the moment still unknown) ships may be requested to give evidence of having conducted ballast water management according to the above, which means, in practice, that in the years to come, all ships will have to be fitted with a ballast water treatment system that complies with the D-2 requirements.

Up till now, 27 States, representing 25.32% of the world merchant fleet, have ratified the Convention.

Notwithstanding the above, a certain number of States, such as Australia, USA and Canada, have adopted national requirements on ballast water management, applicable to ships operating in their national waters that need to be carefully considered.

In particular, in several cases, local national requirements are stricter than those requested by the BWM Convention for treatment systems complying with the D-2 standards.

RINA Studies on impact of ballast water treatment systems The installation on board of a Ballast Water Treatment System will be the key issue related to the entry into force of the BWM Convention.

In order to highlight the consequences for owners and shipbuilders of the coming into force of the BWM Convention, RINA has carried out some studies focused on the main characteristics of some of the treatment systems available on the market and the impact of their installation on new buildings and existing ships.

49

50

BALLAST WATER

RINA

The ballast treatment systems analyzed consist

required in the mechanical filter.

- Dimensions of the ballast treatment system

of two main components: a mechanical filter and

The installation of the BWT system mainly con-

Figure 6 illustrates the surface area and the

a “biological sediments killer unit”.

cerns modification of the design of the ballast

height of the ballast water management sys-

In particular, the following 3 different BW treat-

system and its components.

tems, as depending on the ballast water flow

ment systems have been analyzed:

In particular:

rate.

-System 1: Mechanical filter, Killer unit: Oxida-

• An increase in power of ballast pumps should

tion technology

be considered to overcome the pressure drop

- Increase in the dimensions of diesel generators

-System 2

lost in the BWT system

The increase in dimensions of diesel generators

Mechanical filter, Killer unit: UV lamps

• The system may be redesigned and the

depends mainly on the ratio between the ballast

-System 3

scantling of the lines/valves could change for the

water pumps’ capacity and the electrical power

Mechanical filter (cyclone technique), Killer unit:

higher design pressure of part of the system

required to be installed on board, assuming that

UV lamps

• The stripping system should be modified: this

no BWT system is fitted.

The impact of their installation on the following

is not necessary for “single passage” systems

The percentage of additional required electrical

three existing projects has been analyzed:

power increases proportionally to the above-

• General cargo ship Handysize

Increase in electrical power to be provided

mentioned ratio;

o Ballast water transfer capacity: 1500 m3/h

on board

• In the worst situation it could be necessary to

o Electric power installed: 3 x D.G. 740 kW (1

In general, the installation on board of the Bal-

increase the number of diesel generators (e.g. in

spare)

last Water treatment system requires an incre-

the case of Panamax gearless bulk carriers )

• Product carrier (41000 DWT)

ment in electric power generation.

• In the remaining cases it could be necessary to

o Ballast water transfer capacity: 1500 m3/h

The main contributions to the increase in electri-

change the type or rating of the diesel genera-

o Electric power installed: 4 x D.G. 740 kW (1

cal power are:

tors.

spare)

• Increase in electrical power required by ballast

• Bulk Carrier Panamax

pumps

- Installation of new ballast pumps

o Ballast water transfer capacity: 2200 m3/h

• Electrical power required by the ballast water

The installation of the water treatment system

o Electric power installed: 3 x D.G. 400 kW (1

treatment system

can impact on the number and characteristics

spare – ship without cranes)

Figure 1 represents the power increase required

of the ballast pumps; in fact the power of the

In particular, the studies focused on the following

by ballast pumps as a function of the ballast

pumps might be increased in order to cover the

main aspects:

water flow rate.

pressure drop of the treatment system.

• Increase in electrical power to be provided on

The increase in power required by the Ballast

Considering the above, we deem that no new

board

Water treatment system is reported in Figure 2

problems concerning the arrangement of new

• Arrangement modification due to ballast water

as a function of the ballast flow rate.

ballast pumps will be encountered: the dimen-

system installation

Figure 3 represents the total power increase for

sions of ballast pumps are in general limited

• Modification requested to ballast piping and

each system as a function of the ballast flow

and related mainly to the capacity of the pumps

pumps

rate.

themselves.

• Increase in dimensions of diesel generators

For the three case studies, considering electri-

• Impact on fuel oil tanks

cal balance of in the most critical conditions

- Increase in capacity of diesel oil fuel tanks.

• Cost evaluation

(maximum electrical load) during ballasting and

The total power required in harbour conditions

deballasting, the increase in power of the diesel

is increased and consequently the consumption

Modification request to ballast piping and

generators required on board for the installation

of diesel/fuel oil: this could increase the total ca-

pumps

of the ballast water treatment system has been

pacity of fuel/diesel oil tanks on board the ship.

Scheme 1 and Scheme 2 illustrate the basis of

evaluated.

the functionality of the ballast system with the

Figures 4 and 5 present the increment in power

Cost evaluation

treatment module. In particular, Scheme 2-a

of the diesel generators on board, due to the

For the evaluation of the increase in cost of de-

refers to a “single passage treatment system”

installation of the BWT system.

livery of ships with the BWT system the following

whilst Scheme 2-b refers to a “double passage

aspects have been highlighted by the study:

treatment system” where:

Arrangement modification due to ballast

1. Installation costs

Single passage treatment system means a sys-

water system installation

• Cost of the ballast water treatment system

tem in which the ballast water passes only once

The ship arrangement is to be modified to take

• Costs due to more powerful diesel generators

in the treatment system (during the ballasting

into account the following issues:

• Costs due to more powerful ballast water

operation).

1. Dimensions of the ballast treatment system

pumps/electric engine

Double passage treatment system means a

2. Increase in the dimensions of diesel genera-

• Re-design costs

system in which the ballast water is treated twice

tors

• Out of service costs (the ship does not operate

(both during ballasting and deballasting opera-

3. Fitting of new ballast lines

during the installation of the system)

tions); in general the double passage is not

4. Increase in capacity of diesel oil fuel tanks.

BALLAST WATER 2. Running costs • Maintenance costs (replacement of exhausted filters, etc.)

• Operational costs (chemicals used in the process, etc.)

Other aspects to be considered Other important aspects that, together with the technical issues highlighted above, may be typical also of other systems available on the market and currently under examination by RINA are: • impacts of the treatment system on the ballast tank coating; • impact on modification of the ballast tank overflow piping system (some systems available on the market require the traditional overflow/air vent systems to be replaced with P/V valves); • impact on modification of ballast tank sounding systems (where P/V valves are required to be fitted the sounding system is probably to be modified).

Conclusions In conclusion, concerning the study carried out, we can summarize by saying that the impact of the fitting of the BWT system on the ship design depends on: • type of BWT system • type of ship In particular, the BWT system should be chosen taking into account the ship’s characteristics (General Arrangement, Ballast System, Electrical Power Generators) in order to minimize the costs of installation and maintenance.

In addition to the above, management aspects should be taken into account. In particular, the skills required by the crew to manage these systems are to be carefully taken into account, considering that, in the case of failure of the system due to wrong operations, the producer’s guarantee does not apply.

Thanks to the knowledge gained from the studies carried out and continuously updated, RINA is assisting owners and shipbuilders in the challenge of identifying the most appropriate ballast water treatment systems for their new and existing ships.

51

52

BALLAST WATER

Wilhelmsen

Technical Solutions

The Unitor Ballast Water Treatment System Unitor BWTS model

Flow rate per pump (m3/hr)

Power consumption

DN 150

100 to 200

4kW

DN 200

201 to 400

7kW

DN 250

401 to 600

9kW

DN 300

601 to 1,000

12kW

DN 350

1,001 to 1,200

15kW

DN 400

1,201 to 1,500

18kW

DN 450

1,501 to 2,000

22kW

DN 500

2,001 to 2,500

30kW

DN 600

2,501 to 4,000

45kW

well suited for retrofitting. There is also an option

Hyundai Heavy Industries (HHI) and Mitsubishi

to have the entire system skid mounted.

Heavy Industries (MHI). “Feedback from our

The Unitor BWTS has an exceptionally low

customers suggests that they chose Unitor

power requirement, typically just 45kW for a

BWTS for a range of reasons. The system only

4000m3/h system. The system’s low pressure

treats ballast water on intake, which simplifies

The Type Approved Unitor Ballast Water Treat-

drop will not impact on ballast pump sizing, and

the operational process. With a small footprint

ment System (Unitor BWTS) is a fully inline

the low power consumption will normally be well

and very low power consumption the technology

system treating ballast water on intake only.

within the ships generator capacity on retrofits.

is a flexible and economical solution for both

With one of the smallest footprints and lowest

For newbuilds, there should be no need for any

newbuilds and retrofits” says Petter Traaholt,

power consumptions in the market, the system

change to the design of the generator package.

President in Wilhelmsen Technical Solutions.

is a flexible and economical solution for both

Overall, this significantly reduces the costs as-

With the support of the Wilhelmsen Maritime

newbuilds and retrofits.

sociated with the installation and operation of a

Services’ global network in more than 2200

The technology combines the use of the fol-

BWT system, which is beneficial for both yards

ports in 116 countries, the Unitor BWTS is a safe

lowing treatment methods to provide a system

and operators.

choice for the lifetime of the system.

equally efficient in all water conditions: • Cavitation – based on a patented mechanical design • Electro-chlorination – to produce sodium

Power consumption for various flow rates

The Unitor BWTS, with technology provided by Resource Ballast Technologies, is produced, marketed, provided and supported by Wilhelmsen Technical Solutions globally.

hypochlorite (NaOCl) at max 1.0 ppm for sterili-

The Type Approved Unitor BWTS is designed

Wilhelmsen Technical Solutions is part of Wil-

sation particularly in salt water

to meet the D2 performance standards of the

helmsen Maritime Services, a Wilh. Wilhelmsen

• Ozone (O3) oxidation – to produce ozone (O3)

International Convention for the Control and

group company. It is a global provider of cost

at max 1.0 ppm for assisting with sterilisation in

Management of Ships’ Ballast Water and Sedi-

efficient, fully engineered solutions, equipment

fresh water

ments, 2004 of the IMO. It gained IMO Basic

and services for newbuilds and retrofits in the

• Self-cleaning mechanical filtering

Approval in 2008, Final Approval at MEPC 60

maritime and offshore industries.

in March 2010, and Type Approval from South

Their expertise includes fire suppression and

The solution is applicable for most vessel types

African Maritime Safety Authority under the

prevention, water treatment, heating, ventila-

and is available across the full range of sizes

authority of the South African Department of

tion, air-conditioning and refrigeration (HVAC-

required by the commercial maritime market.

Transport in August 2010. The system has been

R), power optimisation, power distribution and

The system sizes range from 100 to 4000m3/h

extensively and successfully tested in shipboard

control systems. Wilhelmsen Technical Solutions

per ballast pump. To reach capacities above

tests onboard MV Toronto in the period of July

designs, produces, installs, commissions and

4000m3/h modules can be installed in parallel,

2009 to June 2010. These combined with a

maintains its solutions for the lifetime of custom-

making the system ideally suited for vessels with

comprehensive series of land based tests at

ers’ vessels, rigs and platforms.

extremely large treatment requirements.

our Cape Town, South Africa test facility have

With a maximum reactor length of just 3.8

proven compliance with the D2 standard.

meters, and the possibility of being oriented

To date Wilhelmsen Technical Solutions has won

For more information visit: www.wilhelmsen.com/

horizontally or in a vertical loop, the solution is

contracts for 14 systems, including newbuilds at

technicalsolutions

TECHNICAL CONSULTANCY S & P INSPECTION NEWBUILDING SUPERVISION ATTENDANCE SHIP REPAIR AGENCY IN CHINA

EXCLUSIVE AGENTS FOR SHANGHAI SHUOLI CARGO GRABS mechanical and remote control type

Since 2005 involved in many NB projects in China : Oil tankers, chemical tankers, bulk carriers, Drill ships and private yachts. (detailed list available on request)

PANAMA MARITIME AUTHORITYINSPECTIONS

DIMITRI S. KYRIAKIDES & ASSOCIATES AUTHORIZED INSPECTIONS FOR LIFE BOATS AND DAVITS

MARINE CONSULT INTERNATIONAL LTD MARINE SURVEYORS AND CONSULTANTS 15 – 17, Hatzikyriakou Ave., Piraeus 185 37, Greece Tel: +30 210 4285 960 / 1, Fax: +30 210 4285 962 E-mail: info@marineconsult.gr Web side: www.marineconsult.gr China Branch Office: 333 Jin Gang Road, 3rd floor, office 307/309 Jinqiao, Pudong district, Shanghai 201206 Tel/fax +86 21 58609486, Mob +86 13817275761 E mail: dimitris@marineconsult.cn

54

BALLAST WATER

ABS

IMO Ballast Water Management Convention presents Technical Retrofit/Newbuilding Challenges

are also running.

In contrast, treatment systems that rely on chemical biocides and preparations that can be dosed into the ballast flow have an almost insignificant electrical load impact, but will require storage space, handling and dispensing equipment, along with necessary increases in safety requirements.

The International Maritime Organization’s Bal-

signatories for formal ratification, this has not

Yoshi Ozaki, ABS Director of Environmental

last Water Management Convention presents a

stopped the introduction of regional legislation

Technology, predicts shipowners planning for

number of technical challenges to shipowners,

by other entities, including national and state

retrofit installation of ballast water treatment

whether they are retrofitting systems to existing

governments.

systems will face technical and operational chal-

vessels or designing machinery spaces in new-

The convention is scheduled to enter into force

lenges before, during and after installation.

buildings, says ABS.

12 months after ratification by 30 states, repre-

“The ABS Advisory includes guidance to help

With the Convention drawing closer to ratifica-

senting 35 per cent of world merchant shipping

owners, operators and their suppliers prepare

tion and with many more treatment systems

tonnage. As at 11 January 2011, a total of 27

for the selection, installation and operation of an

approved by IMO, ABS recently issued a Ballast

countries representing more than 25 per cent of

appropriate treatment system based on vessel

Water Treatment Advisory to assist the industry

world merchant shipping by tonnage had ratified

type and trading pattern,” he said.

in better understanding the technical issues and

the Convention.

Owners and operators who have taken minimal

evolving regulations.

A burgeoning number of commercial systems

action because convention ratification has not

The advisory’s emphasis is on providing

have now been developed and have either been

appeared imminent could be putting their own

practical guidance for shipbuilders, owners and

approved as meeting the IMO requirements or

compliance timeline at risk, he added. Due to

operators on how to prepare for the selection,

are in the final stages of gaining Type Approval.

the complexity of the issues involved, it is im-

installation and operation of an appropriate treat-

Technical challenges for retrofitting BWT

portant that the research and planning process

ment system for different ship types.

systems vary. Mechanical systems can be of a

commence now if compliance is to be achieved.

“The ballast water management regulations

size that dictates where they can and cannot be

Ozaki stresses, “a wait-and-see strategy should

can be confusing for shipowners because they

installed and modularity can also impact retrofits

not be considered a practical option.”

contain many unresolved and complex issues,”

and the ability of a system to be easily broken

says Kirsi Tikka, ABS Vice President, Global

down for installation.

“Estimates submitted to the IMO’s Marine

Technology and Business Development.

Space is also an issue for systems employ-

Environment Protection Committee (MEPC) for

“What the Advisory attempts to do is to gather

ing chemical dosing because they will require

the numbers of ships to be fitted with ballast

together practical information covering principal

additional room for storage and handling of

water treatment systems are daunting. “The

regulatory developments as well as the types of

consumables, cleaning and maintenance. Stor-

estimates, prepared by Japan for submission

treatment systems currently available. We have

age conditions should be considered and these

to MEPC 61 suggest that approximately 6,000

also sought to highlight the many technical and

factors may require fire fighting or ventilation

ships will need to be retrofitted in 2015 and

design considerations that owners and their sup-

systems.

another 6,000 in 2016. When requirements

pliers should take into account when considering

The operational challenges that result will de-

increase dramatically in 2017, another 16,000

retrofitting or when specifying the design of a

pend on the type of system selected. Electrical

vessels will require retrofit. Shipowners should

newbuilding,” she adds.

power consumption by BWT can be a significant

begin planning for their retrofit requirements

The IMO adopted the Ballast Water Manage-

hurdle for some technologies on the high ballast

now,” he adds.

ment (BWM) Convention in 2004 but was forced

dependent ships. Due to insufficient electrical

Copies of the ABS Ballast Water Management

to defer implementation because insufficient

generating capacity, large power consumers

Advisory are available in hard copy from ABS of-

numbers of viable treatment systems had been

such as UV light banks, electrolytic chlorination

fices or can be freely downloaded from the ABS

developed and approved. Although the conven-

systems and de-oxygenation systems may not

web site at www.eagle.org, Resources, Booklets

tion has yet to reach the required number of

operate when other large shipboard consumers

& Bulletins, ABS Advisories.

56

BALLAST WATER

NK

Description of the System

controlled automatically..

The transfer of harmful aquatic species in ships’ bal-

• The oxygen produced in the

last water and sediments is a major global environ-

oxygen generator is saved

mental problem, causing severe impacts on marine

in the oxygen receiver. It

ecosystems, fisheries and other marine resources

provides stabilized flow and

and even human health in many parts of the world.

pressure to the ozone genera-

As part of global efforts to fight this threat; NK-O3

tor by reducing the pulsation

BlueBallast System was developed ship-board

of the produced oxygen.

ballast water treatment systems, in accordance with

The ozone destruct uses a

standards established by the International Maritime

catalytic bed and converts any

Organization (IMO).

unused ozone back to oxygen

Although ozone has an extremely short life-span,

before release to the atmos-

it is one of the most powerful oxidizing agents pro-

phere. The ozone destructor is

duced - effectively neutralizing endo-toxins, viruses,

used to run the ozone system

bacteria, fungi and organic material extremely

without injecting the ozone in

rapidly.

the ballast water. It will help to

In the NK-O3 System; a ship-board Ozone genera-

evaluate the good operation of

tor takes ambient air and strips away the nitrogen,

the ozone system.

concentrating the oxygen content – which is then

The Ozone system produces

passed through a high voltage or high frequency

ozone and provides to ballast

electrical field

water using by ozone injector.

to produce ozone. The ozone is then injected into

• The ozone generator passes

the incoming ballast water to oxidize and neutralize

the incoming concentrated

any harmful aquatic species.

oxygen through a high

A percentage of the aquatic species, especially any

frequency electrical field to

bacteria and viruses in the ballast water, are killed

produce ozone. The ozone

by direct contact with the ozone. The remainder

production will be controlled

are killed or neutralized when the ozone reacts with

by the ozone concentration

other chemicals that occur naturally in seawater, to

and the oxygen flow-rate. The

form hypobromous acid, a highly effective

ozone generator is a stand

disinfectant in its own right. Both ozone and hypobr-

alone unit. The PLC ensures

omous acid disintegrate extremely rapidly – ensur-

all operating conditions are

ing that there is no damage to the receiving waters

correct during start-up and

into which the treated ballast water is discharged.

steady state operation.

Function of the System

The Feed gas system produces compressed air from the ambient air, concentrates the oxygen and provides the raw material to produce ozone.

• The air compressor produces more than 7 bar of compressed air by inhaling the air of the atmosphere and provides compressed air to oxygen generator through air receiver; as raw material for oxygen generator.

• The air dryer (refrigerant type) is integrated in the air compressor. The air dryer satisfy needed air condition by refrigerating and dehumidifying the compressed air, heighten the efficiency of oxygen produce and endurance of the zeolite.

• The compressed air is saved in the air receiver that makes it possible providing the stable flow and pressure to the oxygen generator by reducing pulsation.

• The oxygen generator takes compressed air from the air compressor and strips away the nitrogen, concentrating the oxygen and providing the raw material to produce Ozone, PSA (Pressure Swing Adsorption) type. It has two tanks. When one tank is using for adsorption, the other is used for desorption. Operation and regeneration should be

O3 BlueBallast system

1.Air compressor, 2. Air dryer, 3. Air filters, 4. Air receiver, 5. Oxygen generator, 6. Oxygen receiver

• The water chiller keeps the Ozone generator cool.

Control of the chiller will be executed via the LCP of the chiller based on temperature.

• The ozone destruct uses a catalytic bed and converts any unused ozone back to oxygen before release to the atmosphere. The ozone destructor is used to run the ozone system without injecting the ozone in the ballast water. It will help to evaluate the good operation of the

1. Ozone generator, 2. Water chiller3. Ozone destructor, 4. Ozone distributor, 5. Ozone injector

ozone system.

• The ozone distributor consists of the flow control valves, flow-meters and 3-way valves. This controls the ozone gas flow-rate produced in the ozone generator and distributes that to the ozone injectors and ozone destructors.

• The ozone injector diverts incoming ballast water from the main ballast pipes into a ‘side-stream’, where it is injected with ozone before re-entering the main ballast stream. The side-stream injector ensures a high kill rate through optimal saturation of the incoming ballast. The side-stream injector also ensures a restricted dosage area – compared to trying to inject ozone into the large volumes of the ballast tanks. This eliminates potential for corrosion, by concentrating the ozone in the injector area only, which is made from high-grade, non-corroding stainless steal. Exclusive Representatives for Greece:OCEANKING Technical & Trading, 31, Bouboulinas str, 18535 Piraeus, Tel: 210 4296774

58

BALLAST WATER

OceanGuard Ballast Water Management System

TM

OceanGuardTM Ballast Water Management System, proudly introduced by Headway Technology Co., Ltd., is self-developed and manufactured, with the working principle of filtration and eletrocatalysis. The system is chemicalfree energy saving compact designed and quite small in size, enabling it to be perfectly fitted on vessels with limited space.

In June, 2009, OceanGuardTM BWMS was successfully installed on MV SITC YOKOHAMA, a container ship of 831 TEU, built in 2004, with very limited space in the engine room. The installation took five engineers, seven days to complete. The capacity of the system is 300 m3/h, taking space of only 0.6ă&#x17D;Ą in total, and with the power consumption of only 3 kW. No extra generators or pumps were required. Until now, the system has been showing excellent performance during operation.

By October 2009, landbased testings for OceanGuardTM BWMS have been finished successfully in NIVA Facility in Norway and Final Approval has been granted by IMO during MEPC 61, in October 2010.

OceanGuardTM BWMS can be customized for different vessels with capacity from 80 m3/h to 9000 m3/h, and is dedicated to be the optimized choice for shipowners, with the characteristics of chemical-free technology, compact design and full integration, and nocorrosion promise.

Besides, Headway has established a worldwide service network, with 120 service stations around the world, further guaranteeing the high-quality and efficient service.

HEADWAY OceanGuard is represented in the Greek market by AGV Commercial & Technical Services Ltd. AGV is a company with long experience in the international marine sector that holds a portfolio of reputable equipment manufacturers, shipyards and service providers.

More information regarding the companies that AGV represents as well as contact details you can find at www.agv.gr.

AGV

Commercial & Technical Services Ltd

National Insurance Brokers S.A National Insurance Brokers S.A.

est. 1962

NATIONAL Insurance Brokers S.A. offers a complete range of marine related insurance broking activities. With over 80 years of combined experience and round the clock service, it ensures fast and efficient resolution to any marine insurance problem.

Over the years we have created international connections with all major underwriting centers in the world and we can guarantee a highly competitive insurance placement with first class security.

NATIONAL Insurance Brokers S.A. aims to achieve the combination of the best coverage and security available worldwide at the most economical cost, combined with speed of claims service, which is paramount in todayâ&#x20AC;&#x2122;s commercial environment.

From the largest commercial vessel to the smallest pleasure craft, our motto is always the same: To provide the finest service available.

National Insurance Brokers SA 2 Kantharou str. Piraeus 185 37 Greece Tel.: +30 210 42 83 900, +30 210 45 33 450 Fax: +30 210 45 33 421 / 423 E-mail: reception@nationalib.gr www.nationalib.gr

60

top Story Ένωση Ελλήνων Εφοπλιστών

Θεόδωρος Βενιάμης:

Ορατές ενδείξεις ανάκαμψης της παγκόσμιας ναυτιλίας Η ΕΞΩΣΤΡΕΦΕΙΑ ΤΗΣ ΕΛΛΗΝΟΚΤΗΤΗΣ ΝΑΥΤΙΛΙΑΣ ΜΠΟΡΕΙ ΝΑ ΑΠΟΤΕΛΕΣΕΙ ΑΙΧΜΗ ΤΟΥ ΔΟΡΑΤΟΣ ΓΙΑ ΤΗΝ ΑΝΑΠΤΥΞΗ ΤΗΣ ΕΛΛΗΝΙΚΗΣ ΟΙΚΟΝΟΜΙΑΣ ΑΚΟΜΑ ΚΑΙ ΜΕΣΑ ΣΤΟ ΔΥΣΚΟΛΟ ΕΤΟΣ 2011 ΛΑΘΟΣ ΠΟΡΤΑ ΧΤΥΠΟΥΝ ΚΑΠΟΙΟΙ ΚΥΡΙΟΙ ΚΑΙ ΚΥΡΙΕΣ ΠΟΥ ΘΕΛΟΥΝ ΝΑ ΕΠΙΒΑΛΟΥΝ ΤΟΝ «ΘΕΩΡΗΤΙΚΟ ΕΡΑΣΙΤΕΧΝΙΣΜΟ» ΤΟΥΣ ΣΤΗ ΛΕΙΤΟΥΡΓΕΙΑ ΤΟΥ ΚΑΤΑΡΓΗΘΕΝΤΟΣ ΥΕΝ ΠΟΥ ΔΥΣΧΕΡΑΙΝΕΙ ΣΟΒΑΡΑ ΤΗ ΝΑΥΤΙΛΙΑ ΤΑ ΜΕΓΕΘΗ ΤΗΣ ΠΡΟΣΦΟΡΑΣ ΜΕ ΑΡΙΘΜΟΥΣ * 3000 ΠΛΟΙΑ 180.000.000 ΤΟΝΝΩΝ DWT * Η ΕΛΛΗΝΟΚΤΗΤΗ ΝΑΥΤΙΛΙΑ ΑΠΟΤΕΛΕΙ ΤΟ 40% ΤΗΣ ΚΟΙΝΟΤΙΚΗΣ ΚΑΙ ΤΟ 15% ΤΗΣ ΠΑΓΚΟΣΜΙΑΣ * ΟΙ ΕΙΣΠΡΑΞΕΙΣ ΤΗΣ ΝΑΥΤΙΛΙΑΣ ΚΑΛΥΠΤΟΥΝ ΤΟ 6% ΤΟΥ ΑΕΠ (ΕΝΑΝΤΙ ΜΟΛΙΣ 1% ΡΩΝ 27 ΕΤΑΙΡΩΝ ΤΗΣ Ε.Ε) * 1300 ΝΑΥΤΙΛΙΑΚΕΣ ΕΤΑΙΡΙΕΣ ΕΓΚΑΤΕΣΤΗΜΕΝΕΣ ΣΤΗΝ ΕΛΛΑΔΑ ΔΙΑΧΕΙΡΙΖΟΝΤΑΙ ΑΠΟ ΕΔΩ ΤΑ ΠΛΟΙΑ ΤΟΥ ΣΤΟΛΟΥ ΤΟΥΣ * Η ΣΥΝΑΛΛΑΓΜΑΤΙΚΗ ΠΡΟΣΟΔΟΣ ΤΟ 2010 ΑΝΗΛΘΕ ΣΕ 14.2 ΔΙΣ ΕΥΡΩ, ΕΝΑΝΤΙ 12.3 ΔΙΣ ΕΥΡΩ ΤΟ 2009 (ΑΥΞΗΣΗ 15.37%)

Meet us in Hall 9 Stand A 180

Peace of mind Monitoring of liquid cargo is in safe hands

CARGOMASTER速 is the complete solution for tank monitoring and alarm. Combined with the high precision cargo tank level radar OPTIWAVE 8300 C, the system offers unique benefits for tanker operators.

The CARGOMASTER速 system is well proven and is installed on all kinds of vessels, from the smallest product tankers to the most complex chemical tankers and VLCCs.

INTRA MARE HELLAS

(Greece representative) Tel.: +30 210 4293843 | Email: info@intramare.gr | www.intramare.gr

www.krohne-skarpenord.com

62

top Story Ένωση Ελλήνων Εφοπλιστών

Η δυναμική της ναυτιλίας των Ελλήνων και η εξωστρέφεια της, καθώς και η ισχυρή επιχειρηματική της υποδομή στην Ελλάδα είναι δυνατόν να αποτελέσει αιχμή του δόρατος για την ανάπτυξη της Ελληνικής Οικονομίας, ακόμα και μέσα στο δύσκολο 2011. Αυτό υπογράμμισε μεταξύ άλλων ο πρόεδρος της Ενώσεως Ελλήνων Εφοπλιστών κ. Θεόδωρος Βενιάμης, μιλώντας στην γενική συνέλευση του κλάδου, επισημαίνοντας ταυτόχρονα ότι παρά την γενικότερη αστάθεια της ναυλαγοράς που περιόρισε αισθητά την διακίνηση του θαλασσίου εμπορίου, υπάρχουν σαφείς αισιόδοξες ενδείξεις υποχώρησης της διεθνούς κρίσης. Ειδικότερα ο κ. Βενιάμης είπε τα εξής: «Κυρίες και κύριοι Συνάδελφοι, Αφού ευχηθώ καλή και δημιουργική χρονιά, με υγεία και ευημερία, σε εσάς και στις οικογένειές σας και πριν προχωρήσω στον απολογισμό των πεπραγμένων της Ενώσεως για τον χρόνο που πέρασε, θα ήθελα να μοιραστώ μαζί σας, κάποιες σκέψεις μου για τη θέση και τον ρόλο της ελληνικής ναυτιλίας στην παγκόσμια αλλά και την ελληνική δυσμενή οικονομική συγκυρία. Και αυτό, γιατί πιστεύω ότι δεν μπορεί να δοθεί το στίγμα πορείας του θαλάσσιου μεταφορικού έργου, εάν προηγουμένως δεν εκτιμηθεί σωστά το ευρύτερο οικονομικό και πολιτικό περιβάλλον μέσα στο οποίο αναπτύσσεται. Ένα περιβάλλον το οποίο, στην παρούσα φάση, είναι σίγουρα μεταβατικό. Θα προσπαθήσω να είμαι, κατά το δυνατόν, σύντομος: Το 2010 ήταν, και για την ναυτιλία μας, έτος που δεν επέτρεπε εφησυχασμό. Η εγγενής αστάθεια της ναυλαγοράς, δεν δικαιολογούσε σε κάθε περίπτωση, εντυπωσιακές επιχειρηματικές πρωτοβουλίες, όπως αυτές του πρόσφατου παρελθόντος. Η παράταση της χρηματοπιστωτικής στενότητας, με συνακόλουθη συστολή της παραγωγής και μείωση της θαλάσσιας διακίνησης του εμπορίου κατά 350 εκατομμύρια τόνους, καθώς και οι ανταγωνισμοί στο πολιτικό, νομισματικό και γεωστρατηγικό πεδίο, ήταν λογικό να επηρεάσουν ψυχολογικά τον τομέα των θαλασσίων μεταφορών. Αυτό πάντως, δεν συνέβη στον αναμενόμενο βαθμό και, ως εκ τούτου, η πίεση της αγοράς από τις νέες παραγγελίες, ενισχύει τους φόβους ανατροπής του συσχετισμού προσφοράς και ζήτησης χωρητικότητας. Η διολίσθηση των τιμών των ναύλων σε όλους τους τομείς, ιδίως τους τελευταίους μήνες του 2010, ενίσχυσε περισσότερο αυτούς τους φόβους, δεδομένου ότι μέσα στον καινούργιο χρόνο, αναμένεται να εισέλθει στην αγορά ογκώδης χωρητικότητα νέων πλοίων. Ωστόσο, μπορεί να διατυπωθεί και μια αισιόδοξη πρόβλεψη: Κάποιες ενδείξεις υποχώρησης της διεθνούς κρίσης που αρχίζουν να γίνονται ορατές, σε συνδυασμό με την ανθεκτική ανάπτυξη της Κίνας, της Ινδίας και γενικότερα της Ν.Α. Ασίας κατά την προσεχή δεκαετία, θεωρείται πιθανό, να διαμορφώσουν επίπεδα κερδοφορίας. Συγκεκριμένα, η Κίνα παρά την υπερθέρμανση της οικονομίας της, διατήρησε το τελευταίο τετράμηνο του 2010 ρυθμούς ανάπτυξης

της τάξης του 10%. Όλα αυτά, βέβαια, τουλάχιστον επί του παρόντος, είναι ακόμη υποθέσεις που δεν δίνουν καθαρή εικόνα, ούτε και θα δώσουν στο εγγύς μέλλον. Ωστόσο, το ενδεχόμενο να ενταθεί ο ρυθμός των διαλύσεων παρήλικης χωρητικότητας υπό την πίεση μιας δύσκολης αγοράς, δικαιολογεί ελπίδες κάποιας ισορροπίας. Σε αυτό λοιπόν, το εξαιρετικά ρευστό και ασταθές περιβάλλον, η ναυτιλία των Ελλήνων κατόρθωσε να διατηρήσει τη δύναμή της, να συνεχίσει την ανανέωση του στόλου της με ελεγχόμενους ρυθμούς, σε πολλές περιπτώσεις και να ενισχύσει το εθνικό νηολόγιο. Ήδη 3.000 περίπου πλοία ελληνικής ιδιοκτησίας, χωρητικότητας 180.000.000 dwt προσφέρουν αξιόπιστες μεταφορικές υπηρεσίες σε όλους τους τομείς του θαλάσσιου εμπορίου, γιατί ενσωματώνουν την πιο εξελιγμένη ναυτική τεχνολογία και γιατί τελούν υπό διαχείριση που συνδυάζει με επιτυχία, την παράδοση με την καινοτομία. Αυτός πιστεύω, είναι και ο κύριος λόγος της αντοχής μιας τόσο μεγάλης ναυτιλίας σε ένα τόσο δυσμενές οικονομικό περιβάλλον και υπό συνθήκες σκληρού ανταγωνισμού. Ενδεικτικά αναφέρω, ότι η ελληνόκτητη ναυτιλία αντιπροσωπεύει σήμερα σε χωρητικότητα το 40%, της Κοινοτικής και το 15 % της Παγκόσμιας. Σύμφωνα με μελέτη της Τράπεζας της Ελλάδος, οι εισπράξεις από τη ναυτιλία, ανέρχονται σε ιδιαίτερα υψηλά επίπεδα σε σύγκριση με αυτές των χωρών της Ευρωπαϊκής Ένωσης. Συγκεκριμένα, καλύπτουν το 6% του ΑΕΠ, ενώ στους 27 εταίρους μας δεν υπερβαίνουν το 1%, λαμβανομένου, βέβαια υπόψη, του εύρους ορισμένων ευρωπαϊκών οικονομιών. Ως προς την πορεία της ναυτιλίας στη δύσκολη εθνική συγκυρία, θα ήθελα να επισημάνω ότι περισσότερες από 1.300 ναυτιλιακές εταιρίες (μια άκρως δυναμική επιχειρηματική κοινότητα) είναι εγκαταστημένες σήμερα στην Ελλάδα με τάση για ολοκληρωμένη από εδώ, διαχείριση των πλοίων του στόλου τους. Και αυτή η σημαντική εξέλιξη, παρά τις υπάρχουσες εγγενείς δυσχέρειες και, βεβαίως, παρά την περιπέτεια της διάλυσης του ιστορικού Υπουργείου Εμπορικής Ναυτιλίας τον Οκτώβριο του 2009 με πρακτικές και ψυχολογικές συνέπειες για τους φορείς του κλάδου. Δυστυχώς, το σοβαρό αυτό πρόβλημα, μετά από τρεις ατελέσφορους κυβερνητικούς πειραματισμούς και παρά τις στοχευμένες παρεμβάσεις της Ένωσής μας και των άλλων παραγόντων της ναυτιλιακής κοινότητας, πέρασε τον Νοέμβριο σε πιο δυσμενή και, αδιέξοδη φάση, που οδηγεί σε βαθμιαία αποστρατικοποίηση του διοικητικού φορέα. Μία περίεργη εμμονή «θεωρητικού ερασιτεχνισμού» με σκοπό να επηρεάσει τα κέντρα πολιτικών αποφάσεων. Τι σημαίνει αυτό; Όπως εικάζεται από διάφορα δημοσιεύματα, κάποιες κυρίες και κάποιοι κύριοι προβάλλουν την κατά τη γνώμη τους, επιστημονική εξειδίκευση, προκειμένου να παίξουν ρόλο σε ένα χώρο μεγάλης παράδοσης, βαθιάς γνώσης και ιδιάζουσας εμπειρίας. Τους πληροφορούμε ότι χτυπούν λάθος πόρτα..... Όμως, αυτή η ασάφεια και αυτή η σύγχυση στα μετόπισθεν ενός μεγάλου ποντοπόρου στόλου, ενδέχεται κάποια στιγμή, να έχουν δυσμενείς,

γενικότερα, συνέπειες. Το τόνισα ήδη στην αρμόδια Επιτροπή της Βουλής, θα το πω, όμως, για μια ακόμη φορά και από αυτό το βήμα: Η ναυτιλία των Ελλήνων προσδοκά πάντα την ανασύσταση του ιστορικού Υπουργείου Εμπορικής Ναυτιλίας και την επαναφορά του Λιμενικού Σώματος στα καθήκοντα της άσκησης ενιαίας εθνικής ναυτιλιακής πολιτικής, μέσα και έξω από τα όρια της πατρίδας μας. Και τώρα μερικά στοιχεία για τη συγκεκριμένη, άμεση και έμμεση, προσφορά της ναυτιλίας στην οικονομία του τόπου, εν μέσω δεινής και για την πατρίδα μας κρίσης. Κατ’ αρχάς δημιουργεί αισιοδοξία η ανάκαμψη του ναυτιλιακού συναλλάγματος σε σχέση με το αμέσως προηγούμενο έτος και σε περίοδο που οξύνθηκαν τα χρόνια προβλήματα του δημοσιονομικού ελλείμματος και διογκώθηκε περαιτέρω το δημόσιο χρέος. Η συναλλαγματική πρόσοδος από τη δραστηριότητα της ναυτιλίας τον Νοέμβριο του 2010 ανήλθε σε 14,2 δισ. ευρώ, έναντι 12,3 δισ. ευρώ το ενδεκάμηνο του αμέσως προηγούμενου έτους. Δηλαδή, αύξηση 15,37 %. Αγαπητοί Συνάδελφοι, Το πλοίο, σε όλες τις δύσκολες ώρες του εθνικού βίου, ήταν αυτό που άνοιγε πρώτο, τον δρόμο της επιτυχίας και της ανάπτυξης. Είμαστε ναυτικός λαός και δεν θα πρέπει να το ξεχνάμε ούτε εμείς, ούτε οι άλλοι. Άλλωστε, σήμερα που η χώρα δέχεται σκληρή, πολλές φορές ίσως και άδικη, κριτική για την κατάσταση της οικονομίας της, η ναυτιλία είναι εκείνη που εξακολουθεί να κρατά ψηλά το εθνικό γόητρο με την παγκόσμια πρωτοπορία της, όχι μόνο σε επίπεδο εντυπώσεων, πολιτικής και κύρους στα διεθνή fora, αλλά και σε επίπεδο συγκεκριμένων οικονομικών μεγεθών και πολιτικών. Αίφνης, η κινεζική συμπαράσταση που ανεπιφύλακτα εκδηλώθηκε για την Ελλάδα τον περασμένο χρόνο στη διάρκεια της επίσημης επίσκεψης του Κινέζου πρωθυπουργού στην Αθήνα, δικαιολογεί νομίζω, την βαθιά ικανοποίηση του ελληνικού εφοπλισμού αφού αυτός πρώτος, πριν πολλά χρόνια, ξεκίνησε φιλική και παραγωγική συνεργασία με την αναδυόμενη παγκόσμια υπερδύναμη. Ο ίδιος ο Κινέζος πρωθυπουργός μιλώντας στο ελληνικό Κοινοβούλιο, έκανε θερμή αναφορά στην πολυετή ελληνοκινεζική συνεργασία τόσο στις θαλάσσιες μεταφορές, όσο και στις ναυπηγήσεις. «Οι έλληνες εφοπλιστές, είπε, είναι αυτοί που πρώτοι συνέβαλαν στο άνοιγμα της Κίνας προς τον έξω κόσμο..». Όταν, λοιπόν, με το καλό, βάλουμε τάξη στα του οίκου μας, δημιουργώντας τις ανάλογες θεσμικές και οικονομικές προϋποθέσεις, τότε η ναυτιλία θα μπορέσει να αξιοποιήσει ευρύτερα τα πλεονεκτήματα του δυναμισμού και της εξωστρέφειας και να ενισχύσει περαιτέρω το ρόλο της ως ατμομηχανής ανάπτυξης της χώρας. Η σταθερότητα του θεσμικού περιβάλλοντος μέσα στο οποίο επωάσθηκε η πρωτοφανής ανάπτυξη των προηγούμενων δεκαετιών και η διασφάλιση του κατάλληλου ψυχολογικού κλίματος, αποτελούν προϋποθέσεις για τη στενή σύνδεση πλοίου και οικονομίας, πρωτίστως για το καλό του τόπου.

64

top Story Ένωση Ελλήνων Εφοπλιστών

Αυτό, άλλωστε, προκύπτει και από την πρόσφατη έρευνα της Εθνικής Τράπεζας, σύμφωνα με την οποία η ναυτιλία που τα τελευταία δέκα χρόνια αναδείχθηκε ως ο πλέον εξωστρεφής κλάδος της οικονομίας, μπορεί να αποτελέσει αιχμή του δόρατος για την ανάπτυξη, ακόμη και μέσα στο δύσκολο 2011. Άλλωστε, το παράδειγμα της Κύπρου που ο στόλος της κατέχει την δέκατη θέση στην παγκόσμια κατάταξη με την άσκηση συστηματικής και εμπνευσμένης ναυτιλιακής πολιτικής, δεν βρίσκεται μακριά μας. Αναφορικά με τις δραστηριότητες που ανέπτυξε η Ένωση τον περασμένο χρόνο, πέρα από την προσπάθεια αποκατάστασης της ενότητας του διοικητικού φορέα της ναυτιλίας, θα ήθελα να σημειώσω και τα εξής: Για την προσέλκυση ικανών και άξιων ανθρώπων στο ναυτικό επάγγελμα και τη ναυτική εκπαίδευση: Πραγματοποιήθηκε, για τρίτο χρόνο, από την τηλεόραση και το internet, η καμπάνια προβολής της ναυτικής σταδιοδρομίας με αξιοπρόσεκτα και πάλι, αποτελέσματα, δεδομένου ότι υπερκαλύφθηκε ο αριθμός των 900 θέσεων που είχαν προκηρυχθεί για τις Ακαδημίες Εμπορικού Ναυτικού.

-Καταρτίσθηκε και υποβλήθηκε στο Υπουργείο Θαλασσίων Υποθέσεων, Νήσων και Αλιείας ολοκληρωμένη μελέτη για τον εκσυγχρονισμό της λειτουργίας της δημόσιας ναυτικής εκπαίδευσης, την αναβάθμιση του διδακτικού προσωπικού και τη βελτίωση της υποδομής των Ακαδημιών. Συγκεκριμένα, η μελέτη, μεταξύ των άλλων, προτείνει τον εκσυγχρονισμό της νομοθεσίας για την απόκτηση αποδεικτικού ναυτικής ικανότητας, προσδιορίζει την απαιτούμενη διδακτέα και εξεταστέα ύλη, την επιμόρφωση του διδακτικού προσωπικού και τη μετεκπαίδευσή του, την επιδότηση της «κατευθυνόμενης επί πλοίου εκπαίδευσης» και σε ελληνόκτητα πλοία εκτός ΝΑΤ. Επίσης προτείνει τη διάθεση κονδυλίων για τον εξοπλισμό των σχολών του ναυτικού εκπαιδευτικού συστήματος, την παραμονή του στον διοικητικό φορέα που ασχολείται ειδικώς με την ναυτιλία και υποδεικνύει την ανάγκη να θεωρείται το δίπλωμα Α΄ πλοιάρχου και μηχανικού ισότιμο με αυτό των ανώτατων εκπαιδευτικών ιδρυμάτων. Ακόμη, δίνει ιδιαίτερη βαρύτητα στην επιτάχυνση και ολοκλήρωση των θεσμικών εκείνων διαδικασιών που θα ανοίξουν τον δρόμο στην ανάπτυξη ενός σύγχρονου δικτύου ιδιωτικών ναυτικών σχολών, και θα δώσουν νέα δυναμική, τόσο ποιοτική όσο και ποσοτική, στην εν γένει ναυτική εκπαίδευση. Και μάλιστα σε περίοδο που το κράτος αναγκάζεται εκ των πραγμάτων, να μετακυλίει βάρη στην ιδιωτική πρωτοβουλία.

- Το 2010 και παρά τη διεθνή κρίση, τα «Ποσειδώνια» του Ιουνίου, ανέδειξαν για μια ακόμη φορά την Ελλάδα ως ένα από τα πιο δυναμικά κέντρα της ναυτιλιακής βιομηχανίας διεθνώς, ενώ η Ένωση, με το περίπτερό της, προέβαλε τη συστηματική προσπάθεια που καταβάλλει για την προσέλκυση νέων στο ναυτικό επάγγελμα. Επίσης αξιοποιήθηκε σε μεγάλο βαθμό η ευκαιρία

για σειρά επιτυχημένων επαφών με παράγοντες και εκπροσώπους άλλων ναυτιλιών, πιστωτικών ιδρυμάτων, ναυπηγείων κλπ.

- Και τον περασμένο χρόνο η Ένωση συνέχισε το κατά παράδοση κοινωνικό της έργο, τόσο με τη βράβευση των ναυτικών που συνταξιοδοτήθηκαν με τη μεγαλύτερη υπηρεσία σε ποντοπόρα πλοία, όσο και με την απονομή υποτροφιών για μεταπτυχιακές σπουδές σε παιδιά ναυτικών και, γενικότερα, σε νέους με αξιόλογες επιδόσεις.

- Επίσης συνέχισε την προσφορά της εφοπλιστικής κοινότητας για την αντιμετώπιση και πρόληψη φυσικών καταστροφών, μετά τη λαίλαπα των πυρκαγιών του θέρους 2007, με την παράδοση στην Πυροσβεστική Υπηρεσία 110 μοτοσικλετών τύπου Kawasaki, για να ενταχθούν στο πρόγραμμα «Δίκυκλης Επιτήρησης Δασών και Δασικών Εκτάσεων». Οι μηχανές συνοδεύτηκαν και από 220 στολές προστασίας για ισάριθμους αναβάτες.

-Επιπροσθέτως, η Ένωση ανέλαβε και πραγματοποιεί προσφορά σε είδη και σε υπηρεσίες προς το Λιμενικό Σώμα, για την επισκευή και τον εξοπλισμό των πλωτών του μέσων, συνολικού ύψους 1.000.000 ευρώ, ενώ σε εκπλήρωση της δέσμευσης που ανέλαβε να διαθέσει τη δαπάνη για την αναβληθείσα δεξίωση των «Ποσειδωνίων» υπέρ της ναυτικής εκπαίδευσης, προωθεί την ανακαίνιση του κτιρίου του ΚΕΣΕΝ, συνολικού κόστους 450.000 ευρώ.

-Πριν όμως ολοκληρώσω τον απολογισμό για το έργο της Ένωσης το 2010 στον εθνικό χώρο, θέλω να σας ενημερώσω για μια ιδέα που επεξεργάζομαι μαζί με τον πρόεδρο της Επιτροπής Δημοσίων Σχέσεων, τον αγαπητό συνάδελφο Ματθαίο Λω. Η ιδέα αυτή αφορά τους νέους της εφοπλιστικής και της ευρύτερης ναυτιλιακής κοινότητας. Όπως γνωρίζετε, αρκετά παιδιά μελών του διοικητικού συμβουλίου παρακολουθούν τις συνεδριάσεις του και με την ιδιότητα του εκπροσώπου των γραφείων τους, όπου έχουν την ευκαιρία να ενημερώνονται για τα τρέχοντα θέματα και να αποκτούν εμπειρία ως προς την αξιολόγηση και τον ενδεδειγμένο τρόπο χειρισμού τους. Μία εξοικείωση με τα «κοινά», στο πλαίσιο της συλλογικότητας του κλάδου, που θα αποδειχθεί χρήσιμη στη μελλοντική τους σταδιοδρομία. Τώρα, σκεφτόμαστε, αυτή την εξοικείωση να τη διευρύνουμε με κάποιους «Κύκλους Συζητήσεων» μεταξύ των νέων και των στελεχών της Ένωσης, προκειμένου να μεταφερθεί με τον καλύτερο δυνατό τρόπο μια πολύτιμη πείρα στη γενιά που έρχεται. Για την προσπάθεια αυτή ζητώ και τη δική σας έγκριση. Κυρίες και κύριοι, και τον περασμένο χρόνο η Ένωση Ελλήνων Εφοπλιστών επέδειξε έντονη κινητικότητα με σημαντικές πρωτοβουλίες και παρεμβάσεις, τόσο στον κοινοτικό, όσο και στον διεθνή διάλογο, σε θέματα που σχετίζονται με την εύρυθμη λειτουργία του ναυτιλιακού έργου και την ενίσχυση της ανταγωνιστικότητας της ναυτιλίας. Αναφέρω με συντομία τις κυριότερες από αυτές: -Το 2010 ήταν έτος έντονων διεργασιών και

πολιτικών πιέσεων για μέτρα μείωσης των ατμοσφαιρικών εκπομπών των πλοίων. Συγκεκριμένα, τον μήνα Ιούλιο, τέθηκαν σε ισχύ οι νέοι κανονισμοί της MARPOL, ενώ σειρά μελετών επιβεβαίωσε τους φόβους για μετατόπιση φορτίων από τις θαλάσσιες στις χερσαίες μεταφορές, λόγω αυξημένου κόστους των καθαρότερων καυσίμων. Εξ άλλου, στον ΙΜΟ συνεχίσθηκε η δυστοκία ως προς την καθιέρωση τεχνικών και λειτουργικών μέτρων για τη μείωση των εκπομπών των πλοίων λόγω της άρνησης των αναπτυσσομένων χωρών να εφαρμοσθούν τα μέτρα αυτά και στα δικά τους πλοία. Ανάλογες αντιδράσεις σημειώνονται και για την καθιέρωση από τον ΙΜΟ αγοροκεντρικού μηχανισμού για την είσπραξη των εσόδων από τη ναυτιλία. Σοβαρότερη, όμως, διαγράφεται η απειλή μεγαλύτερης και ασύμμετρης επιβάρυνσης από τον εισπρακτικό μηχανισμό της σύμβασης των Ηνωμένων Εθνών για το Παγκόσμιο Κλίμα. Όπως, άλλωστε, αναμενόταν, η Διάσκεψη της Σύμβασης στο Cancun, τον περασμένο Δεκέμβριο, δεν κατέληξε σε συμφωνία πάνω σε καίρια θέματα. Ωστόσο, διατηρούνται ελπίδες ότι, τελικά, η διεθνής ναυτιλία θα εξαιρεθεί από το νέο καθεστώς για το παγκόσμιο κλίμα. Πρέπει, πάντως, να επισημανθεί ότι είναι υπαρκτή η απειλή και για ανάλογα μέτρα από την Ευρωπαϊκή Ένωση. Εμείς, ως Ένωση Ελλήνων Εφοπλιστών, υποστηρίζουμε την πάγια θέση μας, ότι τα κάθε είδους μέτρα για τη μείωση των ατμοσφαιρικών εκπομπών των πλοίων πρέπει να ισχύουν διεθνώς, να έχουν θεσμοθετηθεί από τον ΙΜΟ, να έχουν πρακτικό χαρακτήρα και, βεβαίως, να εφαρμόζονται από όλα τα πλοία, ανεξαρτήτως σημαίας. Με σειρά υπομνημάτων που καταθέσαμε αρμοδίως τόσο σε ευρωπαϊκό όσο και σε διεθνές επίπεδο, αποδεικνύουμε το ανεφάρμοστο του συστήματος εμπορίας εκπομπών ETS στις θαλάσσιες μεταφορές.

-Σε απόλυτη προτεραιότητα μας απασχόλησε, εξάλλου, η μάστιγα της πειρατείας, μετά τις διαστάσεις που προσέλαβε το φαινόμενο στις θαλάσσιες περιοχές των ανατολικών ακτών της Σομαλίας και του δυτικού Ινδικού ωκεανού. Υπ’ αυτές τις συνθήκες η εντατικοποίηση των μέτρων για την αντιμετώπισή της, κατέστη και αναγκαία και κατεπείγουσα. Ωστόσο, σε κάθε περίπτωση η αυτοπροστασία των πλοίων αποδεικνύεται καθοριστική στην αποτροπή των πειρατικών περιστατικών. Για τον λόγο αυτό η Ένωση με σειρά από εγκυκλίους προέτρεψε και προτρέπει τα μέλη της, να εφαρμόζουν σχολαστικά τις οδηγίες βέλτιστων πρακτικών των διεθνών οργανισμών. Χωρίς, βεβαίως, αυτό να σημαίνει, ότι οι πολυεθνικές ναυτικές δυνάμεις που περιπολούν στην περιοχή και ο ανάλογος συντονισμός τους, δεν πρέπει να διαδραματίζουν τον πρώτο ρόλο στην εξουδετέρωση των επιθέσεων, αλλά και στη γενικότερη καταστολή του πειρατικού φαινομένου. Ακριβώς στο πνεύμα αυτό, η Ένωσή μας και σε συνεργασία με τους αρμόδιους φορείς της Πολιτείας, συνέβαλε στην προώθηση μέτρων για την καταστολή των πειρατικών επιδρομών, ενώ έλαβε

DESMI Pumps & Systems integrate knowledge & technology

www.desmi.com

DESMI – Supplying the World with Pumps and Systems DESMI develops, manufactures and supplies pumps and pump systems for marine and offshore related sectors.

•

Centrifugal pumps

•

Electric deep-well cargo pumps for LPG/C – LEG/C, molten sulphur carriers and product/chemical carriers

•

DESMI ROTAN® internal gear pumps for high-viscous liquids

Hear more about our below concepts: •

OptiSaveTM Save up to 80% of the pump energy consumption and get your pumps for free!

•

DESMI 48 - Fast Track Pumps up to 1000 m3/h delivered within 5 days!

Greece representative: Intra Mare Hellas 4, Skouze Str., 185 36 Piraeus Phone: +30 210 429 3843 Fax: +30 210 429 3845 E-mail: project@intramare.gr

www.desmi.com

66

top Story Ένωση Ελλήνων Εφοπλιστών

ενεργό μέρος στις εργασίες της Ομάδας Επαφής που συνήλθε στην Νέα Υόρκη τον περασμένο Ιούνιο.

-Ένα άλλο, σοβαρό θέμα που μας απασχόλησε τον περασμένο χρόνο ήταν η αυξανόμενη τάση ποινικοποίησης του ναυτικού επαγγέλματος. Απόδειξη, η απόφαση του Ευρωπαϊκού Δικαστηρίου Ανθρωπίνων Δικαιωμάτων που έκρινε ορθή και δικαιολογημένη τη δικονομική αντιμετώπιση του πλοιάρχου του “Prestige” Μαγκούρα, από τα ισπανικά δικαστήρια. Συγκεκριμένα, η απόφαση έκρινε ότι η επιβολή εγγύησης ύψους τριών εκατομμυρίων ευρώ για την άρση της κράτησής του, τη στιγμή που κρατείτο επί οκτώ χρόνια, χωρίς προσδιορισμό ημερομηνίας της κύριας δίκης «δεν αποτελεί παραβίαση των ανθρωπίνων δικαιωμάτων». Δυστυχώς, οι περιβαλλοντικές ανησυχίες, ανεξάρτητα από το αν έχουν ή δεν έχουν έρεισμα, φαίνεται ότι υπερτερούν των θεμελιωδών ανθρωπίνων δικαιωμάτων, κατά τρόπο απαράδεκτο, ακραίο, μονομερή και σίγουρα υποκριτικό, ο οποίος δεν συμβιβάζεται με το επίπεδο προστασίας της αξίας του ανθρώπου που έχει κατακτηθεί στις σύγχρονες δημοκρατικές κοινωνίες. Η Ένωση και στην περίπτωση αυτή, πρωτοστατεί για την καταδίκη της απαράδεκτης τάσης ακραίας ποινικοποίησης του ναυτικού επαγγέλματος από τα ευρωπαϊκά όργανα και, βεβαίως, δραστηριοποιείται με γνώμονα την αποτελεσματική αντιμετώπισή της.

-Όλα τα θέματα που προανέφερα, είχαμε την ευκαιρία να τα συζητήσουμε διεξοδικά με τους συναδέλφους κυρίους Κανελλάκη, Χανδρή, Δημητριάδη- Ευγενίδη, Παπαγιαννόπουλο και Λύρα κατά την επίσκεψή μας τον περασμένο Οκτώβριο στις Βρυξέλλες, με τους αρμόδιους Επιτρόπους και άλλους κοινοτικούς αξιωματούχους, ενώ έγινε ευρέως αποδεκτή η ανάγκη να διατηρηθεί η ανταγωνιστικότητα του κοινοτικού στόλου. Άλλωστε, προς την κατεύθυνση αυτή κινείται και η Ανακοίνωση περί της Ευρωπαϊκής Ναυτιλιακής Πολιτικής έως το 2018. Οι συνομιλητές μας συμμερίσθηκαν την άποψή μας, σύμφωνα με την οποία η παράταση ισχύος των Κατευθυντηρίων Γραμμών για τις επιδοτήσεις στις θαλάσσιες μεταφορές, θα συμβάλλει καθοριστικά προς την κατεύθυνση αυτή. Η αρχή, εξάλλου, του ελεύθερου και θεμιτού ανταγωνισμού που αποτελεί το οξυγόνο της διεθνούς ναυτιλίας και του εμπορίου και, ως εκ τούτου, πρέπει με κάθε τρόπο να διασφαλισθεί. Στη συνάντηση των Βρυξελλών εκφράσαμε την ανησυχία μας για τις επιπτώσεις από το ατύχημα στον Κόλπο του Μεξικού στην πλατφόρμα εξόρυξης πετρελαίου και ζητήσαμε να υπάρχει σαφής διάκριση μεταξύ της ρύπανσης από εξόρυξη πετρελαίου και της ρύπανσης από θαλάσσια μεταφορά. Συνοψίζοντας, θα ήθελα να τονίσω ότι υψηλόβαθμοι κοινοτικοί αξιωματούχοι, έδειξαν ιδιαίτερο ενδιαφέρον για τις θέσεις των εκπροσώπων του ελληνικού εφοπλισμού, ενώ διατύπωσαν την επιθυμία να συνεχισθούν και να διευρυνθούν οι επαφές αυτές. Και είμαστε ικανοποιημένοι ως Ένωση που συμβάλαμε στη σημαντική αυτή πρόοδο. Γενικότερα, η Ευρωπαϊκή Ένωση εμφανίζεται να αποδίδει πλέον

στην ελληνική ναυτιλία και, κατ’ επέκταση στην κοινοτική, την αρμόζουσα σημασία, αναγνωρίζοντας τον στρατηγικό και οικονομικό της ρόλο διεθνώς και μάλιστα σε χαλεπές ημέρες τόσο για την πατρίδα μας όσο και για την παγκόσμια κοινότητα. Αυτή η αναγνώριση αποτυπώνεται και στην Ολοκληρωμένη Θαλάσσια Πολιτική που προωθείται από την Ε.Ε. τα τελευταία χρόνια. Είναι, άλλωστε, γεγονός ότι πάνω από το 40% του συνολικού διεθνούς στόλου βρίσκεται σε ευρωπαϊκά χέρια, ενώ υπολογίζεται ότι η ναυσιπλοΐα στα κράτη μέλη θα αυξηθεί από 3,8 δισ. τόνους που ήταν το 2006 σε 5,3 δισεκατομμύρια τόνους το 2018. Επίσης, θα ήθελα να τονίσω ότι στο πλαίσιο συνεργασίας για τη διαμόρφωση ναυτιλιακής πολιτικής, αλλά και της ενισχυμένης νομοθετικής αρμοδιότητας του Ευρωπαϊκού Κοινοβουλίου, η Ένωση, και τον χρόνο που πέρασε, εντατικοποίησε τις επαφές και τη γόνιμη ανταλλαγή απόψεων με τους έλληνες ευρωβουλευτές. Στο ίδιο πλαίσιο ενισχύσαμε τη διμερή συνεργασία με άλλες εθνικές εφοπλιστικές ενώσεις, καθώς και με τους διεθνείς ναυτιλιακούς οργανισμούς, προκειμένου να εξασφαλισθεί ο μεγαλύτερος δυνατός βαθμός συναίνεσης και συντονισμού των χειρισμών καίριων θεμάτων που αφορούν το σύνολο της διεθνούς ναυτιλίας. Στην προσπάθεια αυτή, συνεχίσθηκε με επιτυχία και η συνεργασία με τους Αλληλοασφαλιστικούς Οργανισμούς και με τους νηογνώμονες. Αγαπητοί Συνάδελφοι, Όπως θα διαπιστώσατε, η ατζέντα των θεμάτων τόσο στον εθνικό χώρο όσο και στον διεθνή, τον χρόνο που πέρασε ήταν αρκετά βεβαρημένη. Χάρις όμως στις άοκνες προσπάθειες των συναδέλφων στο διοικητικό συμβούλιο, χάρη στην καλή δουλειά των υπηρεσιών της, η Ένωση ανταποκρίθηκε σε μεγάλο φάσμα κρίσιμων προβλημάτων που, ενδεχομένως, δεν είχε αντιμετωπίσει συχνά στο παρελθόν. Και πιστεύω ότι ανταποκρίθηκε επιτυχώς, με ρεαλισμό και σύνεση, όπως επέβαλε η δυσμενής συγκυρία μέσα και έξω από την πατρίδα μας. Κυρίες και Κύριοι Συνάδελφοι, θα ήθελα να ευχαριστήσω θερμά όλα τα μέλη της Ένωσης για την ειλικρινή στήριξή τους προς τη Διοίκησή μας. Να ευχαριστήσω, επίσης τα μέλη του διοικητικού συμβουλίου της Ένωσης, τον καθένα χωριστά, για την ουσιαστική συμβολή τους στην κοινή προσπάθεια, τον διευθυντή της και τους συνεργάτες του που με τις γνώσεις και την αφοσίωσή τους υποστήριξαν σημαντικά το έργο μας. Ακόμη ευχαριστώ τον πρόεδρο και τα μέλη της Ελληνικής Επιτροπής Ναυτιλιακής Συνεργασίας του Λονδίνου για τη στενή και παραγωγική συνεργασία μας, όπως και το Ναυτικό Επιμελητήριο για τον υπεύθυνο και επιστημονικό προβληματισμό του για το παρόν και το μέλλον της ναυτιλίας, καθώς και την HELMEPA για το έργο που επιτελεί στον ευαίσθητο τομέα της προστασίας του θαλασσίου περιβάλλοντος. Δεν μπορώ, όμως, να μην εκφράσω ευχαριστίες από καρδιάς στους συνεργάτες μας, τους έλληνες ναυτικούς, στη διαχρονική προσφορά των οποίων

χρωστά τόσα πολλά η σημερινή μεγάλη ναυτιλία της πατρίδας μας. Και να πω ότι και τον χρόνο που πέρασε, η συνεργασία με τους εκπροσώπους τους, πραγματοποιήθηκε σε κλίμα εμπιστοσύνης και σεβασμού του αμοιβαίου συμφέροντος. Τέλος, ευχαριστώ το ίδρυμα Ευγενίδου που και εφέτος προσφέρει τη θερμή φιλοξενία του στη γενική μας συνέλευση, αλλά και για τη διαχρονική προσφορά του στην ναυτική εκπαίδευση και όχι μόνο. Είμαι βέβαιος ότι ο αγαπητός συνάδελφος Λεωνίδας Δημητριάδης -Ευγενίδης έχει, εκτός από τις δικές μου, και τις ευχαριστίες όλων των παρισταμένων συναδέλφων. Αγαπητοί Συνάδελφοι, Η ναυτιλία των Ελλήνων, από τις πιο ισχυρές ναυτικές δυνάμεις του 21ου αιώνα, που παραδοσιακά και συστηματικά επανεπενδύει τα όποια κέρδη της στην ανάπτυξη και στον συνεχή εκσυγχρονισμό της, αλλά και με το πλεονέκτημα των πολλών επιλογών την εποχή της παγκοσμιοποίησης, δεν ζητά τίποτα περισσότερο και τίποτα λιγότερο, από το να παραμείνει συνδεδεμένη παραγωγικά με την πατρίδα, αλλά και απερίσπαστη στη δύσκολη καθημερινή της προσπάθεια ανά τον κόσμο. Γιατί σε κρίσιμες περιόδους, προσφέρει, όχι μόνο παρέχει αξιόπιστες υπηρεσίες στην παγκόσμια κοινότητα, αλλά και κυρίως, προσφέρει στον τόπο προσοδοφόρο απασχόληση, πολύτιμο συνάλλαγμα και υψηλό κύρος. Και ακόμη, προσφέρει με ανιδιοτέλεια το αθόρυβο και ουσιαστικό κοινωνικό της έργο για την υγεία, την παιδεία και τον πολιτισμό. Όλα αυτά είναι ορατά σε όποιον θέλει να τα διαπιστώσει, πέρα από επίσημα στοιχεία και αριθμούς. Εμείς πάντως, πρέπει να είμαστε υπερήφανοι. Και ασφαλώς είμαστε όλοι. Κλείνοντας τον απολογισμό των πεπραγμένων της Ένωσης για το 2010 και πριν σας ευχαριστήσω για την υπομονή και τον χρόνο που διαθέσατε, θέλω να προσθέσω και τα εξής: Το θετικό κλίμα που επικράτησε κατά τη συνάντησή μας με τον κ. Πρωθυπουργό τον περασμένο μήνα, οι συνεργασίες που ακολούθησαν με τους αρμόδιους υπουργούς, αλλά και η εκδηλωθείσα πολιτική βούληση για τη δημιουργία του Ναυτιλιακού Κέντρου, της ανάπτυξης του πρώτου λιμανιού της χώρας και της αναμόρφωσης της ναυτικής εκπαίδευσης, δικαιολογούν νομίζω την προσδοκία ότι η ναυτιλία, τη δύσκολη αυτή περίοδο, θα έχει την οφειλόμενη κατανόηση ως ένδειξη ελάχιστης στήριξης από μέρους της Πολιτείας, αφού, μάλιστα, υπάρχει επίσημη δέσμευση για την διατήρηση στο ακέραιο του θεσμικού πλαισίου που τη διέπει. Έτσι η ναυτιλία θα μπορέσει να συνεχίσει απρόσκοπτα την ανά τον κόσμο δραστηριότητά της, ώστε να ανταποκριθεί στις αυξημένες ανάγκες της πατρίδας μας, προκειμένου να βοηθήσει -όπως ήδη τόνισα- την επαναφορά της χώρας σε τροχιά ανάπτυξης και να γίνει, εκτός των άλλων, ο Πειραιάς το μεγαλύτερο ναυτιλιακό κέντρο στην Ευρώπη και όχι μόνο. Είναι ό,τι πρώτοι εμείς οι άνθρωποι της ναυτιλίας οραματιζόμαστε και επιθυμούμε. Σας ευχαριστώ θερμά.»

Driving sustainability for a safer world.

How do you create a truly sustainable future for the marine industry? For us, it’s all about seeing the big picture. We offer intelligent, balanced advice that will help you meet your operational and commercial challenges as well as environmental and regulatory obligations. So you can trust us to make yours a safer, more productive and better performing business, as well as a greener one.

Learn more about our global network – go to www.lr.org/marine

Services are provided by members of the Lloyd’s Register Group.

Lloyd’s Register is an exempt charity under the UK Charities Act 1993.

68

anti piracy

Scanjet ive

us l c x e

(From left): Mr. Niklas Falkmer, Vice President of Scanjet Marine, Mr. Bjorn Lundgren, Sales Director of Scanjet Marine. and Mr. George Gerassimou, director of Intramare Hellas.

Scanjet’s solution to Piracy

presented in Athens Piracy off the Somali coast has been a threat to international shipping since the second phase of the Somali Civil War in the early 21st century.

Since 2005, many international organizations, including the International Maritime Organization and the World Food Programme, have expressed concern over the rise in acts of piracy. Piracy has contributed to an increase in shipping costs and impeded the delivery of food aid shipments. Ninety percent of the World Food Programme's shipments arrive by sea, and ships into this area now require a vast solution.

For this reasons Scanjet Marine & Intramare Hellas organized an antipiracy system presentation, which really help to the protection of ships from piracy act. The system presented on February the 17th 2011 at the Athens Metropolitan Hotel at 18:00 hrs.

by Mr. Niklas Falkmer, Vice President of Scanjet Marine and Mr. Bjorn Lundgren, Sales Director of Scanjet Marine. Mr. George Gerassimou, director of Intramare Hellas, welcomed those who participated in the seminar, on behalf of Scanjet Marine and Intramare Hellas.

As Mr. Gerassimou told the seminar with the subject Scanjet Marine Protection Systems gave the chance to communicate on a very important issue such as piracy. Intramare has the pleasure to represent Scanjet Marine for the last 15 years, a cooperation which is awarded with high acceptance from the majority of Greek shipping companies,

and armies around the world, and then taken an indepth look at our own tank cleaning jet nozzles and merged the two concepts in to a modern, effective and cost efficient pirate defensive system. We call this the Scanjet Marine Protection System - MPS.

the products they manufacture. The head office is

In the past water cannon systems performance has

based in Piraeus maintaining also a branch office in

been restricted to the size of the water tank behind

Limasol, Cyprus. According to Mr. Niklas Falkmer,

the cannon, but as an ocean going vessel, lack of

Vice President of Scanjet Marine and Mr. Bjorn

water is not an issue for concern. With this problem

Lundgren, Sales Director of Scanjet Marine, the

eliminated the water cannon system can now fully

current situation and the solution to the problem of

live up to its true potential and keep you safe”.

piracy has as follows:

THE SITUATION

“The oceans have always been our main channel for shipping goods between countries. For as long

KEY FEATURES * Protects your crew and ship

as we have been trading by sea, pirates and piracy

* Non provocative, non lethal anti-piracy jet

has always been a problem, a problem that still ex-

* Proven system to about 80 vessels

ists today. Many pirate attacks are often carried out within 15 minutes and even if there is Navy nearby, it is often impossible to make it in time.

As one of the worlds leading manufacturer of tank cleaning equipment Scanjet has over the years established a strong bond with our marine customers. We have listened to their wishes and demands

* No need for manual operation * Easy mounting without hot work * Individually adjusted machine length and horizontal position

and built our equipment to suit.We have been using

* Easy removable after use

water jet technology to clean some of the toughest

* Adjustable rotating speed

tanks in the harshest environments for decades, so when we were approached to see if we could adapt our existing technology to be used in the line of defence against the modern day pirate, we were

* 180 degrees optimized downward operation * Can be combined with barbed wire

more than prepared to accept the challenge”.

* Ideal for sunken deck protection

THE SOLUTION

* Class approval services

“In line with IMO recommendations, MSC. 1/Circ.

especially in the new building activities. Intramare

1334, Scanjet has produced an all new water can-

Hellas is a leading marine sales and naval architect

non defence system, a system that will protect all

organization representing exclusively a number

types of ships, their crew and cargo.

of marine equipment makers, world wide known

How have we done this? Simple, by looking at exist-

for the advanced technology and the quality of

ing water cannon technology used by police forces

* VRC (remote control valves) system can be quoted as option

For further information contact INTRAMARE HELLAS (+30 210 42 93 843)

Marine Protection System - MPS

Key Features

Anti-Pirate water cannon

• Protects your crew and ship • Visable, non provocative, non lethal anti-piracy jet • Proven system to more than 80 vessels • No need for manual operation • Easy mounting without hot work • Individually adjusted machine length and horizontal position • Easy removable after use • Adjustable rotating speed • 180o optimised downward operation • Can be combined with barbed wire • Ideal for sunken deck protection • Class approval services • VRC (remote control valves) system can be quoted as option

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

70

class news

MV Christine awarded the 1st MLC certificate

US Coast Guard Extends ABS Recognized Authority

The first certificate of maritime labour compliance as foreseen by mlc 2006

The US Coast Guard (USCG) has granted ABS the authority to issue Cer-

was awarded on behalf of the marshall islands maritime administration by bureau veritas piraeus to MV CHRISTINE (IMO no: 9564097), and handed over on 23/12/2010 to maryville maritime inc. dpa mr. S. Criticos, by mlc inspector mr. J. Couyou, in the presence of mr. G. Dovles from total quality consultants (tqc), mr. V. Dimitropoulos, head of ISM/ISPS department, mrs. P. Palaiologou, deputy of marine center and the BV chief executive marine for Greece and cyprus, mr. L.A. Chahalis. in this context it should be stressed that this is the first permanent statutory certificate of this kind issued in greece by a recognized organization authorized by a state party to the aforesaid ilo convention.

tificates of Fitness (COF) on the USCG’s behalf to US-flagged offshore supply vessels (OSVs) that transport or handle limited amounts of hazardous and noxious liquid substances (NLS) outside of US jurisdictional waters.

ABS is the first classification society to be granted this authority from the USCG. Under this authority, ABS is authorized to issue the COF based upon the relevant conditions set forth in IMO Resolution A.673(16), as amended. Additionally, ABS will review OSVs against the requirements stipulated in MARPOL 73/78 Annex II, USCG 46 CFR 8.130, USCG Policy Letter 09-01, as revised and the US Supplement to ABS Rules.

Existing OSVs (keels laid prior to 20 February 2010) which carry limited amounts of hazardous and NLS in bulk outside of US jurisdictional waters will be required to obtain the COF on or just following their first annual inspection carried out in 2011.

Inspectorate is now a Bureau Veritas Group Company Bureau Veritas completed the acquisition of Inspectorate last September.

An agreement was signed by Bureau Veritas and Inspicio regarding this acquisition for £450 million.

The acquisition of Inspectorate is a major step forward for Bureau Veritas in From left: Mr. V. Dimitropoulos, Mr. G. Dovles, Mr. S. Criticos, Mr. L. A. Chahalis and Mrs. P. Palaiologou

its global leadership strategy, making it one of the world leaders in commodities inspection and testing.

Inspectorate is one of the world’s leading inspection and testing organizations. Its independent inspection and testing services are delivered at

ABS Releases Guide for Offshore Wind Turbine Installations Classification society ABS announces the release of a Guide for Building and Classing Offshore Wind Turbine Installations, the first Guide to address design considerations for the bottom founded support structure of an offshore wind turbine situated in tropical storm prone areas on the US Outer Continental Shelf (OCS) such as the Gulf of Mexico and East Coast.

Guides developed to date have been primarily based on experience from European coastal waters. However, ABS’ Guide is the first to specifically consider the conditions these structures may encounter in tropical storm prone waters. The Guide takes into account the well-established International Electrotechnical Com-

key trading locations across the world. Inspectorate has more than 7,000 experienced members of staff, including a large variety of scientists and engineers. Inspectorate is present in 60 countries and its activities are organized into three main market segments in which the company enjoys leading global positions: oil and petrochemicals, metals and minerals, and agricultural products.

Well know in Greece for its strong presence in the ship classification business, Bureau Veritas is the world's second largest group in conformity assessment and certification services. Created in 1828, the group has now more than 47,000 employees in 1,000 offices and 330 laboratories located in 140 countries.

BV and Inspectorate are now providing a large range of specialized services to the maritime sector in the field of bunker & lubricants testing and

mission (IEC) 61400 series of standards for wind turbines, the American Petro-

ships tanks calibration.

leum Institute’s Recommended Practice for Planning, Designing and Constructing

ABS & CCS Agreement Focuses on Offshore

Fixed Offshore Platforms (API RP 2A), ABS’ offshore Rules and Guides and the unique environmental conditions on the US OCS. “The direct application of design criteria in existing standards, such as IEC 61400-3, is not sufficient for the offshore wind turbines in US waters,” explains ABS Managing Principal Engineer, Qing Yu and the Guide’s principal author. “We incorporate additional requirements based on calibration studies that use regional and site-specific conditions of US waters,” he adds.

The Guide incorporates refinements to the design environmental conditions and design load cases required by IEC 61400-3 to account for the effects of tropical hurricane conditions. Yu points out the principle of site-specific design are more directly addressed in the definition of the design load cases. “Omni-directional wind conditions are required for the design load case in the event an offshore wind turbine loses its connection to the electrical power grid during a tropical hurricane.”

ABS and the China Classification Society (CCS) strengthened their collaborative efforts by entering into a new Cooperation Agreement. While the agreement is comprehensive, the offshore industry will be a priority area of focus for the two leading classification societies.

CCS and ABS will expand their collaboration efforts in numerous other areas including research and development and software development relating to large and technologically-advanced ships. The societies will continue to host training and industry seminars in areas of mutual interest including deepwater activities.

In addition to enhancing its cooperation with CCS, ABS increased its focus on overall operations in China by establishing the ABS Greater China Operating Division. The division has more than 500 employees operating from more than 30 offices across mainland China, Hong Kong and Taiwan.

72

class news

Saudi Arabia Builds Largest AHTS Vessel

Odebrecht Drillships Built to ABS Class

ABS participated in a recent keel laying ceremony of nine vessels and the launching ceremony of one vessel at Zamil Offshore Services Co, Ltd. (ZOSCO) Shipyard. All ten vessels are ABS-classed.

The nine new construction vessels will be built for the Saudi Sea Ports Authority, three for Dammam

Two drillships built at Daewoo Shipbuilding and Marine Engineering (DSME) shipyard in Korea to ABS class

Port and six for Ras Al-Zour Port. Built for Zamil

for Brazil's Odebrecht, the Norbe VIII and Norbe IX, were recently christened.

Offshore Services Co., the Zamil 63 is the largest

Many of these high specification drillships are rated for ultra deepwater operations in locations approaching

AHTS vessel built to date in Saudi Arabia. The ves-

water depths of 12,000 feet. ABS classes approximately 51 percent of the drillships operating around the

sel will join a company fleet on long-term contract

world today.

charter operating at different Saudi Aramaco sites.

DNVPS charts 30 years of bunker testing Thirty years after DNV Petroleum Services (DNVPS) launched its marine residual fuel testing service, it says testing remains “a risk management fundamental” to protect ship operators from the negative consequences of poor quality bunker fuels.

DNVPS first offered ship operators scientific analysis of samples of bunker fuel supplied to their vessels on January 1, 1981, and its first fuel sample was tested and reported on January 16 the same year. Since then, the company has tested over 1.4 million fuel samples, according to a press release, and DNVPS claims that its Fuel Quality Testing (FQT) programme is the biggest service of its kind in the shipping industry.Tore Morten Wetterhus, DNVPS managing director, said the first test nevertheless held special meaning. “Of all the fuel samples we’ve analysed, the first one speaks best about the successful partnership between DNV and industry researchers in developing a reliable way to ascertain bunker quality.” Prior to that, ship operators “were unable to comprehensively predetermine the quality of bunkers” they had received before using it. This corresponded with a time when increased application of ‘deep conversion’, high-yield refining techniques caused residual fuel quality to deteriorate considerably. “In turn, the shipping community saw a drastic increase in damages to fuel pumps, piston rings, cylinder liners and other costly engine parts on board their vessels,” DNVPS observed.

Feederlines B.V. implement GL’s fleet management software Onboard of 48 ships of Dutch shipping company Feederlines B.V., GL Maritime Software’s fleet management software GL ShipManager and GL FleetAnalyzer will be implemented in 2011.

Feederlines B.V. has chosen to use the Technical Management, Procurement, Compliance Management and Ship&Voyage Management systems onboard their vessels for better decision support, time and cost reductions, and higher efficiency and transparency across the entire fleet.

The software suite improves data and information management, and ensures, via data synchronization, that the same information is available onboard and onshore. The GL FleetAnalyzer combines extracted data from the operational systems to summarized fleet performing reports.

Feederlines BV was founded as part of the Hartmann Group in 1995.

Picture: GL Maritime Software’s fleet management software will be installed onboard Feederlines vessels (Source: Feederlines BV)

Third EXL Jackup Design Delivered The ABS-classed EXL jackup design, the third of four newbuild EXL rigs for Rowan, has been delivered. The Rowan EXL-III is slated for a project in the GOM. The design is an enhancement of the LeTourneau Super 116 E model and the jackup is capable of operating in water depths of 350 feet or more and drilling to a depth of 40,000 feet.

ABS personnel attended the christening ceremony for the rig at Keppel AmFELS yard in Brownsville, TX. The fourth newbuild is scheduled for delivery in early 2012.

74

BGâ&#x20AC;&#x2122;s LNG Carrier Series Complete

The ABS-classed Methane Mickie Harper, a 170,000 m3 liquefied natural gas (LNG) carrier for BG Group built at Samsung Heavy Industries, Co. Ltd., was recently named in a ceremony at the Korean shipyard. This completion marked the fourth and final carrier in the series.

All four in this series are dual-fuel diesel electric (DFDE) propelled and use the membrane GTT Mark III cargo containment system. The first vessel in the series, the Methane Julia Louise was delivered in early 2010. The Methane Becki Anne, the Methane Patricia Camila and the Methane Mickie Harper subsequently followed and were delivered late last year.

To date, ABS has classed a total of 11 carriers for BG Group. At the end of 2010, ABS had 32 percent share of the world's gas carrier orderbook.

To learn more about ABS' services related to LNG carriers, visit the Energy Assets section of the website.

First in Pacific Drilling Series Built at Samsung The ABS-classed Pacific Bora, a Samsung 1000 design, is the first of four drillships in the series for Pacific Drilling Ltd. to be built at Samsung Heavy Industries, Co. Ltd. The dynamically-positioned drillship will initially work in West Africa and is rated and equipped to drill in up to 10,000 feet of water.

NORSAFE WATERCRAFT HELLAS Thiva,Greece, Tel: +30-22620-22441, Fax: +30-22620-29075, watercraft@norsafe.com www.norsafe.com

Sales agent:

INTRA MARE HELLAS Piraeus,Greece, Tel: +30-210-4293843, Fax: +30-210-4293845, info@intramare.gr

Annual & 5-year inspections, Spare parts

Your local, global solution LIFE BOAT BUILDERS SINCE 1903

76

class news Strong Demand for Offshore Service Vessels

Strong Demand for Offshore Service Vessels Signals Growing Market GL also introduces a regional Technology Center for the U.S. Gulf Coast Offshore service vessels (OSV) are becoming larger, more specialized and technically sophisticated as a result of the rising demand for more complex deepwater field developments, including the Gulf of Mexico.

Currently, there are some 2,500 OSV worldwide, with a steady growth projected from now through 2020. All this has led to an expanded definition of OSV which refers to "not only traditional supply boats, but also anchor handling tug/supply ships, well stimulation ships, and standby ships" and even those "built to carry hazardous and noxious substances, to fight fires, or to occasionally recover oil," explains Stephen Gumpel, Area Manager North and Central America at GL. At the Annual Workboat Show in New Orleans, Germanischer Lloyd showcased its services beyond traditional classification to provide the maritime, oil & gas and renewables industry with innovative ways to grow, globally and locally. GL also is introducing its new Technology Center in Houston, TX, which bring GL's worldwide technological expertise to the US Gulf Coast.

20/20/20 Vision: Seeing the Offshore Wind Challenges and Opportunities Clearly By 2020, the EU aims to get 20% of its electricity produced by wind energy technologies. That number is well within reach, since wind powerâ&#x20AC;&#x2122;s share of total installed capacity has quadrupled in the past 10 years from 2% in 2000 to 9% in 2009, according to the experts brought together in Madrid for the GL Exchange Forum last week. More than 60 people representing shipyards, ship owners, bank investors, engineering companies, and energy companies heard presentations from, and participated in the lively discussion with, experts at GL and the offshore wind industry who came together to discuss the opportunities and challenges of this burgeoning market.

Most of this wind energy has been produced onshore. But according to Javier Herrador from Navantia, the Spanish shipbuilder, and one of the experts at the GL Forum, now offshore wind is beginning to take a larger share of this market and is poised to become a major growth industry, especially in Europe, as European countries have made substantial investments in renewable energy in order to combat climate change, reach the 20-20-20 targets and reduce dependence on fossil fuels.

According to Herrador, although offshore wind power is still in its infancy and offshore installations are more complex and costly to put in place than their onshore cousins, offshore has distinct advantages: no negative visual impact or noise, no geography and obstructions restrictions (buildings, mountains, etc.), no land-use disputes or questions of limited land availability, and higher efficiencies (higher and more constant wind speeds). And because it is an emerging market, there are a lot of opportunities for growth.

As developers will require a greater number of turbine installations per year, the offshore wind industry will need to draw deeply on maritime resources. According to Herrador, the shipbuilding industry can play an important role to improve the competitiveness of offshore wind energy technologies and to enable the exploitation of the offshore resources and deep waters potential.

This is especially true in Spain, says Manuel Moreu of Seaplace, an expert in marine and offshore construction.

Naming Ceremony of Deepwater Drillships Conducted The naming ceremony for the ABS-classed drillships Ocean Rig Corcovao and Ocean Rig Olympia was held at Koreaâ&#x20AC;&#x2122;s Samsung Heavy Industries, Co. Ltd. The DPS-3 drillships are capable of dual drilling activity in water depths of up to 10,000 feet and can accommodate about 200 personnel. The units feature six azimuth thrusters, four knuckle boom cranes and a dual activity 1,000 MT derrick.

There are a total of four deepwater drillships in the series, all of which will be built to ABS class at the Samsung yard. The other two will be delivered in late 2011. The drillships will be operated by Ocean Rig, a Norwegian-based company.

Eleven ABS-classed drillships have been delivered at the Samsung yard since West Capella in 2008.

ακρο θαλάσσια 78

Allure of the Seas: Πέρα από κάθε φαντασία Το ολοκαίνουργιο, ονειρικό Allure of the Seas της Royal Caribbean, το μεγαλύτερο κρουαζιερόπλοιο του κόσμου, είναι εδώ και... έχει μοναδική «προσωπικότητα». Μία «προσωπικότητά» που επαναπροσδιορίζει την έννοια της κρουαζιέρας, φτάνει τη διασκέδαση στο απόγειο της και σηματοδοτεί έτσι την έναρξη μίας νέας γενιάς κρουαζιερόπλοιων. Οι 37 διαφορετικές κατηγορίες καμπίνων ικανοποιούν όλες τις απαιτήσεις των επιβατών, έχοντας η κάθε μία το δικό της στυλ και «άποψη» όσον αφορά στη χαλάρωση και τη ξεκούραση. Ταυτόχρονα, όλες οι κατηγορίες καμπίνων υπηρετούν πιστά τον απαράβατο κανόνα πολυτέλειας και άνεσης που χαρακτηρίζει τη Royal Caribbean, αποκαλύπτοντας στους επιβάτες επιλογές διαμονής που, απλά, δεν είχαν καν φανταστεί ότι υπάρχουν. Όμως αυτή ακριβώς η διαρκής αίσθηση έκπληξης είναι κάτι που ακολουθεί τον κάθε επιβάτη από την πρώτη μέχρι και την τελευταία στιγμή πάνω στο Allure of the Seas. Οι επιβάτες αυτού του κρουαζιερόπλοιου έχουν να ζήσουν πρωτόγνωρες εμπειρίες. Όπως, για παράδειγμα, να ανακαλύψουν ότι ξαφνικά το Central Park αποφάσισε να μετακομίσει στη θάλασσα και να βρει το νέο του χώρο ακριβώς στο κέντρο του Allure of the Seas. Με τα ήσυχα κατάφυτα μονοπάτια του, τα πλούσια δέντρα του, τα μεθυστικά αρώματα των λουλουδιών του αλλά και τον δικό του ουρανό καταφέρνει να παρασύρει τους επισκέπτες σε μια μοναδική εμπειρία: ένα υπέροχο πάρκο ταξιδεύει μαζί τους πάνω στη θάλασσα αλλάζοντας μια για πάντα τον τρόπο που έβλεπαν την κρουαζιέρα ως σήμερα. Απόλυτη ευεξία αλλά και χαλάρωση υπόσχεται το Vitality at Sea Spa και Fitness Center, το Pool & Sports Zone με τις πολυάριθμες επιλογές άθλησης, χαλάρωσης και προσωπικής φροντίδας. Οι διαφορετικές θεματικές «γειτονιές» του κρουαζιερόπλοιου - Boardwalk, Royal Promenade, Adventure Ocean Youth Zone, πλάθουν μια ατμόσφαιρα πραγματικής πολιτείας με κάθε μία από τις «γειτονιές» να είναι απολύτως ανεξάρτητη προσφέροντας απεριόριστες επιλογές για φαγητό, shopping και διασκέδαση. Η βραδινή διασκέδαση στο Allure of the Seas κάνει ακόμα και την πιο κοσμοπολίτικη πόλη να ζηλέψει. Το μιούζικαλ Chicago, το Aerial Acrobatic Show Blue Planet ή το Aquatheatre Extravaganza του Oceanaria, τα πολυποίκιλα εστιατόρια, τα comedy shows, οι βραδιές jazz και όλες οι άλλες αναρίθμητες αλλά και πρωτότυπες βραδινές δραστηριότητες, ανταγωνίζονται σθεναρά μεταξύ τους για το ενδιαφέρον των επιβατών και κάνουν κάθε βραδιά να φαντάζει...μικρή, αφού δεν μπορεί να χωρέσει τις τόσες επιλογές διασκέδασης.

Η MedCruise ανακοινώνει την υποστήριξη της στο Posidonia Sea Tourism Forum Η Ελλάδα, η Ανατολική Μεσόγειος και η Μαύρη Θάλασσα μπορούν να καρπωθούν τα οφέλη της ραγδαίας ανάπτυξης της Ευρωπαϊκής κρουαζιέρας, με την προϋπόθεση ότι θα προχωρήσουν σε νέες επενδύσεις για την αναβάθμιση των υποδομών υφιστάμενων λιμανιών κρουαζιέρας και στην δημιουργία νέων περιφερειακών λιμανιών, σύμφωνα με τον Πρόεδρο της Ευρωπαϊκής Ένωσης Λιμανιών Κρουαζιέρας MedCruise κύριο Giovanni Spadoni. Με αφορμή την ανακοίνωση της MedCruise ότι

ικανές να δεχτούν την νέα γενιά κρουαζιερόπλοιων,

στην αυξημένη οικονομική δραστηριότητα που

θέτει το Posidonia Sea Tourism Forum υπό την

και της διαφύλαξης του χαρακτήρα και φυσικού

αναπτύσσεται στην αντίστοιχη τοπική οικονομία.»

αιγίδα της εντάσσοντάς το παράλληλα στην επίσημη

τους πλούτου, που καθορίζουν και την αξία τους ως

τόνισε ο κύριος Spadoni, που θα παρουσιάσει τα

λίστα εκδηλώσεων της, ο κύριος Spadoni τόνισε

τουριστικού προϊόντος. Σε κάθε περίπτωση πρέπει

σχέδια της MedCruise για την Ανατολική Μεσόγειο

ότι πρόκειται για μια σημαντική πρωτοβουλία για

να είναι κατανοητές οι επιθυμίες του επισκέπτη,

και την Μαύρη Θάλασσα στο Posidonia Sea Tourism

την ανάπτυξη της βιομηχανίας κρουαζιέρας στην

ώστε οι λιμενικές υποδομές να λειτουργήσουν

Forum.

Ελλάδα και την ευρύτερη περιοχή, ενώ επεσήμανε

υποστηρικτικά στην εκφρασμένη επιθυμία

Στα οικονομικά οφέλη από την κρουαζιέρα στοχεύουν

ότι μια τέτοια προσπάθεια οφείλει να συνοδευτεί

των πελατών της βιομηχανίας κρουαζιέρας να

και τα ελληνικά λιμάνια και οι αντίστοιχες τοπικές

από ένα σημαντικό πρόγραμμα επενδύσεων

επισκεφτούν συγκεκριμένους προορισμούς.»

οικονομίες που τα περικλείουν, γεγονός που

για την αναβάθμιση των λιμενικών υποδομών,

«Το ύψος της επένδυσης δεν πρέπει να καθορίζεται

αντανακλάται στην ραγδαία αύξηση ελληνικών

σύμφωνο με τις επιμέρους ανάγκες και τα ιδιαίτερα

μόνο από την οικονομική απόδοση που θα έχει για

συμμετοχών στη MedCruise, μέλη της οποίας

χαρακτηριστικά κάθε προορισμού.

το λιμάνι, αλλά με βάση τα συνολικά οφέλη που θα

τώρα είναι τα λιμάνια του Βόλου, της Πάτρας, του

«Μικροί προορισμοί, όπως τα ελληνικά νησιά, πρέπει

φέρει σε μια τοπική και περιφερειακή οικονομία.

Ηρακλείου, της Κώ, της Ηγουμενίτσας, της Καβάλας

να βρουν την σωστή ισορροπία μεταξύ της ανάγκης

Το όφελος για τον προορισμό δεν αποτιμάται

και της Κεφαλονιάς, ενώ σύντομα θα εγκριθεί και η

για ανάπτυξη σύγχρονων λιμενικών υποδομών,

μόνο σε πρόσθετα έσοδα για το λιμάνι, αλλά και

αίτηση του Πειραιά, που επιστρέφει στην MedCruise.

ORFANIDIS PETROS & CO WORKSHOP-SHIP REPAIRS-SPARE PARTS

SFAKTIRIAS 17 & PAPASTRATOU 52 PIRAEUS TEL +302104082638 FAX +302104082639 emails : spares@orfanidismarine.com repairs@orfanidismarine.com

A MEMBER OF WIMA

ακρο θαλάσσια 80

Up taking of electric power production license

STX OSV AS Selects AVEVA

The listed company on Athens Exchange, "Kiri-

to the plant, power and marine industries,

acoulis Mediterranean Cruises Shipping S.A." announces that its subsidiary company by 75,91% "Mediterranean Villages S.A." having its head office in Athens and represented by Mr Stavros Kiriacoulis, has obtained an Electric Power Production License for Photovoltaic Station (P/V) with power capacity of 1,232 MWp which it will be constructed at Aghia Paraskevi in Meligala Municipality at Messinia Prefecture.

This license was granted to "Mediterranean Villages S.A." by the resolution no.1755/2010 of the Regulatory Authority for Energy which has been formulated according to the L.3851/2010 and the L.3468/2006 and according to the Regulation for Electric Power Production Licenses by using Renewable Energy Sources and via high electricity and heat output coproduction (FEK B’ 448/03-04-2007).

ABB Marine Day 2011 Executives from maritime sector warmly welcomed the first ABB Marine Day which took place at the beginning of February. The attendants had the chance to being informed regarding energy efficiency technologies & solutions that can help lower energy losses and reduce environmental footprint.

Local division manager of ABB Marine & Turbocharging in Greece, welcomed the audience and held the opening speech, presenting the urgent need to implement a green policy for a cleaner environment. Among others, some of the key topics that were presented were ABB ´s Shore-to-Ship Power Solution.

Διάκριση για την Blue Star Ferries Η Blue Star Ferries, μέλος της Attica Group, βραβεύτηκε στη φετινή διοργάνωση των βραβείων «Ευκράντη», αποσπώντας το βραβείο «Καλύτερης Στρατηγικής Επικοινωνίας», το οποίο σηματοδοτεί τη συνέχεια και τη συνέπεια που διέπει την εταιρεία όσον αφορά στη σταθερότητα και στη διαυγή και ουσιαστική επικοινωνιακή πολιτική της. Τα βραβεία «Ευκράντη» διοργανώνονται κάθε χρόνο από το περιοδικό «Ναυτικά Χρονικά», σε συνεργασία με την Ένωση Ναυτιλιακών Οικονομολόγων Ελλάδος (ΕΝΟΕ), και αποσκοπούν στην ανάδειξη των πρωταγωνιστών της χρονιάς, οι οποίοι με την πορεία, τις προτάσεις και την προσφορά τους σημάδεψαν το 2010.

AVEVA (LSE:AVV) one of the world’s leading providers of engineering design and information management solutions announced that STX OSV AS has signed an agreement to purchase the full AVEVA Marine solution suite. This deployment will provide STX OSV AS with a powerful system for integrated Hull and Outfitting design.

STX OSV AS, together with its subsidiaries, is one of the major global designers and shipbuilders of offshore and specialised vessels used in the offshore oil and gas exploration and production and oil services industries.

Headquartered in Norway and with approximately 9,000 employees, STX OSV operates nine strategically located shipbuilding facilities, including five in Norway, two in Romania, one in Brazil and one in Vietnam.

STX identified an important need for distributed engineering and a tighter integration between the separate disciplines of Hull and Outfitting design and selected AVEVA Marine because it was the only solution that could address such demanding requirements.

The long-term agreement covers the full AVEVA Marine solution, supporting efficient engineering and design processes from early / basic design, through detailed Hull and Outfitting design, to the creation of manufacturing data and documents.

MS&D 2011 - international conference and exhibition on maritime security and defense “The main focus of work for the navies has changed in the past years, and that is also reflected in the conference themes of MS&D 2011,” explains Ulrich Otto, Rear-Admiral (ret.) and until January 2008 Director of the Naval Bureau of the German Navy. He is Chairman of the Defence Panel at the MS&D international conference, which is to be held from 15 to 17 June 2011 at the Hamburg Fair site, concurrently with the MS&D exhibition. The organiser is Hamburg Messe und Congress in cooperation with Mönch Verlag, represented

by NAVAL FORCES magazine.

The everyday activities of navies today include protection of the shipping routes, intelligence gathering and defence against terrorist activities and piracy, and thus control of the seas even at such distance from home waters. Asymmetrical conflict situations have now moved more into the foreground, compared with conflicts between organised fleets.

This shift in activities is also the subject of a number of presentations in the introductory Plenary Session of the conference. Thus Rear-Admiral Axel Schimpf, Inspector of the German Navy since April this year, will speak on current developments and perspectives of maritime security. As is evident from the conference programme, it is no longer possible to draw a precise dividing line between Defence and Security, in view of current threats to international shipping and global trade.

That is also the view taken by Lutz Feldt, Rear-Admiral (ret.), who was Inspector of the German Navy until 2006 and is now President of the DMI (German Naval Institute). He is Chairman of the conference and of the Security Panel this year, following his activities as Chairman at MS&D 2009 (like Admiral Otto). “What particularly matters to me is to show the complementary role in practice between the civil and military capabilities, as the main focus of the presentations.” He points out the threat from piracy as an example of that.

The operations by the navies against pirates in the Gulf of Aden and the whole of the Indian Ocean have produced results, leading to a decrease in the number of successful attacks. And yet the threats and risks for shipping from pirates have not diminished, he adds – “in fact, the danger of influence by terrorists on pirates has increased.”The issue of piracy is also addressed by the Panel Session on Security, by a series of leading experts such as Captain Pottengal Mukundan, Director of the ICC International Maritime Bureau (IMB), a specialist department of the International Chamber of Commerce (ICC), which has been concerned with combating all maritime criminal activities since its foundation in 1981. Eva Strickmann of the Department of War Studies at King’s College London focuses on the EU and NATO operations against pirates off the coast of Somalia; and the Honourable Abukar Abdi Osman, Defence Minister of the transitional government of the Republic of Somalia, will include in his presentation an insight into the recruiting practices of pirates in this lucrative field of business.

ακρο θαλάσσια 82

Antiphon AB has introduced a totally new product The Swedish company Antiphon AB has introduced a totally new product for structure borne sound damping; antiphon MPM (metal-polymer-metal) foiled, a sheet metal laminate with a thin foil on one side. The core material is two zinc coated sheet steel laminated with an acoustic inner layer to obtain the best structure borne sound damping. MPM foiled makes it possible to use laminated sandwich systems in more visible environments and also to choose MPM foiled deliberately as a decoration material where sound damping is wished for. MPM foiled is used when the demands for appearance as well as function are high. Aluminium is also an option as core material.

MPM foiled has the same qualities as the traditional MPM and is used to reduce vibrations and structure borne sound without increasing the weight of the construction and at the same time replace already existing materials.

Joint agreement with the Korean energy giant KOGAS On November 18th SSPA, FKAB, White Smoke and Swedish Marine Technology Forum entered into a joint agreement with the Korean energy giant KOGAS to evaluate the possibilities for developing a Korean system for delivery of LNG to gas-fuelled ships. The order is an acknowledgement of West Sweden as an area with a competent industry cluster for developing technologies for and assessing regulatory aspects associated with using LNG as a ship fuel.

The project will be carried out from until April 2011 and will form a basis for further development of an LNG supply system in Korea.

MINOAN LINES …ταξιδεύει την Ελλάδα στην Ευρώπη Τα μεγάλα, λειτουργικά και άρτια αισθητικά περίπτερα του Ελληνικού Οργανισμού Τουρισμού επέλεξε για μια ακόμη φορά η Minoan Lines για να παρουσιάσει τα νεότευκτα πλοία και τη νέα εμπορική της πολιτική στους χιλιάδες επισκέπτες των σπουδαιότερων τουριστικών εκθέσεων της Ευρώπης. Στις αγορές – στόχους και τις εκθέσεις που πραγματοποιήθηκαν τον Ιανουάριο του 2011, στην ΟΛΛΑΝΔΙΑ (Ουτρέχτη), την ΑΥΣΤΡΙΑ (Βιέννη), την ΕΛΒΕΤΙΑ (Βέρνη και Ζυρίχη), τη ΓΕΡΜΑΝΙΑ (Στουτγάρδη) και το ΒΕΛΓΙΟ (Αμβέρσα), η δυναμική παρουσία της Minoan Lines συγκέντρωσε το ενδιαφέρον των επισκεπτών, οι οποίοι επιβεβαίωσαν για μια ακόμη φορά την προτίμησή τους στα πλοία και τις υπηρεσίες της εταιρείας. Οι επισκέπτες των σπουδαίων αυτών εκθέσεων είχαν την ευκαιρία να προγραμματίσουν τους επόμενους ταξιδιωτικούς προορισμούς τους στην Ελλάδα, μέσα από τα ειδικά σχεδιασμένα, σύμφωνα με τις απαιτήσεις και τις ανάγκες κάθε χώρας, πολύγλωσσα έντυπα της Minoan Lines και να ονειρευτούν το πολυτελές, άνετο και ασφαλές ταξίδι τους με τα σύγχρονα Cruise Ferries της εταιρείας.

ΑΓΓΕΛΟΣ ΠΛΑΤΗΣ

ακρο θαλάσσια 84

Απεβίωσε ο μεγάλος Έλληνας Εφοπλιστής καπετάν Βασίλης Κωσταντακόπουλος Απεβίωσε αιφνιδίως ύστερα από μακρά ασθένεια, ο μεγάλος Έλληνας Εφοπλιστής και πρόεδρος της HELMEPA, Βασίλης Κωνσταντακόπουλος. Ευρύτερα γνωστός για την αγάπη του προς την Ελληνική σημαία, ο καπετάν Βασίλης Κωνσταντακόπουλος προέρχεται από την δεύτερη γενιά των αυτοδημιούργητων Ελλήνων εφοπλιστών, και είχε δημιουργήσει μεγάλο στόλο πλοίων containers που τον έκαναν παγκοσμίως γνωστό δια της συνεργασίας του με μεγάλους θαλασσίους μεταφορείς μεταξύ των οποίων η κρατική Κινεζική εταιρία COSCO. Ο καπετάν Βασίλης προερχόμενος από τις τάξεις των πλοιάρχων Ε.Ν ήταν ιδιαίτερα αγαπητός μεταξύ των ναυτικών συνδικαλιστών και των ναυτεργατών, λόγω της εμμονής του στη χρησιμοποίηση ελληνικών πληρωμάτων για την επάνδρωση των πλοίων του, τους οποίους θεωρούσε ως τους καλύτερους του κόσμου. Η ναυτιλιακή εταιρία του, COSTAMARE έγινε διεθνώς γνωστή, και υπολογίσιμη από τους παγκόσμιους ναυτιλιακούς μεταφορείς, καθώς διαθέτει στόλο εκ 44 πλοίων containers των περισσοτέρων μικρής ηλικίας συνολικής μεταφορικής ικανότητας 220,604 TEU. Πνεύμα ανήσυχο και δημιουργικό ο καπετάν Βασίλης είχε στραφεί και προς άλλες χερσαίες επενδύσεις, μεγαλύτερη των οποίων είναι το γιγαντιαίο τουριστικό συγκρότημα της Μεσσηνίας, Costa Navarino, συνολικής επένδυσης 550,000,000 ευρώ, εκ των μεγαλυτέρων της Ευρώπης, που τελεί υπό της διαχείριση της εταιρία ΤΕΜΕΣ. Ελληνοκεντρικός και Ελληνολάτρης, ο καπετάν Βασίλης σε όλη την διάρκεια της ζωής τους πρόβαλε παγκοσμίως το ελληνικό στοιχείο και τον ελληνικό πολιτισμό συνδεόμενος ιδιαίτερα με την ελληνική ομογένεια της Αμερικής. Πολλές φορές ο εκλιπών εφοπλιστής μετείχε σε διεθνείς δημοπρασίες όπου εξεποιούντο έργα τέχνης, ή αντικείμενα συνδεόμενα με την ιστορία του Ελληνικού έθνους και πλειοδοτούσε – εν απουσία του ελληνικού – κράτους – προκειμένου να μην περιέλθουν σε τουρκικά ή άλλα ανθελληνικά χέρια και καταστραφούν. Ο καπετάν Βασίλης ζούσε αθορύβως και δεν έδινε προσωπικές συνεντεύξεις, αλλά εργαζόταν δυναμικά για την προάσπιση των εθνικών συμφερόντων σε όλους τους τομείς. Το περιοδικό ΝΑΥΣ εκφράζει τα βαθύτατα συλλυπητήρια στην οικογένεια του καπετάν Βασίλη Κωνσταντακόπουλου.

To MSC BETTINA στο λιμάνι του Πειραιά Ένα ακόμη mothership γ΄ γενιάς το “MSC BETTINA”, μήκους 366m και πλάτους 52m προσέγγισε τoν Προβλήτα Ι του Σταθμού Εμπορευματοκιβωτίων (Σ.ΕΜΠΟ) της Ο.Λ.Π. A.E. με σύνολο κινήσεων 1950 Container.

To πλοίο “BETTINA” της MSC το οποίο είναι κατασκευής 2010, χωρητικότητας 14.000 TEUS και το μεγαλύτερο που έχει εξυπηρετηθεί ποτέ στον Πειραιά, επισκέφτηκε ο Γενικός Διευθυντής του Ο.Λ.Π. κ. Παναγιώτης Πετρουλής και επισήμανε τις δυνατότητες εξυπηρέτησης στο νέο Σταθμό Εμπορευματοκιβωτίων με το σύγχρονο εξοπλισμό που διαθέτει καθώς και το έμπειρο προσωπικό του.

SHARING KNOWLEDGE AND EXPERIENCE

MEGATUGS S A L V A G E &

T O W A G E

dedicated and committed to our

job on a 24-hour stand-by basis we are ready to offer every possible professional assistance.

est 1978

quality efficiency

safety power

reliability

PIRAEUS HEAD OFFICE 113, FILONOS STR. 18535 PIRAEUS - GREECE TEL.: +30 210 4522131 (24 HOURS RESPONSE) FAX: +30 210 4180176 E-mail: megatugs@otenet.gr Web site: www.megatugs.gr THESSALONIKI OFFICE 42, 26TH OCTOVRIOY STR. 54627 THESSALONIKI - GREECE

Megalohari Hellenic Tugboats is a Piraeus based maritime company established in 1978. It has been widely recognized as one of the specialized professional towage and salvage companies in the marine industry. Megalohari operates on a 24-hour basis, 365 days a year. It maintains an Operation Office manned round-the-clock and, along with routine operational matters, is ready to respond to any emergency matter.

Our fleet consists of various types of tugs, fully equipped with modern towage, salvage, antipollution and fire-fighting equipment so that we are capable to meet our customersâ&#x20AC;&#x2122; requirements in terms of quality, power, reliability safety and efficiency.

MEGATUGS S A L V A G E &

T O W A G E

TEL.: +30 2310 256380 (24 HOURS RESPONSE) FAX: +30 2310 256381 E-mail: megatug1@otenet.gr Web site: www.megatugs.gr BIMCO MEMBERS R.N.: 129547 ISM CERTIFIED