NAFS FEBRUARY 2012

85issue

February 2012ΚΩΔ. Γ.Γ. 2229

ISSN 1107-3179nafsmagazine

t h e l e a d i n g G r e e k S h i p p i n g m a g a z i n e

Germanischer LloydTowards a Clean Future

www.nafsgreen.gr

SPECIAL EDITION Class societies

TED PETROPOULOSFinancial focus

ΘΕΟΔΩΡΟΣ ΚΟΝΤΕΣΣημαντικά τα οφέλη από την ανάπτυξη της κρουαζιέρας

ΣΥΝΕΝΤΕΥΞΕΙΣΕκπρόσωποι του

κλάδου αμμοβολών

Organisers: Posidonia Exhibitions SA, e-mail: [email protected]

www.posidonia-events.com

Posidonia4-8 June 2012, Metropolitan Expo, Athens Greece

The International Shipping Exhibition

A unique blend ofbusiness and social interactions

at the heart of Shipping

Be part of the great Posidonia experienceat a state of the art new venue

NAFS_210x290 13-02-12 18:56 ™ÂÏ›‰· 1

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MirrorΚυνοσούρα...2012

ΘΕΟΔΩΡΟΣ ΚΟΝΤΕΣΣημαντικά τα οφέλη από την ανάπτυξη της κρουαζιέρας

‘Ισαλος γραμμήApres moi, le deluge

TED PETROPOULOS MD, Petrofin S.AFinancial focus

Alfa LavalA steady flow of savings

GERMANISCHER LLOYDTowards a clean future

SPECIAL EDITION: CLASS SOCIETIESABS, BVQI, DNV, LLOYD’S REGISTER, RINA

ΚΛΑΔΟΣ ΑΜΜΟΒΟΛΩΝ Το πρόβλημα και η λύση του

SHIPPING NEWS

DESMI a.s.Tests Warn Ship-Owners About Possible Shortcomings of IMO-Approved Ballast Water Treatment Systems

KONSTANTINOS G.APOSTOLOPOULOSMaritime Piracy Nowadays : A calm before the Storm

VICTORIA LIOUTAMarine insurance risks after «Costa Concordia»

DIMITRIS VRANOPOULOSClassification Societies: Their importance in vessel newbuilding and drydocking surveys

ΘΑΝΑΣΗΣ ΠΥΡΙΝΗΣΗ αλήθεια για το... μη ανταγωνιστικό Πέραμα

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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 περιοδι-κό ΝΑΥΣ ως πηγή των πληροφοριών αυτών. Οι απόψεις των συνεργατών και αρθρογράφων της ΝΑΥΣ δεν απηχούν κατ’ ανάγκη και τις θέσεις του περιοδικού.

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Λ. Δημοκρατίας 295 Πέραμα 188 63Τηλ: 210 44 10 928 Fax: 210 44 17 726 [email protected]

Πάντα με γνώμωνα την προστασία του περιβάλλοντος η εταιρία PLAKAS Tank Coating Co. έχει επενδύσει σε εξοπλισμό υπερσύγχρονης τεχνολογίας ώστε καμία ρύπανση να μην προκαλείται από τις εργασίες που λαμβάνουν χώρα στο πλοίο, διατηρώντας τον χώρο εργασίας απολύτως καθαρό, χωρίς ταυτόχρονα να προκαλείται καμία όχληση στον αστικό ιστό.

Mirror

Τα ψέμματα τελείωσαν. Η Ζώνη πρέπει να πάρει μπροςΈχουμε πολλές φορές επισημάνει την αξία της

ναυπηγοεπισκευής στην Ελλάδα, τα οφέλη που

προκύπτουν, αλλά και την συνεισφορά της στην

ανάπτυξη εν γένει της Ελληνικής Οικονομίας.

Πρέπει τώρα να πάρει ξανά μπροστά η επισκευή και

να αφήσουμε κατά μέρος τα προσωπικά συμφέροντα

και τις μικροπολιτικές σκοπιμότητες. Δεν έχει πια

καμία σημασία ποιος φταίει. Όλοι οι εμπλεκόμενοι

έχουν το μερίδιο της ευθύνης που τους αναλογεί.

Δεν έχει σημασία αν φταίει το κράτος, τα συνδικάτα, οι

επιχειρηματίες, οι εργαζόμενοι, η τοπική αυτοδιοίκηση,

ή ο ΟΛΠ. Δεν έχει πια κανένα ενδιαφέρον να ρίχνει ο

ένας το μπαλάκι στον άλλον.

Σήμερα χρειάζονται άμεσα μέτρα για την επανάκαμψη

της Ναυπηγοεπισκευαστικής Ζώνης του Περάματος.

Χρειάζονται να παρθούν μέτρα εχθές όχι σήμερα.

Προτάσεις υπάρχουν πολλές, απλά χρειάζεται ΟΛΟΙ

να βάλουν νερό στο κρασί τους.

Ο μέχρι πρότεινος υφυπουργός Ναυτιλίας κ. Άδωνις

Γεωργιάδης εργάστηκε προς αυτή την κατεύθυνση

Κυνοσούρα 2012εικόνες

ντροπής

nafs mag. 06 mirror γράφει ο Νίκος Κ. Δούκας

Σε αυτό τον σκουπιδότοπο που απεικονίζεται στις φωτογραφίες έχει μετατραπεί ο τόπος που πριν από μερικές δεκαετίες επισκευάζονταν χιλιάδες εμπορικά πλοία και έδινε ζωή στη ναυτιλία και τα επαγγέλματα γύρω από αυτήν.

σε πολύ σύντομο χρονικό διάστημα, και αυτό

αποδεικνύεται από το γεγονός ότι την επομένη της

ψήφισης του Μνημονίου 2 οι ναυτιλιακοί παράγοντες

με επιστολή τους προς τον πρωθυπουργό ζητούν να

παραμείνει στην θέση του.

Τώρα είναι η ώρα για σοβαρές αποφάσεις.

Το κράτος πρέπει άμεσα να δημιουργήσει υποδομές

και να μειώσει τις ασφαλιστικές εοσφορές, ακόμα και

να επιδοτήσει μέρος του ημερομισθίου. Πρέπει να

ξεκαθαρίσει το καθεστώς λειτουργίας του Σκαραμαγκά

και της Ελευσίνας.

Οι επιχειρηματίες πρέπει να ρίξουν τις τιμές τους

- πράγμα που πολλοί το έχουν ήδη κάνει - και να

εξοπλιστούν όχι μόνο με “εργαλεία” αλλά και να

εφοδιαστούν με χαρτιά αντίστοιχα της αξιοπλοΐας του

πλοίου.

Ο ΟΛΠ ως επιχείρηση κοινής οφέλειας θα πρέπει

να μειώσει δραστικά τις τιμές στις δεξαμενές και

τους χώρους που υπερβαίνουν κατά πολύ το

κόστος διεθνώς, πράγμα που έχει ως αποτέλεσμα

να παρουσιάζονται τεράστια ελλείμματα όταν οι

δεξαμενές δεν έχουν πλοίο για τουλάχιστον 250

ημέρες τον χρόνο.

Τα συνδικάτα θα πρέπει να καταλάβουν ότι ήρθε η

ώρα ο κόσμος να δουλέψει. Τέρμα τα κλεισίματα της

ζώνης με προσχήματα που πλέον δεν έχουν καμία

αξία και καμία ουσία.

Οι βόριοι και οι νότιοι του Περάματος να σταματήσουν

να σκέφτονται πως οι μεν θα εξοντώσουν

επιχειρηματικά τους δε.

Κοιτάξτε τις εικόνες και θα καταλάβετε πως δεν

υπάρχει άλλος χρόνος για πειράματα χωρίς

αποτέλεσμα. Χρειάζεται όλοι να καθήσουν στο

τραπέζι και να βάλουν μπροστά ένα master plan για

το Πέραμα και την ναυπηγοεπισκευή.

Σήμερα, όχι αύριο. Φανταστείτε τι θα γινόταν αν

σήμερα στην Κυνοσούρα αντί για ατελείωτα μπάζα

και σκουπίδια υπήρχαν μερικές πλωτές δεξαμενές για

να υποδεχτούμε τα πλοία της μεγαλύτερης ναυτιλίας

του κόσμου. Της δικής μας.

γράφει ο Κώστας Δούκας

Η αναβολή των εκλογών φαίνεται ότι αρχίζει πλέον να μεθοδεύεται σε χρόνο πέραν του Μαρτίου, καθώς υπουργοί του ιστορικού ΠΑΣΟΚ κόπτονται να αποτρέψουν ή έστω να απομακρύνουν σε χρόνο αόριστο τις εκλογές για να αποφύγουν το επικείμενο πικρό ποτήρι της λαϊκής οργής. Αλλά, η αναβολή των εκλογών υποστηρίζεται ακόμη και από δημοσιογραφικούς κύκλους αλλά και από τον ΣΕΒ. Φυσικά, και από επώνυμους κύκλους της Ε.Ε οι οποίοι απερίφραστα δήλωσαν ότι αν από τις εκλογές προκύψει αντιμνημονιακή κυβέρνηση, δεν θα εκταμιευθεί το δάνειο μαμμούθ του δευτέρου μνημονίου.

Είναι πράγματι ιλαροτραγική η εικόνα του πολυπληθούς υπουργικού συμβουλίου που προβάλλει η τηλεόραση, με τους δεκάδες υπουργούς καθισμένους σε τεράστιο δρύϊνο οβάλ τραπέζι ολυμπιακών διαστάσεων και την πληθώρα των υφυπουργών, δίκην ακροατών, να συμπληρώνουν την εικόνα του πληθωριστικού τούτου πολιτικού μοντέλου, του μοναδικού σε όλη την Ευρώπη, καθήμενων στην περιφέρεια του τεράστιου τραπεζιού.

nafs mag. 08 ίσαλος γραμμή

www.krohne-skarpenord.comINTRA MARE HELLAS (Greece representative) Tel.: +30 210 4293843 | Email: [email protected] | www.intramare.gr

CARGOMASTER® – The all-in-one tank monitoring system

CARGOMASTER® is the complete solution for tank monitoring. The system is well proven and is installed on all kinds of vessels. Combined with the high precision cargo tank level radar OPTIWAVE 8300 C Marine, the system offers unique benefits for tanker operators.

EcoMATE® – System for monitoring of fuel consumption and bunkering

EcoMATE® is a reliable system for monitoring of fuel consumption and bunkering operations. Together with the OPTIMASS series of flowmeters, it offers accurate and maintenance free solutions for all fuel systems.

KROHNE Skarpenord offers complete solutions for monitoring of liquids onboard all kinds of ships

Monitoring of liquid cargo is in safe hands

Κάθε εχέφρων ασχολούμενος με τα ναυτιλιακά διερωτάται ποιά αξία θα μπορούσε να είχε η επανασύσταση του ΥΕΝ κάτω από το σημερινό παράδοξο και εντελώς ασύνηθες πολιτικό σχήμα, του οποίου ο πρωθυπουργός δεν είναι εκλεγμένος από τον λαό, αλλά αντιθέτως είναι πιστός θεράπων του διεθνούς τραπεζικού κεφαλαίου και των εξουσιαζόμενων υπ’ αυτού κυβερνήσεων, δηλαδή των δανειστών μας. Οι στήλες αυτές, από τις πρώτες ημέρες αναλήψεως των πρωθυπουργικών καθηκόντων υπό τον τραπεζίτη κ. Λουκά Παπαδήμο, ειχαν προαναγγείλει, ότι το νέο πολιτικό σχήμα αποτελούσε κυβέρνηση «λεξοτανιλ» προκειμένου να ηρεμήσει για λίγο ο ελληνικός λαός από την ανάλγητη και πέραν πάσης προσδοκίας οικονομικής και κοινωνικής πολιτικής του κ. Γ. Παπανδρέου σε βάρος των πενεστέρων λαϊκών στρωμάτων αλλά και της μεσαίας τάξεως. Και πάλι οι στήλες αυτές είχαν τολμήσει πρόβλεψη, ότι η κυβέρνηση Παπαδήμου δεν πρόκειται να τηρήσει το χρονοδιάγραμμα περί προσφυγής σε εκλογές, άποψη που στη συνέχεια συμμερίσθηκαν όλα τα ΜΜΕ, παρά την εμμονή της μείζονος αξιωματικής αντιπολίτευσης ότι οι εκλογές θα διεξαχθούν προ του Πάσχα. Η αναβολή των εκλογών φαίνεται ότι αρχίζει πλέον να μεθοδεύεται σε χρόνο πέραν του Μαρτίου, καθώς υπουργοί του ιστορικού ΠΑΣΟΚ κόπτονται να αποτρέψουν ή έστω να απομακρύνουν σε χρόνο αόριστο τις εκλογές για να αποφύγουν το επικείμενο πικρό ποτήρι της λαϊκής οργής. Αλλά, η αναβολή των εκλογών υποστηρίζεται ακόμη και από δημοσιογραφικούς κύκλους αλλά και από τον ΣΕΒ. Η γενική χαλαρότητα και η ακυβερνησία που επικρατεί στην χώρα, υπό την δαμόκλειο σπάθη του ΔΝΤ και των Ευρωπαίων, τα απειράριθμα σενάρια καταστροφολογίας που διατυπώνονται καθημερινά από τους ντόπιους και τους διεθνείς αξιωματούχους, οι εκβιαστικές και απειλητικές επισκέψεις των υπαλληλίσκων της τρόϊκας και το γενικότερο θέατρο του παραλόγου που παίζεται σε βάρος του λαού, ο οποίος πληρώνει αιματηρά τα επίχειρα της ανικανότητας και της διαφθοράς του πολιτικού κόσμου και των διαπλεκομένων, οδηγούμενος καθημερινά σε διαρκώς βαθύτερη φτώχεια, εξαθλίωση και ψυχική κατάπτωση δημιουργούν την πεποίθηση, ότι ποτέ δεν θα μπορέσει να πάρει κεφάλι η χώρα λόγω της οικονομικής άπνοιας, της ανεργίας, της ανυπαρξίας σχεδίου ανάπτυξης και της πρωτοφανούς πολιτικής και κοινωνικής παρακμής. Κάτω από τις συνθήκες αυτές σε τι θα ωφελούσε άραγε η επανασύσταση του ΥΕΝ, όταν κανείς δεν γνωρίζει «τι τέξεται η επιούσα», όταν η άθικτη γραφειοκρατία απολακτίζει κάθε προοπτική επένδυσης και όταν τεράστια εθνοφθόρα προβλήματα αναμένουν λύση, αλλά η λύση αναβάλλεται άγνωστο για πόσο, άγνωστο γιατί. Είναι πράγματι ιλαροτραγική η εικόνα του πολυπληθούς υπουργικού συμβουλίου που προβάλλει η τηλεόραση, με τους δεκάδες υπουργούς καθισμένους σε τεράστιο δρύϊνο οβάλ τραπέζει ολυμπιακών διαστάσεων και την πληθώρα των υφυπουργών, δίκην ακροατών, να συμπληρώνουν την εικόνα του πληθωριστικού τούτου πολιτικού μοντέλου, του μοναδικού σε όλη την Ευρώπη, καθήμενοι στην περιφέρεια του τεράστιου τραπεζιού. Σε τι θα μπορούσε να ωφελήσει άραγε η εμπορική ναυτιλία, η ποντοπόρος και η ακτοπλοϊα, από ένα ανεξάρτητο ΥΕΝ, το οποίο βρισκόταν πάντοτε “τελευταίον τη τάξει”, εν μέσω υπουργών με αλληλοεπικαλυπτόμενες αρμοδιότητες και ευρισκομένων σε διαρκείς διενέξεις μεταξύ τους, εις τρόπον ώστε να υπονομεύεται υπό του ενός του έργο του άλλου και να ευτελίζεται, εν των γεννάσθαι κάθε πολιτική, που θα επέλυε ζωτικά προβλήματα της ναυτιλίας, της μόνης ζώσης και παραγωγικής βιομηχανίας, η οποία θα μπορούσε να σώσει τη χώρα από την πτώχευση. Ο ευφυολόγος και αλήστου μνήμης Γιώργος Κατσιφάρας, όταν ήταν υπουργός Εμπορικής Ναυτιλίας, έλεγε στους ναυτιλιακούς συντάκτες ότι... κρύωνε στο υπουργικό συμβούλιο, διότι πέραν αυτού δεν υπήρχε άλλος υπουργός δίπλα στην καρέκλα του. Το υπουργείο Ναυτιλίας ήταν το τελευταίο, παρά την μεγάλη συνεισφορά της ναυτιλίας στο ΑΕΠ. Ένα τέτοιο ανεξάρτητο πλην υποβαθμισμένο ΥΕΝ δεν θα εξυπηρετούσε την αναπτυξιακή ορμή της ναυτλίας. Σήμερα, κάτω από την άχρωμη πολυσυμμετοχική μνημονιακή κυβέρνηση «λεξοτανίλ» του κ. Λ. Παπαδήμου και με χρονικό ορόσημο των εκλογών τον Μάιο – ημερομηνία που θεωρείται αμφίβολο αν θα τηρηθεί - η επανασύσταση του ΥΕΝ, με τις προδιαγραφές του φτωχού συγγενούς, δεν θα προσέθετε τίποτα στην γενικότερη εικόνα απραξίας της κυβερνησεως, η οποία κατατρύχεται από την μονομανή επιδίωξη να εφαρμόσει κατά γράμμα και χωρίς κόκκινες γραμμές το δεύτερο μνημόνιο, με εφαρμογή του αγγλικού δικαίου, που θα χαλκεύσει δεκαετή τουλάχιστον δεσμά στον ελληνικό λαό. Όχι, το νέο ΥΕΝ θα πρέπει να αναβαθμισθεί, ώστε να μπορεί να αξιοποιήσει την εμπορική ναυτιλία σαν το μακρύ χέρι ανάπτυξης της χώρας, που είναι το μεγάλο ζητούμενο και όχι μια ευκαιριακή ανασύσταση του υπό την πίεση του εφοπλιστικού κόσμου, για να λειτουργήσει στο πλαίσιο μια κυβέρνησης που περιγράψαμε και που προχωρεί, όπως λέει, για τη σωτηρία της χώρας αλλά με μια μεθοδολογία που θυμίζει το λουδοβίκειο απόφθεγμα: Apres moi, le deluge* (Μετά από εμένα ο κατακλυσμός).

Κ. ΔΟΥΚΑΣ

Apr

es m

oi, l

e de

luge

γράφει ο Κώστας Δούκας

www.krohne-skarpenord.comINTRA MARE HELLAS (Greece representative) Tel.: +30 210 4293843 | Email: [email protected] | www.intramare.gr

CARGOMASTER® – The all-in-one tank monitoring system

CARGOMASTER® is the complete solution for tank monitoring. The system is well proven and is installed on all kinds of vessels. Combined with the high precision cargo tank level radar OPTIWAVE 8300 C Marine, the system offers unique benefits for tanker operators.

EcoMATE® – System for monitoring of fuel consumption and bunkering

EcoMATE® is a reliable system for monitoring of fuel consumption and bunkering operations. Together with the OPTIMASS series of flowmeters, it offers accurate and maintenance free solutions for all fuel systems.

KROHNE Skarpenord offers complete solutions for monitoring of liquids onboard all kinds of ships

Monitoring of liquid cargo is in safe hands

sense the marine

of technology

Cyprus OfficeLimassol - Cyprus

Tel: + 357 25 348568

e-mail: [email protected]

London OfficeINTRA MARE LTD

Southgate N14 5BP, U.K

Tel: +44 20 8242 5520e-mail: [email protected]

Piraeus OfficeINTRA MARE HELLAS, 4

Skouze Str. - 185 36 Piraeus - Greece

tel: +30-210-4293843 - fax: +30-210-4293845


Oslo OfficeTANKER ENGINEERING AS

Colbjornsens Gate 13 - 0256 Oslo - Norway

Tel: +47 22441515


web: www.intramare.gr

By Ted Petropoulos Head, Petrofin Research

Equilibrium? Where art thou, Equilibrium?

Living through the worst dry bulk shipping market that most can remember is affecting confidence. Owners, having gone through a prolonged phase of over-exuberance and talking of a ‘new paradigm’ and believing in the long term robustness of ship-ping, fuelled by China and longer ton-mile distances, splashed heavily in new building orders. Now, with demand having slowed down and net tonnage sup-ply having reached unbelievably high levels, a huge tonnage surplus has materialized whilst the order book still looms large.

As if the above was not sufficient, we also face an unprecedented banking crisis, affecting all western banks, but most heavily, the European banks that make up 90% of ship lending.

Banks, the shipping industry’s partner, have been slow fox-trotting along owners for 3 years in anticipa-tion of a recovery which has not yet materialised. To the contrary, market conditions, freights and values have gone from bad to worse. Banks, who face their own uphill struggle to achieve capital adequacy and absorb sovereign debt and bad loan provisions, have started to show their uneasiness and they too are considering how long will it be that they will need to support owners, restructure debts and forgive cov-enant infringements.

I have, however, good news to both banks and own-ers. This crisis will pass and a market equilibrium shall return. No doubt at all about this. The only questions that still remains is ‘when?’!

It is the answer to the fundamental question of ‘when?’ that will determine the fate of many owners and the losses of many banks.

As neither the banks not the owners know when the market shall recover, they are both trying to ‘sur-vive’. Until now, such survival has, on the whole,

nafs mag. 12 financial focus

been achieved via co-operation. Owners focus on liquidity, cost cutting, maximizing revenues, spinning off all non-core assets and activities as well as by contributing further own resources to the extent that they can do so.

Banks have been patient and have provided loan re-structures in return for higher margins and evidence of owner commitment. However, to both banks and owners, time is beginning to run out, as all the easy solutions have been utilized and the situation is grim-mer than before.

The ‘credit crunch’, whereby fresh bank credit is low, difficult and expensive, is actually helping the shipping industry. It discourages further newbuild-

ing orders and throttles existing commitments. Own-ers with vessels on order, have the chance of either walking away, or postponing the order or committing more capital. Thus far, they have mainly chosen the route of postponement, thus spreading out the order book. This slippage, however, has not resulted in a reduced order book and in occasions where own-ers have walked out, the vessels were still eventually built for another owner.

As the market situation worsens, there will be more layoffs, scrapping and cancellations / defaults. Ship-building capacity has already started to be reduced primarily in China and to a lesser extent in South Ko-rea and Japan.However, all the above is ‘evolutionary’ and not ‘im-

nafs mag. 13financial focus

mediate’ in effect.

Having laid out the basic parameters in the issue of where the dry bulk market is, I wish to concentrate on the fundamental question of ‘when’, i.e. ‘when’ will the market equilibrium be reached and ‘when’ will the current surplus be absorbed?

The general consensus is that the market will take a long long time to absorb surplus capacity. However, rather than providing unsubstantiated beliefs and crystal ball gazing, I will seek to present reasoned analysis of where we are going.The difficulties associated with ‘forecasting’ in that is depends on the collective actions of both owners and banks, as well as the global economy and world trade which in turn depends on global sentiment, confidence, central bank and state actions.

Let me begin then. Please see Graph 1 by Platou. This shows demand and supply for the dry bulk fleet over the last 10 years. The key to reading this chart is by reference to the utilization rate. As you will ob-serve, the utilization rate crossed the 90% mark in mid-2003 and stayed about this rate until the end of 2008, when the banking crisis began.

As the rate approached 100%, shipping experienced very bullish market conditions, which led to over-ordering and created the current problem.

The utilisation rate movements explain why we en-joyed a reasonable market in the second half of 2009 and the whole of 2010, but have been sliding in 2011 and early 2012. In answering the fundamental ques-tion of ‘when’, we need to see when the utilization rate will cross the 90% rate. Currently, we are at ap-proximately 85%, where the 15% surplus has driven rates down to operating expense levels.

To provide a reasonable prognosis to the key ques-tion, I refer readers to Graph 2. Please bear with me, as I go through it.

The green line until 2011 shows the net dry bulk fleet growth without scrapping. As you will see, it peaked at 18.81% in 2011. For 2012 and beyond, the green line represents orders that will be delivered in each year after estimated postponements, cancellations and new orders placed with deliveries in each year. The blue line shows the net dry bulk fleet growth after scrapping with the difference between the two lines representing scrapping. Due to scrapping in 2011, the actual net tonnage growth was 14.36% as opposed to pre-scrapping of 18.81%. The purple line at the bottom of the graph shows World GDP growth per annum, whereas the red line since 2010, shows the cargo bulk trade growth. It is this red line, together with the blue line that deter-mine if there is a minimal surplus.

As you will see, in both 2010 and 2011, net fleet af-ter scrapping increases have been 16.7% in 2010 and 14.36% in 2011, clearly rates that could never be matched by cargo growth which remained at 9% and 6% per annum. Hence, there was a surplus in

each of the above years resulting in a fall of the fleet utilisation rate.

For astute readers, I should hasten to add that there are other factors that affect the supply side, such as congestion, slow steaming, lay-up and weather. As such, to some extent, the large surpluses have been cushioned by the above factors, though not elimi-nated, hence the increasing supply and utilization rate falls.

Let us now move to the world of ‘reasoned progno-sis’.The 2012 green line forecast shows an estimated pronounced fall in the pre-scrapping net fleet growth to 12.63% after cancellations, postponements and on account of a slowdown in new orders in accord-ance with our analysis. As you will see, the gap with the blue line is increasing due to record scrapping forecasts for 2012. To give readers a better idea, the scheduled newbuilding deliveries for 2012 are 132.6mDWT (Clarkson’s Fleet Register – February 2012). This figure after postponements, cancella-tions etc, as well as scrapping and due to the bad market conditions, is expected to fall to a net 40m DWT fleet increase. Hence a considerable market induced adjustment.

The result, if our assumptions as to the above pa-rameters hold true, is for a net fleet growth after scrapping of only 6.54% for 2012. This, should it materialize, would be very good news. For 2013, the net fleet increase is estimated at 7.24% falling to 5.3% in 2014.Although world GDP growth for 2012 is expected to slowdown from 3.8% in 2011 to 2.5% per annum, Cargo bulk trade growth according to Howe Robin-son, is expected to rise in 2012 to 7.3%. This com-pares well with the 6.54% net fleet increase, which shows for the first time, since 2008, a more balanced

4.72%

2.84%

5.26% 6.05%

6.95% 6.55%

6.67%

7.03%

8.84%

16.70%

14.36%

6.54% 7.24%

5.30%

6.41%

4.25%

6.07% 6.36%

7.24% 7.21% 6.82%

7.74%

12.12%

18.05% 18.81%

12.63%

9.53% 9.00%

6.00%

7.30%

2.00% 2.70%

4.10% 3.60%

4.10% 4.00%

1.50%

-‐2.30%

4.20% 3.80%

2.50% 3.10%

-‐5.00%

0.00%

5.00%

10.00%

15.00%

20.00%

end

2001

end

2002

end

2003

end

2004

end

2005

end

2006

end

2007

end

2008

end

2009

end

2010

end

2011

2012

2013

2014

Net Fleet Growth Growth Without Scrapping Cargo Bulk Trade Growth World GDP Growth

Sources: Cargo Bulk Trade Growth: Platou 2011-‐2012, Howe Robinson

Fleet: Simpson Spence and Young / Petrofin World GDP: World Bank, Howe Robinson

esSmaSon Net Fleet Growth / Growth Without Scrapping / Cargo Bulk Trade Growth / World GDP Growth

market. However, what is needed is not only for demand growth to match supply growth, but for the current surplus to be reduced and for utilisation rates to rise. Although the adjustment process shall be slow and the danger of further orders is always present, should the above prognosis materialise in 2012, we should see a rise of the utilisation rate to levels above 90%, hence a recovery in 2013 and 2014 to at least 2010 market conditions. The recovery of the utilisation rate shall not be smooth but erratic. How-ever, as 2013 and 2014 dry bulk growth expectations are for higher growth than 2012, it is forecasted that the current fleet surplus shall slowly absorbed.A rush of new orders can and will delay the mar-ket recovery whilst a pick-up of Chinese and global growth will shorten the period until the current sur-plus shall be absorbed.

In conclusion, as the current order book works through the ship building system, demand / supply conditions should return to near equilibrium from 2013-2014. However, what is needed is the current supply to be reduced by a period of demand exceed-ing supply and the utilisation rates rising to 90% and above. This will require considerable new order re-straint by owners and banks, a lot of postponements, reduced shipbuilding capacity, continued scrapping and fleet inefficiency, as well as pick-up in demand. The above pre-conditions for a robust recovery may appear daunting but not improbable. For owners and banks, surviving the next 1-2 years will remain their main goal. For those that survive the famine years, the future, once the market shall recover, looks very promising.

nafs mag. 14 shipping news

Ελληνική Εμπορική Ναυτιλία:Ο πλέον αξιόπιστος εταίρος της Ε.Ε.

Στα πλαίσια των τακτικών επαφών της Ενώσεως Ελλήνων Εφοπλιστών με τα θεσμικά κοινοτικά όργανα, αντιπροσωπεία της υπό τον Πρόεδρο, κ. Θ. Βενιάμη, πραγματοποίησε επίσημη επίσκεψη στις Βρυξέλλες (23-25/1/12). Στην αντιπροσωπεία μετείχαν οι κ.κ. Χ. Κανελλάκης, Ι. Κ. Λύρας, η Δρ. Α. Μπρεδήμα και η κα. Κ. Πέππα. Στις συναντήσεις της αντιπροσωπείας της ΕΕΕ διαπιστώθηκαν θετικές εξελίξεις σε μια σειρά θεμάτων που απασχολούν την ελληνική εμπορική ναυτιλία. Στην Ευρωπαϊκή Επιτροπή η αντιπροσωπεία συναντήθηκε με τον Αντιπρόεδρο και Επίτροπο Μεταφορών, κ. Σ. Κάλλας, καθώς και με τις Επιτρόπους Κ. Χέντεγκαρντ (Δράσης για το Κλίμα), Μ. Δαμανάκη (Θαλάσσιας Πολιτικής και Αλιείας) και Α. Βασιλείου (Εκπαίδευσης, Πολιτισμού, Πολυγλωσσίας και Νεολαίας). Επίσης, η αντιπροσωπεία είχε συναντήσεις με τον Αναπληρωτή Γενικό Διευθυντή Μεταφορών, κ. Φ. Καραμήτσο, τον Διευθυντή για την πειρατεία στον Ινδικό Ωκεανό της Ευρωπαϊκής Υπηρεσίας Εξωτερικής Δράσης, κ. Κ. Βερβέκε, καθώς και αξιωματούχους της Γενικής Διεύθυνσης Απασχόλησης και Κοινωνικών Υποθέσεων και της Διεύθυνσης Μεταφορών του Συμβουλίου Υπουργών. Στο Ευρωπαϊκό Κοινοβούλιο έλαβαν χώρα συναντήσεις με τον Ευρωβουλευτή κ. Μ. Σίμψον, Πρόεδρο της Επιτροπής Μεταφορών και Τουρισμού, την Ευρωβουλευτή κα. Γ. Μάισνερ, Συντονίστρια Φιλελευθέρων (Επιτροπή Μεταφορών), τον Ευρωβουλευτή κ. Π. Λίζε (Επιτροπή Περιβάλλοντος) καθώς και με Έλληνες Ευρωβουλευτές.

Η επίσκεψη πραγματοποιήθηκε σε μία εξαιρετικά δύσκολη χρονική συγκυρία όπου τόσο η Ελλάδα όσο και η υπόλοιπη Ευρωζώνη, και κατ’ επέκταση η ΕΕ, αντιμετωπίζουν οικονομική ύφεση πρωτοφανούς έκτασης που οδηγεί σε καθημερινές ανακατατάξεις. Στο δυσμενές αυτό οικονομικό περιβάλλον, η ευρωπαϊκή ναυτιλία, ενώ δεν αποτελεί μέρος του προβλήματος, καλείται αφενός να αντιμετωπίσει σοβαρά λειτουργικά εμπόδια στην ομαλή διεξαγωγή των θαλάσσιων μεταφορών και αφετέρου να συνδράμει κατά το δυνατό στην οικονομική ανάπτυξη της Ευρώπης διατηρώντας την στρατηγική θέση της στην παγκόσμια ναυτιλιακή σκηνή. Στις συναντήσεις τονίσθηκε ιδιαίτερα ότι η βιωσιμότητα της κοινοτικής ναυτιλίας εξαρτάται από τη διατήρηση της ανταγωνιστικότητας του στόλου της. Αναπόσπαστο στοιχείο της ανταγωνιστικότητας είναι η παράταση της ισχύος των Κατευθυντήριων Γραμμών για τις επιδοτήσεις στις θαλάσσιες μεταφορές, άποψη που υποστηρίζει θερμά το σύνολο του κοινοτικού εφοπλισμού και έχει γίνει αντιληπτή από τους κοινοτικούς αξιωματούχους. Εξίσου αναγκαία είναι η αποφυγή λήψης περιφερειακών μέτρων, τα

οποία υποσκάπτουν τη διεθνή ανταγωνιστικότητα του κοινοτικού στόλου και δίνουν λαβή για λήψη άλλων περιφερειακών μέτρων από χώρες όπως οι ΗΠΑ, Κίνα, Ρωσία, Ινδία, Βραζιλία εις βάρος τελικά του ελεύθερου εμπορίου. Στο φαινόμενο της πειρατείας διαπιστώθηκε εκ μέρους της ΕΕ μεγάλη πρόοδος και πλήρης συνειδητοποίηση των διαστάσεών του, ανθρωπιστικών, εμπορικών, πολιτικών και οικονομικών. Η ΕΕΕ τόνισε τον εμφανή κίνδυνο διατάραξης της ομαλής διακίνησης του διεθνούς εμπορίου μεταξύ Δύσης και Ανατολής και τις σοβαρές οικονομικές επιπτώσεις δεδομένου ότι αποδεδειγμένα η πειρατεία κοστίζει ετησίως στην παγκόσμια οικονομία 7,5 – 14 δις δολάρια, κόστος που μετακυλύεται στον καταναλωτή. Υπήρξε σύμπτωση απόψεων για την αναγκαιότητα διαμόρφωσης σχετικών πρωτοβουλιών από την ΕΕ, τα θεσμικά όργανα της οποίας αποδεικνύουν πλέον έμπρακτα πολιτική βούληση για την αντιμετώπιση του προβλήματος με συντονισμένες ενέργειες και αποφασιστικότητα. Η χρήση ένοπλων φρουρών επί των εμπορικών πλοίων αρκετών κοινοτικών σημαιών, σύντομα και της ελληνικής, αναφέρθηκε ως ένα αναγκαίο συμπληρωματικό μέτρο, στο παρόν στάδιο, για την προστασία των ναυτικών και του πλοίου, το οποίο όμως δεν πρέπει να αναχαιτίσει τις παγκόσμιες προσπάθειες για πάταξη του φαινομένου. Επίσης, συμφωνήθηκε η συνεχής αλληλοενημέρωση μεταξύ των δύο πλευρών και η αμοιβαία συνδρομή στην επίλυση του προβλήματος.

Όσον αφορά το σημαντικό θέμα της μείωσης των ατμοσφαιρικών εκπομπών των πλοίων, η ΕΕΕ επικρότησε την επιτυχία του αρμόδιου Διεθνούς Ναυτιλιακού Οργανισμού (ΙΜΟ), να ηγηθεί των εξελίξεων, υιοθετώντας τεχνικά και λειτουργικά μέτρα με διεθνή εφαρμογή για την ενεργειακή απόδοση των πλοίων, καθώς και την αναγκαιότητα να του δοθεί πίστωση χρόνου για την εξεύρεση διεθνούς λύσης προς περαιτέρω μείωση των εκπομπών. Για άλλη μια φορά τονίσθηκε το ανεφάρμοστο του συστήματος εμπορίας εκπομπών (Emissions Trade Scheme – ETS) στη ναυτιλία. Επίσης, η διένεξη μεταξύ ΕΕ και 46 χωρών συμπεριλαμβανομένων των ΗΠΑ, εξ αφορμής της μονομερούς υπαγωγής των διεθνών εναέριων μεταφορών στο ευρωπαϊκό Emissions Trading Scheme, έχει δημιουργήσει προβληματισμό όσον αφορά την υιοθέτηση περιφερειακών λύσεων στη ναυτιλία. Παράλληλα, εκδηλώθηκε προθυμία της Ευρωπαϊκής Επιτροπής να εξετάσει εναλλακτικές προτάσεις, σε συνεργασία με τους εκπροσώπους της ναυτιλίας.

Συμπερασματικά, διαπιστώθηκε ότι η ελληνική εμπορική ναυτιλία παραμένει ο πλέον αξιόπιστος στρατηγικός εταίρος της ΕΕ και ευπρόσδεκτος συνομιλητής των θεσμικών οργάνων της, σε υψηλό επίπεδο.

E.E.E.Εκλογή νέου Διοικητικού

Συμβουλίου για την προσεχή τριετία

Στην Ετήσια Τακτική Γενική Συνέλευση των μελών της ΕΕΕ που πραγματοποιήθηκε στις 8 Φεβρουαρίου 2012, στο Ίδρυμα Ευγενίδου, ο Πρόεδρος κ. Θεόδωρος Βενιάμης προέβη στον Απολογισμό των πεπραγμένων της Ενώσεως για το 2011, καθώς και σε εκτενή αναφορά στις ναυτιλιακές εξελίξεις, σε εθνικό, κοινοτικό και διεθνές επίπεδο για το ίδιο έτος. (Το κείμενο του Απολογισμού επισυνάπτεται). Οι εργασίες της Συνέλευσης συνεχίσθηκαν με αρχαιρεσίες για την ανάδειξη νέας Διοίκησης τριετούς θητείας. Το νεοεκλεγέν Διοικητικό Συμβούλιο, συνήλθε στις 9 Φεβρουαρίου 2012 στα γραφεία της ΕΕΕ και μετά την επικύρωση των εκλογικών αποτελεσμάτων, συγκροτήθηκε σε Σώμα ως εξής: Πρόεδρος: κ. Θεόδωρος ΒενιάμηςΑντιπρόεδροι: κ.κ. Χρήστος Κανελλάκης, Μιχαήλ ΧανδρήςΓραμματείς: κ.κ. Παναγιώτης Λασκαρίδης, Κωνσταντίνος ΜαρτίνοςΤαμίας: Δρ. Ματθαίος Δημ. ΛώςΑναπλ. Ταμίας: κ. Αναστάσιος ΠαπαγιαννόπουλοςΜέλη οι κ.κ. : Αγγελάκης Γεώργιος, Αγγελικούσης Ιωάννης, Αγγελόπουλος Κωνσταντίνος, Γράτσος Γεώργιος, Δαλακούρας Γεώργιος, Ιωαννίδης Ιωάννης, Καρούσης Κωνσταντίνος, Κολλάκης Παντελής-Ελευθέριος (Λου), Κουμάνταρος Γεώργιος, Κούστας Ιωάννης, Κωνσταντακόπουλος Κωνσταντίνος, Λαιμός Αντώνιος-Θωμάς, Λεκανίδης Στέφανος, Λιβανός Γεώργιος, Λύρας Κ. Ιωάννης, Μακρυμίχαλος Γεώργιος, Ξυλάς Ιωάννης, Οικονόμου Γεώργιος, Πολέμης Σπυρίδων, Προκοπίου Γεώργιος, Τραυλού Μελπομένη, Τσάκος Νικόλαος, Φαφαλιός Λουκάς.

Ο κ. Θεόδωρος Βενιάμης

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Alfa Laval: A steady flow of savingsThe AQUA FRESHWATER GENERATOR

Two sides of the AQUA storyThe story of the AQUA freshwater generator is the story of a remarkable innovation, fully tested both on and off shore. AQUA represents a major process breakthrough, with benefits for ship owners, ship operators and ship-

yards alike.

One half of the story … Through unique plate technology that requires only half as much seawater, AQUA generates both fresh water and savings for ship owners and ship operators. Half the seawater flow translates into half the pumping require-ments, with a corresponding reduction in electrical en-ergy. In other words, less fuel is consumed in running the freshwater generator, and less CO2 is released into the atmosphere as a result. In addition, AQUA features wetted parts in titanium and an optimized flow that keeps the natural build scaling to a minimum. So like Alfa Laval’s global resources and support, AQUA is a solution that will be available for the lifetime of the ship.

… and the other half In cutting the need for seawater in half, AQUA creates substantial benefits for shipyards as well. Since there is only half the seawater to move, the pumps that are in-stalled with AQUA can be smaller. And that means a lower investment cost. Likewise, there is less energy to invest in planning an AQUA installation. The dimensions of the connecting pipework can be smaller than that of other solutions, and the compact design of the freshwater generator allows flexible placement in any engine room layout. Since the plate pack opens easily within the space of the AQUA frame, only a minimal service area is needed.

AQUA – inside and outThe AQUA freshwater generator handles the entire de-salination process with a single plate pack and one type of titanium plate. The result is an efficient and easily han-dled solution.

Serving it all on one plate The AQUA plate pack contains purpose-made plates with 3-in-1 technology. Evaporation, separation and con-densation occur on a single type of plate, designed with Alfa Laval’s fluid handling expertise. Feed water passes through the lower section of the plate pack, where it is evaporated at 40-60°C in a vacuum of 85-95%. As the vapour rises between the plates, it pass-es through the separator section, which causes brine to

nafs mag. 16

Alfa Laval on board Alfa Laval can be found on most ships and in most onboard processes. This includes freshwater generation, where Alfa Laval has led the way since 1955. Drawing on our many years of experience, we create new advances based on well-known technologies. A perfect example is the AQUA freshwa-ter generator, which takes vacuum desalination to new levels of efficiency and economy. AQUA’s all-in-one plate technology cuts seawater require-ments in half. And just as importantly, it makes AQUA exceptionally easy to operate and maintain.

The AQUA freshwater generator handles the entire desalination process with a single plate pack and one type of titanium plate. The result is an efficient and easily handled solution.

fall into the sump at the bottom of the freshwater generator. Only clean freshwater vapour reaches the top section, where it is cooled and condensed into fresh water. Perfect distribution across the plates ensures that dry spots are eliminated, which means the natural scaling process is minimized. And because the vacuum is contained in the plate pack itself, no outer shell is necessary. In many cases, additional plates are all that is needed to increase freshwater capacity.

Room to move and grow The space-saving construction of AQUA combines ease of installation with ease of use. The AQUA plate pack simply slides open for maintenance, which means that only a minimal service area is required around the compact frame. Not only is the freshwater generator itself smaller than other solutions, so are the pumps and pipes connected to it.

technical issues

nafs mag. 17

Doing the job with less The AQUA freshwater generator operates economically with only half the seawater flow. Though it provides ex-ceptional long-term efficiency, it requires only minimal maintenance.

Less seawater, less impact AQUA makes efficient use of the heat that already exists on board, employing jacket water, steam injection or a Hot Water Loop as a heating medium. But just as im-portantly, it makes efficient use of seawater. This means that AQUA provides better operating economy, not only compared to shell-and-tube models, but also compared

to other plate-based freshwater generators. Because it requires only half the seawater flow needed by any other freshwater generator, AQUA reduces the

necessary pumping capacity and allows smaller seawa-ter pumps to be installed. This in turn reduces the con-sumption of electrical energy, which is usually produced

through the burning of expensive fuel. Naturally, a reduction in fuel use means money saved. But it also means savings for the environment. Cutting fuel consumption means cutting CO2 emissions, and that makes AQUA as good for the climate as it is for your economy.

Less work and worry Just as AQUA requires less electrical energy to gener-ate freshwater, it demands less energy from you. AQUA’s operation is fully automatic, and its very low hold-up vol-ume prevents any sloshing due to pitch and roll. Moreo-ver, the system continuously controls the quality of the

fresh water, which has a lower salinity than that provided by other solutions. Due to optimized technology that inhibits the natural scaling process, AQUA also provides longer mainte-nance intervals. When maintenance is necessary, there are few bolts to handle and no pipes to dismantle, and correct and easy reassembly is ensured by AQUA’s de-sign features. Among these are gaskets with rubber flaps that indicate proper plate assembly, as well as distance pipes that ensure proper plate alignment and correct tightening. Best of all, AQUA’s wetted surfaces are all made of titani-um, which means there is no risk of corrosion or erosion. Natural scaling can be kept to a minimum with a Clean-ing-in-Place (CIP) system and biodegradable chemicals – without opening the freshwater generator.

Keeping it simple With its streamlined installation and maintenance-friendly setup, the AQUA freshwater generator reduces both initial investments and lifecycle costs. This makes it an ideal solution for use on ships and rigs, as well as in remote onshore locations.

Easy to fit or retrofit AQUA means good news, both for shipyards and for those looking to retrofit. Possible to install in any direction, it allows for a more compact and flexible installation. In fact, AQUA saves considerable space and weight over other types of freshwater generator. Not only does AQUA itself have a smaller footprint, it also has a service area up to 50% smaller than that of shell-and-tube models. In contrast to other plate-based models, the vacuum is con-tained in the plate pack, so there is no outer shell that requires extra space to open. Also reduced is the size of the seawater pumps and pipes, since AQUA needs only half of the seawater required by other solutions. So the total installation, including both the freshwater generator and the surrounding equipment, can be made with less difficulty and a lower invest-ment.

Performance that lasts As a start-and-forget answer to freshwater needs, AQUA provides long-term as well as short-term benefits. This is due to its use of proven Alfa Laval technology, tested both on and off shore. For example, AQUA takes full advantage of Alfa Laval’s expertise in fluid handling. By better distributing a smaller amount of water, AQUA avoids the creation of dry spots, which helps to inhibit the natural process of scaling. Together with the use of corrosion- and erosion-resistant titanium for the plates and other wetted parts, this ensures a trouble-free installation that will last the life of the ship. Likewise, AQUA is built to expand as demands increase. Because the same efficient design covers the whole operating range, additional plates are often all that is needed to increase freshwater capacity. In other words, AQUA is a single solution for both today’s and tomorrow’s freshwater needs. And since Alfa Laval is a global supplier, we can also meet your need for service and support – around the clock and around the world.

Alfa Laval can be found on board most ships and provides support through a global organization. Our products include systems for fuel conditioning, separation, heating, cooling, tank cleaning, filtration, desalination, waste treatment and ballast water treat-ment. As a leading supplier, we strive for the most efficient, reliable and environmental solutions. Our drive is the partnership with our many customers – together we set the standard. For more information, please visit www.alfalaval.com/marine

Victoria Liouta, managing director Vilmar International S.AMarine Insurance Risks after “Costa Concordia”

nafs mag. 18 insurance market

It has been only few days after the new year has started that we watched in the news a huge tragic and a casualty which seriously concerns the insurance in-dustry. The sinking of Costa Concordia cruise ship off Tuscan coast of Italy on January 13 has already loss-es which reach about $1 billion with the bulk of burden going to reinsurers. A big portion of it will obviously cover damage to the ship and the balance will cover personal injuries, liability and environmental losses. Referring to the latter, the losses will be lessened if the fuel oil and lubricants are successfully removed by Royal Boskalis Westminster’s Smit Salvage company which started already the pumping of fuel. Weather conditions are important to facilitate the operation oth-erwise bigger problems and complications may arise.It is admitted that the wrecked cruiseliner turned out to be the biggest insured loss in maritime history, carry-ing over 4,000 passengers and crew, killing at least 15 and injuring many others. The insurance world of the ship and her owners has to consider two issues: the two clubs that insure each other for personal injuries and shipwreck as well as environmental damage and the consortium of insurers who underwrite the ship itself. The ship is insured for 405 million euros by in-surers among which are GARD, XL, RSA, Generali, AXA, Hannover Re, Allianz and Chartis. Sources in the market state that “the participants on the policy will be fairly well spread across the market” which may also mean that the losses are expected to be easy for the industry to absorb. London based Standard Club which has confirmed is the leading P&I insurer of the ship is already dealing

with the massive liabilities, however all claims great-er than $8million will get pooled within the IG of P&I Clubs which is protected by external reinsurance for claims that exceed $60 million. With that in mind and considering that the fiscal year for all P&I Clubs is the end of February the Costa Concordia disaster will defi-nitely have a serious crash on all insurance results for this year leaving still unknown how much will fall on the hull side and how much on the P&I market.It may be possible that the two ship’s Clubs will have very little retained premium to pay this loss and is likely that they financially suffer badly this year, especially if big pollution claims arise in case fuel is leaked from vessel’s tanks. It is also expected that the reinsur-ance cost will rise among the 13 Clubs of International Group and the Clubs which insure cruise liners will see their cost of cover higher within the Pool.It is nevertheless noticeable that other sources refer to the shipwreck as not big enough to dent the insurance industry’s capital reserves and the fact that the losses are very well spread in various markets and heavily reinsured as well, the impact on the hull side might not be that catastrophic this year. Yet, the market talks about losses which exceed the ones in Exxon Valdez disaster in Alaska.Many companies, insurance or other, work on the de-tails of the disaster and it remains to come to firm con-clusions on cost or liability issues, still, the timing of the disaster may be proved difficult for some insurers who announced their losses already for 2011. Any resolu-tion of the claims will not be quick and it is well known to the market that it usually takes years to settle these

large marine claims based on costly investigation of liabilities involved.I can only note that insurance is necessary to anyone’s business when such unexpected casualties and other heavy burdened incidents happen which give rise to many liabilities and claims. It is time to consider the importance of insuring ship and passengers, on the other hand, insurance world is suffering with heavy costs which again have serious impact on the insur-ance rates for owners and ships. Then again, far from the ship’s insurance depressing results, the incident might have an assessable impact on bookings with the season still not started and pos-sibly a long-term impact on cruise industry growth irre-spective if even the most sensitive American travelers continue to travel. Owners will obviously assume dif-ficult fiscal year resulted from pretty evident cause that human factor plays the most important role in such tragedies. Other consequences are being discussed on the various market’s tables after the disastrous incident including among others, the change of IMO rules for passenger vessels, quality of training given to entertainment and hospitality staff on cruise liners, tighter ship safety procedures, crew training standards etc. to prevent a repeat of Costa Concordia shipwreck. When such catastrophic incidents happen many rules change and immediately insurance markets adjust the risk and the possibility of similar tragedies. It is official status that this loss will put pressure to ma-rine insurance before the year begun and apparently insurers will have to raise their prices. It remains to see the results.

107-109, Filonos Str. 6th Fl. - Piraeus 18536, GreeceTel: +30 210 4511615 - Fax: +30 210 4511616

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Claims Consultants & Insurance Brokers

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nafs mag. 20 piracy report

“Piracy rates seem to be a rather controversial phenomenon. Although pirate attacks see a continuous increase, at the same time successful hijackings have decreased. This is a result of the presence of Naval and Military forces concentrated above and beyond the Arabian Sea strengthened by the use of Private Contracted Armed Security Personnel. It is important to note though that serious and continuing threat remains in the wider area of the Indian Ocean and especially in the Gulf of Aden.”

Konstantinos G. ApostolopoulosSales Manager,Aspida Maritime Security

Konstantinos G. Apostolopoulos: Maritime Piracy Nowadays : A calm before the StormASPIDA MARTIME SECURITY

article

Maritime Piracy is a contemporary ‘reality’ of the High Seas. Currently at its peak, Piracy could be considered as one of the most nuisance, yet dangerous for crew and vessels, threats. This phenomenon has raised numerous debates coming from all parties concerned. As per today, no clear answers have been given and no long term or even comprehensive solutions have been adopted. Existing and up-and-coming actions that require great attention are herewith discussed.The International Maritime Bureau PRC has recorded 439 incidents of Piracy & Robbery in 2011, compared to 445 in 2010. 237 of the in-cidents are accredited to Somali Pirates. These incidents continue to intimidate an extended geographical region – from the Southern part of the Red Sea in the west to 76o East longitude and beyond in the east. Incidents have also been reported off the coast of Oman / Arabian Sea in the north extending southward to 22o South. Most of the attacks incorporate the use of fire arms which is a cause of great concern to the merchant navy fleet as it forms a serious threat not only to injury and death of seafarers but also loss to the ship, cargo and damage the environ-ment. The pirates fire automatic weapons and Rocket Propelled Grenade (R.P.G) at merchant vessels in an attempt to immobilize them or to board and hijack them. As of recorded incidents Bulk Carriers, Chemical Tankers, Containers, Tankers, General Cargo have been noticed to be the most vulnerable types to be attacked. Piracy rates seem to be a rather controversial phenomenon. Although pirate attacks see a continuous increase, at the same time success-ful hijackings have decreased. This is a result of the presence of Naval and Military forces con-centrated above and beyond the Arabian Sea strengthened by the use of Private Contracted Armed Security Personnel. It is important to

note though that serious and continuing threat remains in the wider area of the Indian Ocean and especially in the Gulf of Aden. Bob Jaques (Seatrade Magazine, Issue 5), writes that: “Piracy attacks off the cost of Somalia and out in the Indian Ocean have reached critical levels.”There is a belief that pirates cannot easily return to the level of success as of 2010. On the one hand we have depletion in the quality of pirate crews as many of the experienced pirates are now in prison and on the other hand there is a new wave of opportunistic and under-skilled pirates. The fact that the new generation of pirates are inexperienced, acting in an oppor-tunistic manner & operating closer to the shore, pose a threat to become more violent. Along the same lines, Thimio Mitropoulos, IMO secretary general, has stated that “pirates have become bolder, more audacious, more aggressive and violent than before. They subject their captives to terror, abuse, and torture”. The latest such unfortunate incident took place at MV Shiuh Fu where pirates adopted a new and graphic tactic to force owners to pay ransom; they cut the arm of the captain of the ship. This event marks the first noted incident of force amputation in recent years as well as a significant turn in the way pirates treat hostages. Although shipowners are aware of the threat, some believe that the risk of hijacking is really low (0,3%, source One Earth Future). They think that a quick payment to the pirates would result to quick release of crew and vessel. Some others prefer to reroute ships in order to avoid risky waters. Meanwhile, shipping operators and insurers advocate for the use of armed guards - a practice that is governed by the nation in which a given vessel is registered. There is a range of flag requirements regarding the approval of the use of armed guards, from those that prohibit to those that recommend them. At the same time International Chamber of Shipping supports the

practice. Frankly, shipowners’ decision to engage PCASP should be made after due consideration of all the risks and subject to a (non-existent yet) comprehensive legal framework. Owners and Masters should follow the IMO guidelines which has made some progress this year towards recognizing the use of armed guards and should also get advise from their Flag State and insurer. Certainly, armed guards as a pirate deterrent remains a ‘hot issue’. There is a great concern about the presence of the rifles onto the ship on that the pirates will become more aggressive. Some others believe that the private hiring of armed guards could lead owners facing criminal prosecution. Although the above if not appropri-ate care is put in place, may be true; shipown-ers attention should remain in the fact that numerous Private Maritime Security Companies (PMSC) ‘pop up’ and sale ‘professional’ offering guardianship with low cost. Although nowadays counter-meas-ures that lead to the decrease of incidents are a result of combined efforts from Naval Forces, Best Management Practices (BMP), use of cita-dels and Privately Contracted Armed Security Personnel (PCASP), attention should be given when deploying the later. Owners should be careful when they see low cost “professional PMSC’s”. Each armed security mission is a small military operation and entails high costs. Very low prices actually mean that a provider is cutting corners. Maritime Security is not a com-modity and PMSCs should not be chosen based just on price. Unsuitable insurance, improper and illegal weaponry, poorly trained personnel, lack of procedures and adherence to port regula-tions may result to a lower price but may lead to complications, vessel delays, arrests and liability claims. So the price may be lower but at what actual cost? In the Security quality is essential if not demanded.

nafs mag. 22 international shipyards

Dimitris Vranopoulos: Classification Societies: Their importance in vessel newbuilding and drydocking surveysMD, MARINE PLUS S.A

article

A. OriginsIn the second half of the 18th century, marine insurers based at Lloyds Coffee House in London, developed an independent mechanism for the technical assessment of ships which were candidates for marine insurance. At that time, an attempt was made to “classify” on an annual basis the condition of each ship. Hull was clas-sified as A,E,I,O or U. Equipment was graded G,M or B (Good, Middling or Bad). The “classification” concept soon spread to other countries and insurance markets, eg Bureau Veritas (BV) was founded in Antwerp, then moved to Paris in 1832. Lloyds Register was estab-lished in 1834, Rina in 1861. Other societies followed (DNV, GL, NK, RS etc). Each classification set their own standards and rules for vessels to be either “in” class or “out” of class.B. Modern TimesClassification societies met on several occasions to try to bring uniformity in rules applicable to ship construc-tion and maintenance, and in 1968 the main 7 societies formed IACS (International Association of Classifica-tion Societies). A year later, in recognition of their combined technical knowledge and experience of their members IACS was given consultative status with the IMO (International Maritime Organization). Today, IACS has 13 members, covering 90% of all ships engaged in commercial tonnage involved in international trade worldwide. In total there are over 50 organizations providing some form of classification services to the world shipping fleet.C. Scope of Classification SocietiesNEWBUILDINGSFor vessels to be constructed, class rules are devel-oped to establish standards for structural strength, watertight integrity, suitability of the propulsion and steering systems, power generation and auxiliary systems built in to the vessel to assist in its operation. In particular, class undertakes: • Ship design review, approval of plans and drawings: When an owner first requests that a vessel be classed, the shipyard or design agent presents drawings and calculations to class for a systematic detailed review for compliance with the class rules.

• Certification of materials / components, appraisal of materials and equipment used in the construction of the ship, including inspection at works when required: After a design has been approved by class, class surveyors attend the vessel at the shipyard from keel laying to delivery. The surveyors verify that the approved plans are followed and the rules are adhered to. During the construction of the vessel, surveyors witness, at the place of manufacture or fabrication, the tests of materi-als for the hull and key machinery as required by rules.• Surveys during construction at shipyards: Class Surveyors survey the building (block fabrication – sec-tion ASSY), installation and testing of the structural and principal mechanical and electrical systems.• Attendance at test and sea trials.• Certification: Upon satisfactory completion of the de-sign review, site surveys including sea trials, an interim class certificate is issued. Final certification normally requires approval by a broader industry – based class committee. IACS members have incorporated series of unified rules (UR), minimum technical requirements adopted by IACS members which once ratified by each class member are incorporated in their rules and practices. A recent example relating to newbuildings are the common structural rules (CSR), a comprehensive set of minimum requirements for the classification of hull structures of bulk carriers and double hull tankers effective since 2006.Statutory Services: IACS members have “recognized Organization” (RO) status from SOLAS and other IMO conventions, and as such can undertake on behalf of flag states a series of surveys to verify that vessels comply with international conventions. These relate mainly to safety at sea and protection of the environ-ment. They are generally referred to as “Statutory requirements”, and cover four main areas: 1) Ship’s design and structural integrity – loadline and stability in intact / damaged condition 2) Pollution control related to normal ship operation (MARPOL) 3) Accident preven-tion, including navigational aids / pollution / fir protection (SOLAS) 4) The situation after an accident including containment and escape.Periodical Surveys After Vessel Construction: Once a vessel is operational, the following class surveys apply for the vessel to maintain it’s class status: 1) Annual surveys 2) Intermediate Survey 3) Special Survey 4) Drydocking Survey 5) Tailshaft Survey 6) Boiler Survey 7) Machinery Survey. In a typical 5 – year cycle, a ves-sel will be drydocked twice, once during intermediate survey and once at special survey. In addition, the following statutory surveys will also be performed on behalf of the flag state: 1) Safety construction 2) Safety Equipment 3) Safety Radio 4) Loadline 5) MARPOL. SOLAS requires additional thickness measurements, verified by class, to be taken for safety construction renewal.Non-Periodical Surveys Performed by class: 1) Damage Surveys (Grounding – Collision – Contact – Fire – Flooding – Machinery Damage – Heavy Weather Dam-

age – Equipment Loss/Damage. 2) Lay – Up Surveys: Cold-Hot Lay – up. 3) Re-Activation Survey 4) Ship Sales Survey 5) Port State Control Inspections.D. How Class Interfaces With the Ship-ownerFrom the above it is clear that owners need to work constructively and in harmony with class, otherwise their vessels will not be able to operate commercially. This is often a fine balance, especially when market conditions are extreme i.e. very high or very low freight market. In a high market, owners want to complete repairs as soon as possible to take advantage of the good market. In a very depressed market, such as the one we are facing today, owners are more cost – sensitive and tend to do the absolute necessary to comply with class rules and secure the necessary certificates.

Despite class societies competing amongst themselves for the same business – with exception in most cases for newbuilding where the class society contracts with the shipbuilding yard and not the owner – they have a mandate to ensure vessels under their class comply with their rules and regulations, as well as with all other statutory requirements they have been endorsed to monitor. Prudent owners for the most see it is in their in-terest to cooperate and comply with class requirements, however a certain amount of “flexibility” is expected to be exercised by the attending class surveyors, whose experience is often critical when dealing with “grey” or “marginal” areas. In addition, owners expect class to give priority and expertise in cases such as collision etc, where the commercial consequences of delayed response may be catastrophic. In my experience, during a vessel’s scheduled drydocking, it is important for sur-veyors to maintain fairness and impartiality at all times, and to ensure they conduct their surveys in an efficient and well organized manner. Many owners have com-plained that during repairs, a surveyor will keep adding additional works which could have been assigned at an earlier time, thus causing un - necessary delay to completion of repairs and consequently delay of vessel coming back into commercial operations. This has a lot to do with the personality and experience of the attend-ing surveyor, as well as the owner’s representative.

ConclusionClass Societies, and in particular IACS members, have a critical role to play in maintaining ship’s integrity and seaworthiness, as well as assisting flag states and IMO conventions to be upheld for the protection of the envi-ronment and safety at sea. In my experience, prudent owners see class as an important partner in ensuring that their vessels continue to earn income but at the same time protect human life and the environment. Greek owners in particular have shown their dedica-tion to safe ships and eco-friendly ships by both their constructive participation in IMO / EU etc as well as establishing voluntary self – regulating initiatives such as HELMEPA. This trend will continue in future.

FINAL SELIDA A4.indd 1 11/22/10 4:16:02 PM

Θεόδωρος Κόντες: Σημαντικά τα οφέλη από την ανάπτυξη της κρουαζιέραςΠρόεδρος της Ένωσης Εφοπλιστών Κρουαζιεροπλοίων και Φορέων Ναυτιλίας.

nafs mag. 24

«Το Ελληνικό Κρουαζιερόπλοιο έχει την ιστορία του και είναι σε θέση να λειτουργήσει σε μία ελεύθερη αγορά, αρκεί να έχουν εξασφαλιστεί όροι ανταγωνισμού που δεν θα υπολοίπονται αυτών που τα άλλα κράτη έχουν προβλέψει για τα πλοία της Σημαίας τους». Αυτό τονίζει μεταξύ άλλων στη ΝΑΥΣ ο Πρόεδρος της Ένωσης Εφοπλιστών Κρουαζιεροπλοίων και Φορέων Ναυτιλίας κ. Θεόδωρος Κόντες, σε σχετική συνέντευξη. Ο κ. Κόντες επισημαίνει μεταξύ άλλων ότι ένα «μπουμ», της Ελληνικής Κρουαζιέρας, θα εσήμαινε πολλαπλά οφέλη για την Χώρα. Αναλυτικά, η συνέντευξη του Πρόεδρου της Ένωσης Εφοπλιστών Κρουαζιεροπλοίων

και Φορέων Ναυτιλίας, έχει ως εξής:

συνέντευξη

Ν:Τι σημαίνει για το ελληνικό κρουαζιερόπλοιο (πλοιοκτησία και ναυτικούς) η πλήρης άρση του καμποτάζ; Ελήφθησαν υπ’ όψιν τα συμφέροντα των υπό ελληνική σημαία κρουαζιεροπλοίων και των ελληνικών πληρωμάτων ή επωφελούνται από τα νησιά - διαμάντια του Αιγαίου μόνο τα ξένα κρουαζιερόπλοια;ΘΚ:Η Απελευθέρωση του Cabotage για τα Κρουαζιερόπλοια που δεν φέρουν κοινοτική σημαία, αφορά μία ρύθμιση που σκοπό έχει να δημιουργήσει ένα καθεστώς ελεύθερης αγοράς, όπως συμβαίνει με όλα τα άλλα ναυτιλιακά κράτη της Ε.Ε., η νομοθεσία των οποίων επίσης δεν προβλέπει τέτοιους περιορισμούς. Το Ελληνικό Κρουαζιερόπλοιο έχει την ιστορία του και είναι σε θέση να λειτουργήσει σε μία ελεύθερη αγορά, αρκεί να έχουν εξασφαλιστεί όροι αναγωνισμού που δεν θα υπολοίπονται αυτών που τα άλλα κράτη έχουν προβλέψει για τα πλοία της Σημαίας τους. Όσον αφορά τους Έλληνες ναυτικούς, εκτιμάτε ότι η προτιμησή των, όχι μόνο στα με Ελληνική Σημαία πλοία, αλλά και στα άλλα ελληνόκτητα ακόμη και σε τρίτες πλοιοκτησίες, δεν θα σταματήσει για αυτούς που επιθυμούν πράγματι να έχουν εργασία.

Ν:Άλλοτε, πολλές ελληνικές εταιρίες κρουαζιεροπλοίων διέπλεαν το Αιγαίο, την Ανατολική Μεσόγειο και την Μέση Ανατολή αλλά και τη Δυτική Μεσόγειο, με αφετηρία τον Πειραιά. Ποιοί οι λόγοι συρρίκνωσης της ελληνικής κρουαζιέρας;ΘΚ: Οι λόγοι συρρίκνωσης της Ελληνικής Κρουαζιέρας οφείλονται αποκλειστικά στην αδράνεια της Πολιτείας να λάβει τα αναγκαία μέτρα στήριξης, παρά τις επισημάνσεις και παρεμβάσεις των διαχειριστριών εταιρειών, αλλά και των συλλογικών οργάνων εκπροσώπησης του εφοπλισμού της Κρουαζιέρας. Τα μέτρα που θα έπρεπε από χρόνια να έχουν ληφθεί από την Ελλάδα, άλλα ναυτιλιακά κράτη τα έχουν εξασφαλίσει, παρέχοντας έτσι ανταγωνιστικούς όρους λειτουργίας.

Ν: Κατά πόσο θα μπορούσε να συμβάλει ένα «μπουμ» της ελληνικής κρουαζιέρας στην ανάπτυξη της ελληνικής οικονομίας που είναι και το ζητούμενο στα σημερινά αδιέξοδα της Ελλάδος; Ποιά μέτρα πρέπει να ληφθούν προς τον σκοπό αυτό;ΘΚ Ένα «μπουμ», όπως αναφέρετε της Ελληνικής

Κρουαζιέρας, θα εσήμαινε πολλαπλά οφέλη για την Χώρα, ένεκα της ποικιλίας δραστηριοτήτων που δημιουργούνται από τον κλάδο αυτό της τουριστικής ναυτιλίας, από τον οποίο αναπτύσσεται η τοπική κοινωνία των λιμένων προσεγγίσεως της χώρας και ιδιαίτερα της νησιωτικής, όπου αυξάνονται οι θέσεις εργασίας, λειτουργούν όλοι οι τομείς ανεφοδιασμού των πλοίων, διευρύνεται ο κύκλος δραστηριότητος των ναυτιλιακών γραφείων, ο ναυποεπισκευαστικός τομέας και τόσα άλλα.

Ν: Η μεγέθυνση των κρουαζιεροπλοίων με τη δυνατότητα μεταφοράς πολλών χιλιάδων επιβατών κατά μονάδα είναι προφανές ότι θέτει νέες παραμέτρους ασφαλείας, όπως κατέδειξε το τραγικό ατύχημα του Costa Concordia. Παρά τις υψηλές προδιαγραφές ναυπήγησης, ο ανθρώπινος παράγοντας εξακολουθεί να αποτελεί την κύρια αιτία ατυχήματος. Ποιά είναι η άποψή σας επ’ αυτών καθώς επίσης και: α) Για το αν η ναυτική ικανότητα ναυτίλων και πληρωμάτων ανταποκρίνεται στα τεράστια αυτά μεγέθη πλοίων και στους νέους κανόνες ασφαλείας και β) Αν οι λιμενικές εγκαταστάσεις και ο εξοπλισμός των ελληνικών νησιών και λιμένων είναι σε θέση να ανταποκριθούν στις νέες απαιτήσεις.

ΘΚ: Είναι γεγονός ότι την τελευταία δεκαπενταετία παρατηρήται γιγαντισμός στην κατασκευή των Κρουαζιεροπλοίων και σύμφωνα με αυτά που παρακολουθούμε, η τάση αυτή θα συνεχιστεί και στο μέλλον. Το αρμόδιο ναυτιλιακό Όργανο για την ασφάλεια των πλοίων, ο IMO, μελετά την τελευταία πενταετία έντονα τα μέτρα ασφαλείας που θα πρέπει να πληρούν αυτές οι πλωτές πολιτείες και προκειμένου να ελαχιστοποιηθούν οι κίνδυνοι από ένα ατύχημα, αναβαθμίζονται όλοι οι τομείς που έχουν σχέση με την πυρκαγιά, τα σωστικά μέσα, την εγκατάλειψη, την στεγανή υποδιαίρεση, την ευστάθεια κλπ. Αν ανατρέξει κανείς στις στατιστικές ναυτικών ατυχημάτων των τελευταίων τεσσάρων δεκαετιών ή ακόμη και παλαιότερα, θα διαπιστώσει ότι το ποσοστό που την παλιά εποχή οφείλετο σε σφάλμα του πλοίου ήτο πολλαπλάσιο από αυτό που συμβαίνει σήμερα. Αυτό σημαίνει ότι ο Διεθνής Ναυτιλιακός Οργανισμός και οι μελέτες που εκπονούνται, ιδιαίτερα ύστερα από κάθε ναυτικό ατύχημα, οδηγούν με τα συμπεράσματα στην λήψη όλο και πιο αυστηρών κριτηρίων. Φυσικά, η τάση αναπροσαρμογής και εκσυγχρονισμού των συστημάτων ασφαλείας των πλοίων υπάρχει ακόμα και όταν δεν συμβαίνουν ναυτικά ατυχήματα. Σύμφωνα λοιπόν με τα παραπάνω, το πολύ μεγάλο ποσοστό σήμερα των αιτιών ατυχήματος,

σε τέτοιου είδους εξελιγμένα και σύγχρονα πλοία οφείλεται στον ανθρώπινο παράγωντα. Φυσικά, παράλληλα με την αξιοπλοια ενός πλοίου, είναι ανάγκη να υπάρχει και η ανάλογη επάνδρωση και εκπαίδευση των πληρωμάτων σε όλα αυτά τα μέσα και συστήματα που η τεχνολογία έχει αναβαθμίσει στον μέγιστο βαθμό. Όμως, ο βαθμός ανταπόκρισης των πληρωμάτων σε περιπτώσεις κινδύνων είναι κάτι το οποίο έχει σχέση και με τις συνθήκες του ατυχήματος, αλλά και με την νοοτροπία του κάθε ατόμου και την ικανότητα να μπορέσει να αντιδράσει σωστά σε πραγματικά γεγονότα. Δεν παραλείπουμε να αναφέρουμε ότι, η ανάγκη της εκπαιδεύσεως και μετεκπαιδεύσεως όχι μόνο των πληρωμάτων των πλοίων, αλλά γενικά όλων των απασχολουμένων σε μέσα μαζικής μεταφοράς, πρέπει να είναι πάντα υψηλής προτεραιότητος και αυτό αποτελεί πρώτα από όλα ευθύνη των αρμοδίων κρατικών αρχών. Τέλος, όσον αφορά την λιμενική υποδομή των Ελληνικών λιμένων και ιδιαίτερα του νησιωτικού χώρου, είναι γεγονός ότι υπάρχουν σοβαρές ελείψεις και η Ένωση μας βρίσκεται σε στενή συνεργασία με τους Οργανισμούς λιμένος και τα Λιμενικά ταμεία, λιμένων όπου προσεγγίζουν τα κρουαζιερόπλοια. Το γεγονός δε ότι Οργανισμοί λιμένων συμβαίνει να είναι μέλη στην Ένωση μας, διευκολύνει ακόμα περισσότερο την εκπλήρωση κοινών στόχων, που είναι η εξυπηρέτηση των πλοίων και των δι’ αυτών διακινουμένων επιβατών – τουριστών.

Ν Δώστε μας ένα πλήρες προφιλ της Ένωσης Εφοπλιστών Κρουαζιεροπλοίων και Φορέων Ναυτιλίας.ΘΚ Η νεοσύστατη Ένωση μας στόχο και σκοπό έχει να βοηθήσει, με όλους τους τρόπους, στην αναβάθμιση και την αναπτυξή της Κρουαζιέρας, ώστε να μπορέσει να επανέλθει στα αξιοζήλευτα επίπεδα του παρελθόντος. Το Σωματείο μας, στο οποίο είναι μέλη πλοικτήτριες – διαχειρίστριες Εταιρείες Κρουαζιεροπλοίων, Νηογνώμονες, Οργανισμοί λιμένων, Τουριστικοί και Ναυτιλιακοί πράκτορες, συγκροτημένες Ενώσεις – Σωματεία που διαθέτουν στολίσκους σκαφών αποεπιβίβασης των τουριστών από κρουαζιερόπλοια και άλλοι φορείς της ναυτιλίας, λειτουργεί συλλογικά. Συνεργαζόμαστε με τα μέλη, ακούμε τις απόψεις των και κατευθύνουμε ενέργειες και πράξεις, όσον αφορά τη λήψη μέτρων στήριξης του κλάδου, απευθυνόμενοι στους κρατικούς φορείς, τις Διοικήσεις των λιμένων και σε κάθε άλλο φορέα που έχει αρμοδιότητα σε τομέα που σχετίζεται με την λειτουργία των πλοίων και των επιχειρήσεων αυτού του κλάδου.

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nafs mag. 26 cover story

Germanischer Lloyd (GL), a part of the GL Group, of-fers classification services, plan approval, inspection and certification of materials and components as well as technical assessments for ships in service. Found-ed in 1867 GL has grown into one of the world’s lead-ing classification societies. GL is dedicated to provid-ing high quality services, which ensure the safety of life and property at sea, and minimize impacts on the marine environment. GL’s experts serve as advisors to governments, the IMO, flag and port states.An independent partner to industry and government, Germanischer Lloyd’s activities as a classification society cover a broad range of fields, from develop-ing standards, rules and guidelines for the design, construction and operation of ships to regular inspec-tions and surveys to ensure compliance. Owners of GL-classed vessels are assisted through a multitude of supporting services which keep them abreast of international regulations, innovative technology and other important developments.As a classification service GL is particularly strong in the classification of container ships, multi-purpose vessels, tankers, bulk carriers, high-speed ferries, cruise ships, mega yachts and sports boats. GL cur-rently surveys more than 7000 ships on a regular ba-sis, and GL’s fleet in service now surpasses 100 mil-lion in gross tonnage.GL is authorised to perform statutory surveys, approv-als and certification services as a Recognized Organi-zation (RO), on behalf of 130 flag states, including all

of the EU member states. GL is continually among the top classification societies recognized by the Flag States, with the yearly statistics from the Paris MOU and USCG reflecting GL’s uncompromising quality.GL’s Maritime Solutions unit provides expert advice for optimising hull design, propeller performance, engine output, energy management and even crew performance. FutureShip, a GL company, specialises in consulting services for fleet development, design, operation, environmental and regulatory matters as well as management certification. FutureShip offers performance and energy efficiency enhancement con-sultancy, advanced engineering services and strategic consulting.GL Maritime Software, GL’s software provider and systems integrator for the maritime industry, delivers custom-designed software solutions for efficient busi-ness processes and advanced decision support with regard to navigation, operating efficiency, on-board management and Port State Controls.Through GL Academy, GL offers one of the most com-prehensive training programmes for nautical officers and other crew members as well as shore-based staff. GL Academy courses cover such topics as emergency preparedness and response, crisis management, maintenance of life-saving equipment, navigation in adverse weather conditions, hull and equipment dam-age, transport of hazardous goods, ballast water and waste management, flag state administration and reg-ulations, practical on-board ISPS security exercises as

well as the new ILO Maritime Labour Convention and many others.

The GL GroupThe GL Group operates in three main areas: mari-time, oil and gas and renewable energy. In the busi-ness segment Maritime Services Germanischer Lloyd provides traditional classification services, certification of international of maritime and industrial standards, fleet service and condition monitoring, and training. Advanced engineering and consulting, maritime soft-ware and support are provided by the Maritime Solu-tions unit. The business segment Oil and Gas is represented by GL Noble Denton, which provides expert technical advice and practical assistance to the oil and gas in-dustry with a strong focus on safety and risk consult-ing, marine warranty, certification and verification, and software applications. In the business segment Renewables GL Garrad Has-san is the renewable energy consultancy business of the GL Group. It offers independent technical and en-gineering services, products, and training courses to the onshore and offshore wind, wave, tidal and solar sectors. In addition, GL Renewables Certification is a fully independent accredited third party certification body for renewable energy projects and equipment. The GL Group employs nearly seven thousand people working in more than eighty countries.

Germanischer LloydTowards a Clean Future

nafs mag. 27

Athanasios Reisopoulos: GL promotes safety and environmental responsibility

in the shipping industry

“Germanischer Lloyd can help owners and yards by promoting technolo-gies that will see vessels built with greater fuel efficiency and which meet the regulatory requirements – yards need to be building vessels for tomorrow, not today. As a classification society, GL has the duty and responsibility to pro-mote safety and environmental responsibility in the shipping industry for the common good and in some ways this means taking a leading role in promoting energy efficiency and safety standards”.

Athanasios ReisopoulosVice President, Area manager for Southern Europe,GL

interview

What are the expectations of the shipowner from a classification society, nowadays that rules and regu-lations change rapidly?

Owners expect, and rightly so, that their classifica-tion society is not only reacting to new rules and regulations but anticipating the direction that future regulatory action will take. In many ways classifica-tion societies are best placed to advise owners on these issues, as experts from classification socie-ties are often involved in consulting upon Flag State regulations and IMO conventions. Today there is really no excuse for an owner to be taken by surprise by news rules and regulations. At Germanischer Lloyd (GL) we have a system of com-mittees that span the globe and regularly meet with a broad range of stakeholders in the maritime industry, to both inform and discuss new regulations and to take the pulse of those in industry directly. As well as the committees, GL regularly runs its exchange forums which bring together GL and industry experts and deal with the topics which are set to impact in-dustry. Recent examples include a look at the use of scrubber systems to reduce emissions to air, the latest features to reduce the environmental impact of shipping, and the incoming Maritime Labor Conven-tion and how industry will respond to its require-ments.Part of taking a proactive approach toward the regu-latory environment is not waiting for rules to take ef-fect before one acts but to, as far as possible, get out in front of those rules. This is why GL was the first classification society to offer voluntary EEDI certifica-tion for newbuildings and why GL continues to pro-mote early adoption of incoming standards. In 2011 GL updated the requirements of our Environmental Passport, a voluntary class notation, which now includes, amongst others, the installation of an ap-proved ballast water system and the preparation of an inventory of hazardous materials, all in advance of the entry into force of the respective regulations. Obtaining such a notation and certification not only enables owners to avoid delays when regulations enter into force, but demonstrate a commitment to protecting the environment as well as demonstrate the energy efficiency of a vessel which will become even more important in charter rates negotiations.

In what ways can a classification society provide ef-

fective and efficient solutions for international ship-yards to overcome the problems from the economic crisis?

Recent pointed comments from the shipping finan-cial sector make clear the essential challenge for shipowners and yards in a financial crisis. Although there is over capacity in many areas of shipping, technology is advancing rapidly, regulations to im-prove efficiency are just over the horizon and own-ers in possession of an aging fleet could find them-selves, in just a few short years time, priced out of the market by more modern fleets, operating at much higher margins. As such, Germanischer Lloyd can help owners and yards by promoting technologies that will see vessels built with greater fuel efficiency and which meet the regulatory requirements – yards need to be building vessels for tomorrow, not today. GL helps by enabling yards to more easily meet the demands of future markets. The development of rules which simplify the design, build and classifica-tion process for new types of ships can support or even create a market – ships to support offshore in-stallations being a prime example of a market where significant capacity will need to be developed in the next few years.

What is the contribution of a class society in energy efficiency and environmental protection as a means for a sustainable shipping?

Class societies contribute on a number of fronts. GL experts contribute to the development of Interna-tional Rules from the promotion of energy efficien-cy, which will lead to more sustainable shipping. At present one of the important areas of focus for GL is the investigation of alternative fuels, primarily LNG but also the use of fuel cell vessels, for reduced and zero emission shipping. GL has carried out a number of studies on the potential use of LNG in the mari-time industry and has partnered with engine and tank makers, ship builders and ports to assess the many factors which will have to be addressed before LNG sees more widespread implementation in shipping. GL released it’s own rules for the use of gas as fuel in ships.To promote the adoption of measures which posi-tively impact upon the environment, GL’s strategic research and development department works on

design concepts, which show where the maritime in-dustry might be heading – the zero emission contain-er feeder vessel is a prime example of this. Recog-nizing an opportunity where wind energy resources were not being fully utilized, the concept behind this vessel uses wind generated electricity to produce the hydrogen which fuels the ship.

Shipowners are forced to change over time due to rules and regulations. To what extent the classifica-tion society should change the future in order to pre-serve the efficiency of ships and to avoid possible environmental disasters?

All organisations must evolve, and the rapid pace of change in technology means that those organisa-tions that stand still, pretty quickly go the way of the dinosaur. This evolutionary process drives GL on a day to day basis, we recognised very early on the growing trend driving greater energy efficiency and reduced fuel consumption in shipping and actively promoted technologies that pushed the industry in this direction. Slow steaming for example was ac-tively promoted by GL before many in the industry had caught on to its benefits – now this is almost universal.As a classification society, GL has the duty and re-sponsibility to promote safety and environmental re-sponsibility in the shipping industry for the common good and in some ways this means taking a leading role in promoting energy efficiency and safety stand-ards. One of the ways that this is changing the role of the classification society is in the expanded services that customers request, and now expect, to be avail-able to them. Through GL’s Maritime Solutions we are providing expert advice on optimising hull design, propeller performance, engine output, energy man-agement and even crew performance. GL’s Maritime Software unit is providing the specialist software sys-tems, growing in acceptance and importance across the industry, and enable efficiency gains in ship op-eration, through supporting the decisions of the crew onboard, reducing maintenance when it is not yet necessary, and monitoring emissions.

cover story

Germanischer Lloyd:Better Economics with a Safer Tanker – BEST-plus

nafs mag. 28

A novel Aframax crude oil tanker design concept

cover story

Background and MotivationOil tanker safety has improved over the last decades and this has been documented in a recent Formal Safety Assessment (FSA) study for large oil tankers submitted to the IMO. The risk picture for modern oil tankers shows that the risk to the environment is dominated by collision, grounding and fire. The FSA study suggested considering larger double hull widths and double bottom heights as potential cost effective risk control options.

Since the introduction of the double hull concept, oil tanker design has not evolved, and changes have recently been driven primarily by improving production at the ship yards. Little attention has been paid to the product’s performance over the lifecycle and, in particular, the fuel-efficiency – as measured by the EEDI – has not improved in the last 20 years, despite the general improvement in systems and their efficiency. The recently developed Energy Efficiency Design Index (EEDI), which is planned as a future mandatory newbuilding standard, is a simple but accurate measure of a vessel’s inherent fuel efficiency, which compares CO2 emissions to transport work.

Although oil tankers are considered to be among the most energy efficient vessels today, with an EEDI value ranging from 2 to 6 g CO 2 / (t*nm), they emitted approximately 115 million tonnes of CO 2 in 2009, which is an 8 per cent increase compared to 2007. The current share of oil tanker CO2 emissions is approximately 12 per cent of the total CO2 emissions from international shipping. In response, Germanischer Lloyd and the National Technical University of Athens (NTUA) teamed up in 2008 to develop a novel Aframax tanker design concept, which won the Lloyd’s List Greek Shipping Award for technical achievement in 2009. GL also received feedback from shipyards and oil tanker operators regarding the desired features of new tanker designs, and these were incorporated in the new design concept called BEST-plus. BEST-plus enhances the attractiveness of the initial design concept by also integrating hydrodynamic optimisation of the hull form and, thus, r educing fuel consumption and emissions.

GL and NTUA again cooperated on the new design concept, and were supported by FRIENDSHIP SYSTEMS – a GL company and provider of the FRIENDSHIP-Framework Computer Aided Design (CAD) and Computational Fluid Dynamics (CFD) integration platform.

Market Analysis and Design ScenarioBased on current growth rates, oil transport demand is expected to be lower than available oil tanker supply for the next couple of years. However, even small changes in demand will open up opportunities for new Aframax tankers starting in 2014. This was recently documented by the International Association of Independent Tanker Owners (INTERTANKO).

nafs mag. 29

A second analysis based on Fairplay data shows that ap-proximately 0 per cent of existing Aframax tonnage will be older than 15 years in 2012, and this could trigger replacement activities. The novel BEST-plus design con-cept anticipates this possible demand for new tanker ton-nage by integrating only available technologies. The novel design concept targets the typical Aframax oil tanker trades in the Caribbean Sea. Facilities in the main U.S. ports and the U.S. Emission Control Area (ECA) set the operating conditions. If a Mexican ECA would be implemented as well, approximately 30 per cent of the total transit distance for this trade would be inside of an ECA. The current design assumes the use of MGO as fuel when sailing in an ECA. LNG as ship fuel, or the use of scrubbers, are considered as alternatives to the basic design concept. The need for relatively high speed, which has been mentioned by ship operators active in this trade, must be considered with regard to the upcom-ing EEDI requirement to ensure superior competitive-ness of the vessel.

Design Targets – Safer, Greener, SmarterThe design concept addresses the need for safer ship-ping by reducing the oil outflow in case of an accident. It contributes to greener shipping by improving energy efficiency and, thus, reducing CO2 emissions per unit transport. In addition, the design offers smarter shipping by reducing fuel costs with an optimised hull form, and by

increasing revenues with greater cargo capacity.

Design ApproachThe design approach used an advanced optimisation

environment, which integrates tools to pr edict required propulsion power, stability, oil outflow index, cargo ca-pacity and hull structural scantlings according to IACS CSR. This was achieved through the linking of the FRIENDSHIP-Framework with SHIPFLOW, NAPA and POSEIDON, and by using parametric models for the hull form, layout and structure, respectively.

Resulting Design – Simply the BESTThe resulting design concept features a best-in-class cargo capacity with unrivalled speed performance. The main particulars are comparable with those of similar-sized Aframax tankers. The optimisation targeted speed at three different drafts, a cargo capacity taking due ac-count of cargo volume and mass, hull structural mass, cargo oil tank and ballast tank layout as well as double hull width and double bottom height, which determine the oil outflow volumes in accidents. Related design parame-ters were systematically varied and approximately 2,500 design variants were generated and assessed.Cost of transport (ratio of annual capital, fuel and other operating costs to annually transported cargo mass), normalised with respect to the reference design, was used as the primary target function for the optimisa-tion. Capital costs are based on a typical newbuilding price of 58 million US dollars and 25 years lifetime. Fuel costs are computed according to a dedicated roundtrip model (with HFO at 500 USD/t and MGO at 800 USD/t) for the Caribbean trade. Other operating costs are con-stant (approx. 3 million USD/ year) and based on Moore Stephens, Opcost 2009. The reference design for com-paring cost of transport is an existing pre-CSR tanker,

which was used as reference in our 2008 study. Com-pared to the reference design, a seven per cent improve-ment in cost of transport was realised due to the better hull form for the best design variant. It is noted that many design variants are optimal in a Pareto frontier analysis, which means that the selection of one variant for the final design depends on the weighting of the different optimi-sation targets. Therefore, depending upon the choice of the designer, a design optimised for oil outflow, for EEDI,

or for cost-of-transport might be selected.

A Design for Smarter ShippingThe resulting hull form facilitates a speed of 15.6 knots at design draft with a 95 per cent confidence interval. The speed at ballast draft of 7.4 metres is 16.8 knots. This represents a favourable speed increase when com-pared with recently built vessels of the same size. With a standard main engine for Aframax oil tankers, a MAN 6S60MC-C, the fuel consumption is comparable to simi-

lar vessels.

A Design for Greener ShippingWith this high speed and large cargo capacity, the vessel easily meets future EEDI requirements. Indeed, the at-tained EEDI value is merely 84 per cent of the latest pub-lished reference line value for this ship size. This means the vessel would be in compliance with EEDI regulations even if the first reduction to the required EEDI had al-ready begun. At current estimates, this will happen at the earliest on 1 January 2015. Although a vessel contracted before EEDI has entered into force does not formally need to comply, competitive vessels entering the market, e.g. in 2017, will be more energy-efficient and, therefore,

cover story


more likely to attract cargo than older vessels with lower energy-efficiency. The new BEST-

plus design concept will remain highly competitive.

A Design for Safer ShippingTo reduce oil outflow in accidents, the double hull side width was eventually set to 2.65 me-tres. In addition, to further reduce cargo tank penetration in grounding events, the inner bot-tom of the cargo oil tank 1 was raised from 2.10 metres to 2.75 metres. To ensure structural continuity, an inclined inner bottom is proposed between two frames. Work is continuing to

evaluate the hull structure with finite element analysis according to IACS CSR.

LNG as Ship FuelUsing LNG as ship fuel reduces SOx by 90 per cent and CO2 emissions by 20 per cent. In addition, with LNG prices to day, a price-parity with HFO is considered to be possible in the medium-term. Oil tankers with their relatively large deck area offer sufficient space for the installation of the required gas tanks and for the gas preparation room. In our case, about 2,000 m3 are needed to facilitate two roundtrips. However, the LNG-as-fuel supply is limited today and will only gradually be built up. The second challenge is the significant additional capital expenditure, which is estimated to be around 20 per cent of the typical newbuilding price of an Aframax oil tanker.

OutlookThe novel Aframax oil tanker design concept – created using an advanced optimisation framework – has the lowest cost of transport and the highest speed of comparable de - signs, and features a low EEDI and a low oil outflow index – simply the BEST. With a possible mar-ket upswing due to expected replacement needs for older tonnage, and by integrating only existing technologies, the novel design concept looks attractive for those shipowners who want to stay ahead of their competitors for the next decade.

nafs mag. 31

Konstantinos Siozos: Compiling a SEEMP “The SEEMP was adopted by the IMO (MEPC 62, July 2011) and is now a part of MARPOL Annex VI. The SEEMP is mandatory for all sea going ships (both new and existing ships) larger than 400 GT from 1 January 2013. In short the requirements are that: each ship shall keep on board a ship specific SEEMP, the SEEMP shall be developed taking into account IMO guidelines (MEPC/Circ.683) and for existing ships, the SEEMP will be checked at the first intermediate or renewal survey whichever is the first, on or after 1 Janu-ary 2013.”

Konstantinos SiozosSenior Surveyor,ISO/ISM & MarSec Auditor

District Manager for Greece/Cyprus/Croatia/ Israel/Serbia

article

The fuel crunch is causing headaches across the shipping world. Alongside rising prices an increased focus on the environmental performance of the mari-time industry as a whole has led to the introduction of the first global industry wide measures to combat CO2 emissions – the EEDI and the SEEMP. These measures, which are soon set to take effect, will have a sweeping effect on most of the world’s com-mercial sea going vessels and owners must be pre-pared for their introduction.

The SEEMP was adopted by the IMO (MEPC 62, July 2011) and is now a part of MARPOL Annex VI. The SEEMP is mandatory for all sea going ships (both new and existing ships) larger than 400 GT from 1 January 2013. In short the requirements are that: each ship shall keep on board a ship specific SEEMP, the SEEMP shall be developed taking into account IMO guidelines (MEPC/Circ.683) and for ex-isting ships, the SEEMP will be checked at the first intermediate or renewal survey whichever is the first, on or after 1 January 2013.

Envisioned as a management tool to assist a com-pany in improving energy efficiency of ships in op-eration, a SEEMP must be specific for each ship in a fleet and should be used together with established environmental management systems. A SEEMP al-

lows companies to reduce fuel consump-tion through simple operational measures and making investments that can improve performance and pay off in reduced costs.The IMO Guideline (MEPC.1/Circ. 683) specifies SEEMP as a cyclic process with 4 steps in each cycle: Planning, Implemen-tation, Monitoring, Self-Evaluation & Im-provement. Selected measures with goals to be achieved are at the core of a SEEMP, this enables continuous improvement through lessons learned. The measures could involve different aspects of ship op-eration: fuel efficient operations, improved voyage planning, optimise ship handling, fleet management, and cargo handling.

Building a SEEMP, will require ship specific information and a systematic approach to demonstrate both a vessel’s current con-dition and the measures that have been implemented and how they are paying off.

Energy efficiency measures should be listed specific to the vessel. Additionally a company-specific guid-ance on energy efficient operation of ships, training and the goals set for energy saving can also be re-ported.

Further enhancement of energy efficiency might in-volve the following activities:Onboard energy survey: Surveys of the engine room and other locations for sources of energy losses. Installation of devices to measure energy consump-tion: Accurate fuel flow meters separate for each consumer, SFOC, caloric content, etc.

In a thorough SEEMP development process, the current state of energy consumption should be re-ported, giving for example: a list of implemented en-ergy efficient measures and their effectiveness, a list of main sources of energy losses with estimation of the amount of lost energy, etc. It is recommended to quantify energy consumption and potential energy loss whenever possible (e.g. in kWh or in equivalent tons of fuel or in % of total energy consumption).

Key to the SEEMP process is the implementation and monitoring of the measures in place. These must be recorded in the SEEMP, including the monitoring

tool used. The EEOI (Energy Efficiency Operational Index) is a suggested method for monitoring the per-formance and represents the actual transport effi-ciency of the ship in service. It balances the air pollu-tion (emitted CO2) of the vessel against its transport work of the vessel. This is based on data collected over several voyages and can be can be certified by a classification society.

With each round of the Plan-Do-Check-Act system that the SEEMP follows, the measures and their im-plementation need to be evaluated and assessed for their effectiveness. Record keeping of the evalu-ation and implementation process is crucial, giving information as to the activities for self-evaluation (effectiveness of EE-Measures, implementation of EE-Measures, Feed-back, etc.). The evaluation will result in the assessment of ship performance with respect to the defined goals and feedback that can be used in the next cycle of improvement.

The data collected and ship performance records can be used to build fleet wide measures, assess-ing where sister vessels or vessels on similar routes differ in their performance, identifying inefficiencies and best practices in a way that can involve crews – enhancing collective learning across a whole fleet.More than just a paper tiger, the SEEMP has the potential to enhance the deployment of data sharing and the modern software tools that go along with the sophisticated analysis of a vessel’s and a fleet’s per-formance. It also seems certain to increase the com-mercial pressure on inefficient operators as compa-nies which take advantage of fuel saving measures are driven to maximise their efficiencies. Vessels with a SEEMP in place has already shown to make marked improvements in fuel consumption and as the processes and systems become more familiar to the shipping industry this seems certain to grow.

cover story

Germanischer Lloyd


“A raft of measures to reduce the shipping industry’s impact on the envi-ronment are on the horizon. The required cuts in emissions to air have the experts pointing to LNG as the best solution for vessels to comply with the impending regulations – but what are the costs? GL expert Dr Pierre Sames about the factors influencing the decision to invest in LNG-fuelled vessels and the challenges facing the development of LNG infrastructure .”

Dr. Pierre C. SamesSenior Vice President Strategic Research and Development

Dr. Pierre C. Sames: LNG by NumbersGermanischer Lloyd

interview

Dr Sames, what factors do shipowners need to

consider when thinking about investing in a lique-

fied natural gas-fuelled vessel today?

For a shipowner considering the installation an

LNG system on a vessel, the first question is the

price difference between LNG and heavy fuel oil.

Provided that the price levels are more or less

equal, it certainly makes commercial sense to opt

for LNG. And the more time a ship spends inside

of Emission Control Areas (ECAs), the faster the

additional investment will pay off. The equation as

such is quite simple, but market prices are rather

intransparent. So the crucial question is: Can we

identify reliable figures to base our decision on?

In the case of heavy fuel oil, the figures are rela-

tively transparent. What leads to uncertainty in the

LNG market?

The absence of a global market for LNG makes

it extremely difficult today to predict what the cost

of LNG will be five years from now. This is further

complicated by the marked difference in LNG

prices between the US, Europe and Asia, which is

much larger than that in heavy fuel oil prices. In the

U.S., LNG currently costs one-fourth of what ship

operators would have to pay in Asia.

However, we can predict with some certainty that

LNG will be, and remain for the foreseeable future,

more economical than marine gas oil (MGO), and

this difference will drive the return on investment in

vessels operating in ECAs. However, the decision

to adopt LNG rests primarily on the price difference

between LNG and heavy fuel oil. And there are in-

dications that ship operators may receive LNG at

the price of heavy fuel oil in Europe today if they

negotiate well.

What are the average costs of investment and how

can an owner accurately assess whether a deci-

sion to implement LNG on a vessel would make

sense?

GL has recently completed a new joint study with

MAN that analyses the costs and benefits of LNG-

powered container vessels. The results suggest an

additional initial investment in the order of 300 to

500 dollars per kilowatt, taking all the LNG-related

equipment into account. We also investigated the

payback times for various configurations, ship

sizes, routes, ECA exposures and fuel prices, and

conducted extensive research to identify the domi-

nant parameters for this calculation. The study

shows that the price difference between heavy fuel

oil and LNG and the amount of time a vessel oper-

ates in ECA zones are the most significant factors

in determining the payback time for the investment

in LNG before 2020.

The establishment of more Emission Control Areas

could then also act as a spur to LNG adoption?

Indeed. We know, for example, that deep-sea ves-

sels typically spend five to six per cent of their op-

erating time in ECAs. But this figure could grow

considerably on a number of shipping routes once

the new requirements for ship fuel quality, which

are equivalent to those in northern Europe, take ef-

fect along the North American coastlines in August

2012. In addition, a number of other sea areas are

expected to introduce similar restrictions on emis-

sions before 2020, the effective date of the global

sulphur limits on heavy fuel oil. Again, it makes

sense to look more closely at LNG for vessels op-

erating more in Emission Control Areas.

What other factors are relevant for the adoption of

LNG as a ship fuel?

There are many contributing factors, but one par-

ticular concern we considered in the joint MAN/GL

study is investment costs and their dependence on

the availability of refuelling stations. For example,

a vessel operating on a typical deep-sea route be-

tween Asia and Europe would require a tank capa-

ble of holding enough fuel for one half of the ship’s

round trip. On a very large vessel this would be

in the region of 10,000 cubic metres. However, a

ship that can carry only enough fuel for half of its

round trip would be more exposed to fluctuating

fuel costs at its destinations.

On the other hand, limiting the tank size will directly

affect the construction cost as LNG tanks are very

expensive. It also means that less cargo space will

be taken up by the tank, which increases the in-

come potential of the vessel. As more LNG fuelling

stations are constructed in ports, the acceptance

of this technology will benefit accordingly.

There is increasing pressure on ports and ship op-

erators to improve the turnaround time for bunker-

ing. How are LNG-fuelled vessels affected by this?

We are just beginning to delve into the question

how much time it actually takes to bunker LNG

safely. What we do know is that our customers will

expect a similarly convenient bunkering process

for LNG as for heavy fuel oil, including an accept-

able time frame.

Today the process of preparing for LNG bunker-

ing involves cooling down and inerting the systems

and potentially the tank itself before beginning the

actual refuelling process. But there are efforts un-

derway to reduce the required preparation time.

For example, it is possible to begin cooling down

the hoses before making the actual connection.

Similarly, the ship’s crew could start cooling down

the board-side system before connecting. There

nafs mag. 33cover story

are a number of options we have not fully explored.

As commercial interest builds we will see the rapid

development of new technology to facilitate LNG

bunkering that is not established today. This is a

technical challenge that can be overcome, and it

is certainly one of the reasons why short-sea ship-

ping is at the forefront of LNG adoption. You might

say, it serves as an experimental laboratory for

deep-sea vessels.

How is access to LNG bunkering developing?

A number of ports offer LNG facilities, particu-

larly in northern Europe. In the spring of 2011, a

new LNG terminal was commissioned by Linde at

Nynäshamn, south of Stockholm, which will offer

LNG ship refuelling very soon. Recently Gasnor

announced they will make LNG available in the

German port of Brunsbüttel. The company plans to

supply the liquefied gas by truck initially, and pos-

sibly build a small terminal in the future provided

that demand develops accordingly.

Such announcements from the supply industry are

very helpful in encouraging shipowners to consider

using LNG. It is important to demonstrate to own-

ers that the supply side is willing to make a start

and build up the required infrastructure as demand

grows.

GL is currently working with the Hamburg Port Au-

thority (HPA) to explore possible options for offer-

ing LNG ship fuel in Hamburg. In addition, GL is

participating in an EU-funded project called “Clean

North Sea Shipping”, and is planning to present an

“LNG Showcase Hamburg” together with HPA at

the European Maritime Day next May.

Several of our present R&D projects examine the

practical and safety aspects of potential LNG bun-

kering facilities in Hamburg and other ports, with a

focus on technical feasibility.

Shipowners need supply options, suppliers need

vessels to supply – this seems to be a bit of a

chicken-and egg dilemma.

Yes, and this is one of the reasons why GL has

taken such a strong stance in support of this tech-

nology. We believe we can be a driving force in

this area, and have become involved in a number

of activities, such as research, the development of

rules and design concepts, and some initial com-

mercial applications. Our contribution and support

of the “Bit Viking” conversion project is a good ex-

ample.

Without substantial expert support from classi-

fication societies such as GL, technologies such

as LNG will not be developed, at least not at the

speed we are presently seeing. It is very satisfy-

ing for us to contribute to this development, to truly

inspire people to use the available technology and

to engage with us to implement it. I certainly hope

the industry will eventually look back and say that

moving in this direction was the right decision.

GL has recently completed a new joint study with MAN that analyses the costs and benefits of LNG-powered container vessels. The results sug-gest an additional initial investment in the order of 300 to 500 dollars per kilowatt, taking all the LNG-related equipment into account. We also in-vestigated the payback times for vari-ous configurations, ship sizes, routes, ECA exposures and fuel prices, and conducted extensive research to identify the dominant parameters for this calculation. The study shows that the price difference between heavy fuel oil and LNG and the amount of time a vessel operates in ECA zones are the most significant factors in de-termining the payback time for the in-vestment in LNG before 2020.

Germanischer Lloyd:From Go Faster to Go Greener: Fuel Saving in Shipping


Design featuresComputing technology allows designers the option of running many thousands of variants through modelling software to select the best traits for a particular purpose. Reference designs can be modelled and then modified to bring out the preferred traits, whether speed, cargo ca-pacity, or energy-efficiency, etc. It is a question of weight-ing the desired traits correctly to obtain the best variant for the task at hand.Within the design environment, the combination of a variety of computer tools enables 3D models to be put together and assessed for many factors all at once – the use of parallel computing has allowed the employment of advanced computing techniques and 3D virtual mod-elling to an unprecedented extent. New advanced ship designs will benefit from these techniques – giving a bet-ter “breeding” stock for designs to come.Increasing computing power means that ship design is more and more a virtual activity; 3D models in software environments take the place of replicas in tanks. With the utilisation of integrated software suites, various factors can be weighed in building designs, with the resulting ship evolving from the selection and re-selection of those factors. In the GL Best-Plus Aframax tanker design con-cept, for example, some 17,000 variants were assessed using software models until an optimal combination of speed, cargo capacity and safety was found. The result-ing design increased speed and cargo capacity while reducing potential oil outflows, mainly through hull op-timisation.

There seems to be no doubt that the last few years represent a radical shift in how we view technology. From an em-phasis on bigger, better, faster, more we now look to technology to minimise, to use less fuel, produce less pollution, and provide more efficiency. In the maritime industry we can see this shift writ large, spurred by regulatory, political and consumer demand. As the lynchpin of global trade shipping is in some senses showing how a global industry can respond to these challenges, by introducing the first mandatory industry wide measure to reduce carbon emissions.Efficiency measures can be broken down into two main categories: design and operation. These measures offer two primary types of benefits efficiency gains and impact reduction, which often overlap..

Smooth shippingReducing drag and in-creasing aerodynamic properties have of course long been standard prac-tice in the aerospace and automotive industries. The complexity of the interac-tions in shipping, however, has meant that the effi-ciency gains promised by these techniques are only now starting to be realised.

Improvements in hull coat-ings and the minimisation of hull surface roughness can result in a consider-able reduction of fuel use. Calculations suggest that a

25 micromillimetre reduction in hull roughness can cut fuel consumption by 0.7% to 1%. Line optimisation can result in efficiency gains and re-duce vibration and noise, while the use of rotors and other onboard propulsion aids enable slower steaming – reducing engine output, vibration, noise and emissions.

Operational featuresThe ability to build complex models and include them into transferable systems has already had a significant impact on ship operations and is most likely to produce even greater benefits in the future. The daily operation of vessels and fleets will be impacted by an ever increasing use of decision-support systems.

There are a number of operational systems that aid ef-ficiency and reducing environmental impacts already in use today including: trim optimisation, engine system performance optimisation, weather routing, voyage ex-ecution and performance monitoring. In 2011 GL Mari-time Software’s navigational decision-making support system GL SeaScout 2.0 was installed on board Reed-erei Claus-Peter Offen’s 14,000 TEU newbuilding “MSC Savona”. GL SeaScout is an integrated onboard system that provides ships’ officers with decision-making sup-port.

At present, these systems exist both as stand-alones and as parts of a suite of systems. Greater integration of

these systems into full support systems will result in the general optimisation of vessels and across entire fleets. These operational support systems will develop as they become more widely used; databases of specific ship types and models will become more sophisticated result-ing in ongoing efficiency gains.

To that end FutureShip now offers alongside its own products software systems from Marorka, a leading pro-vider of energy management for the shipping industry. This will lead to greater integration of both partners’ prod-uct portfolios in the field of fuel efficiency, energy man-agement and related consulting, such as Marorka SPM. The stand-alone Ship Performance Monitoring System calculates fuel efficiency based on fuel consumption, GPS and log speed, propeller power and main engine RPM.

Additionally, an automated interface to FutureShip’s trim optimisation tool, ECO-Assistant, can now be ordered, which works alongside Marorka’s Marorka Maren Oper-ating Platform (OP3). A product which can be connected to all of the relevant onboard systems for extensive data collection from propulsion, navigation, machinery, and cargo systems as well as weather and oceanic fore-casts. Modular expansions based on and connected to Marorka Maren OP3, such as propulsion performance optimisation, simulation of voyage schedules and costs, monitoring of power and steam production efficiency, are also available.

These systems have been able to be placed aboard ships partly through the use of onshore parallel comput-ing. Working from virtual models, these tools are able to perform the complex calculations onshore, reducing the need for onboard computing power and allowing the use of pre-calculated results that require the input of only a limited number of operational parameters.

In tough times there is a tendency in all of us to take a step back, to tighten the belt and think – “If we can just get through this year, then we’ll be all right.” History shows us though that the firms that emerge best from such times are those that take the opportunity to devel-op, that don’t shrink from the challenge and push them-selves out of their comfort zones. The companies which seize the advantages offered by new technologies and work together with like-minded partners to advance and promote them will surely find themselves in a stronger, not weaker position when the market comes out of its doldrums.

nafs mag. 35cover story

Germanischer Lloyd: Size mattersMore than 15,000 container units can be stowed on board the world’s largest container carriers. Even larger ships are in the planning stages –and the growth trend continues

Illustration: Christian Eisenberg

Ship size is something John Meredith is worried about. While size is a working parameter of his business, the development over the past few years has simply been too fast. “It is not yet clear by how much the container carriers can grow before we run into serious problems,” the head of the port operating company Hutchison recently told the trade journal Lloyd’s List. Meredith should know. With headquarters in Hong Kong, Hutchison Port Holdings is the largest opera-tor of container terminals worldwide, with facilities in 51 ports. Its European bases include Rotterdam and Felixstowe. John Meredith fears that the ports will no longer be able to keep up with the rapid growth of the ships. In 2006, the Danish liner company Maersk launched the “Emma Maersk” as the fi rst mega-carrier to accommodate more than 10,000 standard container units (TEU). Since then, the shipping sector has been on a supersizing spree. A new type of containership – designed with the aid of Germanischer Lloyd, amongst others – was built at the leading South Korean yards of Hyundai, Samsung and Daewoo. With these ships, the wheelhouse is located apart from the engine room, rel-atively far forward. Through this arrangement, consid-erably more containers can be stacked on deck without obstructing the visibility of the crew in the forward di-rection. Usually, these ships are 366 metres long and between 48 and 52 metres wide. More than 90 ships with capacities exceeding 12,000 TEU were already in service in mid-2011, most belonging to this new type.

Race for CapacityUntil now, the major shipping lines MSC and CMA CGM, the two biggest competitors of Maersk, have been the leaders in the new generation of container carrier. Back in 2009, MSC and the Hamburg ship-owner Claus-Peter Offen commissioned the “MSC Daniela” and in 2010 the “MSC Savona”. With a cargo capacity of about 14,000 TEU each, these container giants marked a new size record. Maersk responded promptly to this advance. At the beginning of 2010, the Danish company announced that the “Emma Maersk” and her seven sister ships would not stow 10,000 TEU,

as reported initially, but in fact 15,000 TEU. And that was not the only news. Although the worldwide eco-nomic crisis, which had dealt the shipping industry a severe blow, was not yet over, the designers at Maersk had already planned their next step. In February 2011, the shipping company revealed its next coup: the next generation of containerships would be able to carry no less than 18,000 TEU. The first unit of 20 currently on order is scheduled to come under way in 2013. Such ships are likely to trigger more than 10,000 container movements per call in certain key ports. Port experts like Hutchison’s helmsman John Meredith view these developments with scepticism. For such enormous vessels, a terminal needs not only the corresponding container cranes and quay facilities but also marshal-ling areas and sufficient handling equipment to be able to move the boxes quickly. But adequate space behind the quay walls is often in short supply at many har-bours.

Slow SteamingNaval architects and designers, on the other hand, see no problems ahead in moving 18,000 TEU. “There will surely also be a run on the new carriers offering 18,000 TEU. After all, size does give you cost savings,” says Jan-Olaf Probst, Executive Vice President Ship New-building at Germanischer Lloyd. “A number of shipping companies will definitely join the 18,000 TEU class.” In less than five years, the capacity horizon for container-ships has almost doubled. The logic of costs in liner shipping is compelling. As long as larger ships can be deployed efficiently, especially on long-distance routes with high cargo volumes, they will be built. This is be-cause transport cost per container drops with the size of the ship – given a high utilisation level for the vessel. Experts such GL’s Jan-Olaf Probst are already think-ing beyond the 18,000 TEU barrier. “Together with STX of South Korea, Germanischer Lloyd has produced a study for a 22,000 TEU ship. This size could be built without any problems,” the GL engineer says confi-dently. “The size is also growing to provide economic compensation for the drop in service speed from 25 or

26 to 22 knots.” With that, Probst is touching on an-other major trend in container shipping. For a long time, high service speeds played a decisive role in container shipping. Now efficiency and reduced fuel consumption is increasingly in the focus of attention. Calculations of operating economy performed by GL yield unequivo-cal proof of the cost benefits offered by a decrease in service speed. Since 2006 – long before the global economic and financial crisis – the Hamburg-based classification society has advocated “slow steaming”. In the meantime, this approach has gained widespread acceptance by the market. The collapse of global trade in 2008 led to a rethinking process in the industry. With-out slow steaming, the shipowners would have had to lay up more ships during the crisis; moreover, in the phase of economic recovery since March 2009, the concept has helped deal with overcapacities.

Efficient EnginesThis trend has been confirmed for newbuildings. Hull design and engines are being adapted of 21 knots is becoming standard. In comparison to 25 knots, which was usual speed for a long period, particularly in the Far East trade, this makes a huge difference,” says Matthias Becker, General Manager Ship Design at the Hamburg headquarters for Germany of the Finn-ish engine manufacturer Wärtsilä. Wärtsilä as well as its greatest competitor in ship engines, MAN Diesel, are working on optimising the engines and their fuel consumption – bearing in mind that the requirements for climate protection and for the pollutant content of the exhaust gases will become stricter. While ship-ping companies are exercising new-found modesty in propulsion, it will be interesting to see just how far the growth in vessel size will go, particularly for container ships. Even Hutchison’s Meredith does not believe that the limit to growth will be reached at 18,000 TEU. How-ever, he would welcome more intensive discussions with the shipping companies on the way forward for ship sizes. “We are already wondering when some-body will announce a 24,000 TEU leviathan,” he says, “and also what we as port operators can do about it.

GL Exchange Forum: Environmental Updates for the Maritime Industry


GL’s Exchange Forum on “Environmental Updates for the Maritime Industry” looked at the vital task of reducing the maritime industry’s environmental im-pact. With concern over the international economic situation dominating the headlines, the tendency is for environmental issues to take a back seat. The Forum, however, demonstrated that this goal was not only important in of itself but showed how going green could help the industry boost its bottom line.

More than 150 representatives from the maritime industry, shipping companies, ship management agencies, maritime journalists and stakeholders met to hear presentations from GL experts and dis-cuss the drivers, implementation and commercial implications of the operational and design chal-lenges facing the maritime industry as it seeks to reduce its environmental footprint, while maintain-ing a solid commercial footing.

Mr. Athanasios Reisopoulos, Area Manager South-ern Europe welcomed the guests and introduced the speakers. Mr. Dimitrios Korkodilos, Managing Director of Andriaki Shipping Co. Ltd and Chair-man of the GL Hellenic Technical Committee con-tinued as moderator of the Forum.

Mr. Korkodilos in his opening speech noted that: “The introduction of new environmental regulations that affect ship design and operational aspects has been the main incentive for GL to organize this Forum, together with keeping the Greek shipping community updated on significant developments as well as available tools”.

The more widespread use of LNG as an alternative to conventional shipping fuel has the potential to make an immediate positive impact on the mari-time industry’s environmental impact. The elimina-tion of sulphur and nitrous oxide emissions, par-ticulates and a considerable cut in carbon dioxide are factors which make LNG an attractive option. As ever, however, the question must be asked as

to how it stacks up economically. In his presenta-tion Dr Pierre C. Sames, GL Senior Vice President Strategic and head of Research & Development, laid out some of the results which have emerged from a GL joint study looking at the costs and ben-efits of LNG fuelled vessels.

Examining a range of containerships from 2.500 to 18.000 TEU, the study, conducted in cooperation with a leading engine manufacturer MAN Diesel & Turbo, models the cost and payback times of LNG and scrubber systems – calculating a variety of scenarios based on fuel price, investment costs, use of waste heat recovery systems, and route exposure to emission control areas (ECAs). For vessels operating predominately in ECAs (65%) Dr Sames noted that the study suggests that the payback on an LNG system was only two to three years, while for smaller vessels (2.500TEU) the study demonstrates that at a price of 1$/mmBTU less than HFO, LNG becomes the preferred op-tion.

Innovation to reduce the environmental impact of shipping has been spurred by a series of new reg-ulations, both in force and up coming, introduced by both local and international maritime agen-cies. The 62nd session of the Marine Environment Protection Committee (MEPC) of International Maritime Organization (IMO), in particular brought significant changes to the regulatory landscape in shipping with the Energy Efficiency Design Index (EEDI) and the Shipboard Energy Efficiency Man-agement Plan (SEEMP).

In his presentation, Mr. Athanasios Reisopoulos, GL’s Area Manager Southern Europe, examined how recent emission rule changes would chal-lenge the shipping industry. Focusing on the main air pollutants in the exhaust gases of engines, he explained the measures and technologies used in order to reduce emissions from shipping. Having analyzed the effect of the main parameters in the

formula of EEDI he showed a number of exam-ples of technical measures aiming at increasing the energy efficiency of ships and reducing CO2 emissions. Last but not least Mr. Reisopoulos pre-sented GL’s concept study of a container feeder vessel, which will operate with fuel cells and liquid Hydrogen, delivering this way zero emissions.

Irrespective of which fuel a vessel may be using, in both new designs and ship in operation significant gains in the environmental impact of shipping can be made by maximising efficiencies. Prof. Dr. Ing. Volker Bertram, from GL’s Maritime Solutions unit FutureShip, presented a number of options where-by owners, operators and designers can make use of the advances in integrating computer aided de-sign and computational fluid dynamics to improve vessel efficiency, reduce fuel use, and thereby limit not only emissions but costs.

The presentations were concluded with the one delivered by Mr. Aristidis Efstathiou, Business Development Manager Area Southern Europe, on “Guidelines for compiling a Shipboard Energy Ef-ficiency Management Plan”.

Mr. Efstathiou, highlighted the significant devel-opments in environmental regulation, decided at MEPC 62 in July 2011, where the SEEMP was adopted and will soon become mandatory for all vessels (larger than 400 GT) at their first IAPP renewal or intermediate survey after 01 January 2013.

In order to support its clients, Mr. Efstathiou con-tinued, GL developed clear guidance on the form and implementation of the SEEMP. He presented user friendly standardized templates and energy management expertise developed by GL and Fu-tureship, in order to make it easier for vessel’s op-erators to create a SEEMP either as a stand alone document or as an integral part of a broader man-agement system.

Germanischer Lloyd SEwww.gl-group.com/100million-gt

[email protected]

you can count on us! the GL-classed fleet has exceeded the 100 million Gt mark. our formula for your success is based on technical expertise, client proximity and business understanding. our clients count on their partnership with us. You can, too.

nafs mag. 38 class societies

“Today, LNG fuels a fleet of more than 380 LNG carriers, most of which burn part of their cargo as fuel, and a further fleet of some 22 small LNG-powered vessels. However, technical and other questions remain as to the suitability of LNG fuel for specific projects. As a result, concept designs and newbuilding plans must be assessed on a case-by-case basis depending on their intended operating profile, fuel availability, commercial feasibility and several other is-sues. As projects begin to be realized, project developers will better under-stand the usefulness of the concepts to their own circumstances .”

Sean BondABS Director of Environmental Solutions

Sean Bond: Recent technical and regulatory developments concerning gas-fuelled shipsAMERICAN BUREAU OF SHIPPING

article

The potential of LNG to be a ‘fuel of the future’ for the shipping industry is a subject we hear about almost daily. There is no doubt that LNG ticks the box in terms of emissions reductions compared to conventional fos-sil fuels. But the expansion of LNG as a fuel into the mainstream shipping industry throws up a combination of technological and regulatory challenges that the in-dustry must address.To some extent, this already is happening. ABS has pro-vided insight over the past year on the drivers for adopt-ing LNG as a fuel, examining the Classification issues of technology, safety and the regulatory framework, and we definitely see there is interest.LNG as a fuel is not new. What is changing is the scope and scale of application as LNG as fuel grows beyond its traditional role on LNG Carriers and its use on a lim-ited number of small ferries during the past decade.Expanding the application to new vessels types in di-verse configurations has created a need for construc-tion and arrangement requirements as well as stand-ards to maintain existing levels of safety in the shipping segments using the new fuel. That’s where we come in. As a Class Society our mission is to provide for the safety of life, property and the natural environment.On the regulatory front, the fact that LNG fuelled projects are moving forward for uses other than traditional LNG carriers means Class Rules have had to evolve ahead of global regulation. For example, while the IMO has issued Interim Guidelines on Safety for Natural Gas Fuelled Engines on Ships ABS has issued its Guide for Propulsion and Auxiliary Systems for Gas Fuelled Ships in May 2011, which incorporates elements of those guidelines as well as additional needed criteria not yet specified in the IMO Guidelines. On the regulatory side, the next step will be to complete the International Code of Safety for Gas Fuelled Ships, but its completion and ratification are not expected be-fore 2014. In the interim, Class will continue to support owners, designers and shipyards as they determine what the concepts will mean to them.Having recognized a need not just for Classification Rules and their interpretation, but also for recognized standards supporting the application and use of the

technology, the industry is making progress developing standards with the International Standards Organization on LNG bunkering.Today, LNG fuels a fleet of more than 380 LNG carri-ers, most of which burn part of their cargo as fuel, and a further fleet of some 22 small LNG-powered vessels. However, technical and other questions remain as to the suitability of LNG fuel for specific projects. As a re-sult, concept designs and newbuilding plans must be assessed on a case-by-case basis depending on their intended operating profile, fuel availability, commercial feasibility and several other issues. As projects begin to be realized, project developers will better understand the usefulness of the concepts to their own circumstances.Major issues include the question of LNG bunker supply and demand. LNG bunker suppliers rely on demand to develop the supply infrastructure, while operators and owners require a supply before investing in a vessel that relies on that supply. In addition, the costs of bunkering an LNG vessel are not necessarily known as there is not a large existing market for small volumes of LNG to be used on gas fuelled ships. And as emission regulations for all ships continue to tighten, the cost and availability of alternatives to or-dinary heavy fuel oil, including LNG, potentially will change over the coming decade. All of this has to be weighted against the relative capital expenditure among competing fuel type concepts.In many ways, the questions around LNG fuel supply are similar to those for low sulphur fuel oil: How good is security of supply?, Where are the bunkering loca-tions?, How good is the availability? and What is the cost? Theseare the same questions that were asked about today’s commonly used fuels before they became widely accepted.Regarding the fuel itself, owners also need to under-stand both its properties and handling. LNG is a mixture, not a homogenous product. It has different composi-tions, which result in variable properties. The energy in each cubic meter and the methane number can impact the volume of fuel required and the way the fuel is han-dled as well as engine performance.Other items to consider include the power profile of the vessel and to what degree it operates below or at maxi-mum power, an issue engine manufacturers already are addressing. This does not means the technology issues cannot be

overcome. Instead, using LNG as a fuel becomes an issue of design and suitability on a project-by-project basis rather than a one-size-fits-all solution.To address these issues, ABS has completed joint de-velopment projects with South Korean shipyards on large vessel designs and worked with owners including AP Moller-Maersk on the practical implications of LNG as a fuel on the current and next generation of large containerships. In addition, Harvey Gulf International Marine has se-lected ABS as the class society for its two new dual fuelled LNG-powered offshore supply vessels being constructed at Trinity Offshore LLC for operation in the Gulf of Mexico.Projects like this reinforce the argument that a move towards LNG as fuel could happen more quickly than has been anticipated. If we start to see positive opera-tional results and compelling economic results on early projects, the move towards LNG fuel could come quickly. For ships operating mainly in the IMO’s ECAs, LNG could be a very attractive option, and here we are talk-ing about as soon as 2015 and 2020 or 2025, depending on how the IMO judges low-sulphur fuel availability. That in turn could lead to a ramping up of bunkering infra-structure, further strengthening the argument in favour of LNG.Of course, this too will have its consequences. Train-ing – and who will train the crew who will be handling this bunker fuel – is an important issue which needs to be addressed. The ISO bunkering standard mentioned above will help, and ABS is also developing training resources around this issue, but this is something the industry should take note of.The success of the LNG industry in training crews to handle the product safely and in increasing ship size as demand has grown shows these challenges can be overcome. How LNG as a fuel works in this new envi-ronment is a somewhat different question. With many more gas-powered vessels in operation, the level of risk potentially is increased, so these risks have to be ad-dressed and mitigated.The use of LNG as fuel by the mainstream shipping in-dustry is a journey rather than a destination. The role of ABS has remained the same since its founding 150 years ago; to promote the security of life, property and the marine environment, in particular when the maritime industry embarks in a new direction.

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“Bureau Veritas has developed new tools to calculate the fuel consumption and emissions of existing vessels and to determine which of a range of fuel-saving measures will deliver the best results. At the same time it is developing an information package which will help owners comply with IMO and also help reduce their costs by developing an approved Ship Energy Efficiency Man-agement Plan (SEEMP) which focuses on the real issues which will reduce costs efficiently. Sensible targets, clear thinking, good guidance, practical tools and global standards. This is what Bureau Veritas brings to help owners reducing emissions.”

Francois TeissierRegional Chief Executive, Hellenic and Black Sea Region, Bureau Veritas

Francois Teissier: Sensible ways to save fuels and reduce CO2 emissionsBUREAU VERITAS

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Everybody sensible wants to save fuel costs and everybody sensible wants to reduce emissions. But the reductions we need now will not come from new technology. They will come from practical ways to use the existing fleet and machinery better. That is what concerns most ship owners. No-one can suddenly remove the world fleet from service, and new vessels are joining the fleet at an unprecedented rate. These vessels are almost all diesel-powered, and will be with us for decades. To tackle emission and fuel costs we have to make the most of the energy use of the existing fleet.Of course in the future there is a really possibility that there will be more gas powered shipping, and Bureau Veritas is right at the forefront of develop-ing that. It was the first classification society to class vessels with dual fuel gas and diesel engines, and has extensive experience in service with gas pow-ered vessels. That experience is being put to good use backing research projects into gas power, for all sizes and types of ship, including large container-ships, ferries and tankers. But Bureau Veritas prides itself on taking a pragmatic approach to problems, working with the concerns of ship owners. That is why we have produced guidance and new specific software to help owners to comply with energy regu-lations, and also help them to save costs, fuel and emissions now. With the ships they have today, not the ships they might have in the future.Two forces are pushing shipping towards more effi-cient ships. One is regulation, the other is a desire to reduce operating costs. Both forces have the same goal, to make ships burn less fuel per tonne mile. The International Maritime Organisation wants that because it wants shipping to reduce its output of CO2. Ship owners and charterers want that because they need to contain costs in a very poor market.

Although the goals are the same, regulation and cost-cutting for individual owners don’t always point down the same pathway. Every ship and every trade is different, and requires a different approach to fuel saving, but IMO’s Energy Efficiency Design Index

(EEDI) is a one-size-fits-all regulation which will not produce the ideal result in every case.That leaves ship owners and yards with the need to understand and comply with IMO’s requirements, but also the need to seek the right solutions for their in-dividual types of ship and trade. That is where expert assistance is needed, to analyse the current fuel use of existing vessels and to suggest ways to improve energy efficiency which both meet regulation and cut costs in the most cost-effective way.Bureau Veritas has developed new tools to calcu-late the fuel consumption and emissions of existing vessels and to determine which of a range of fuel-saving measures will deliver the best results. At the same time it is developing an information package which will help owners comply with IMO and also help reduce their costs by developing an approved Ship Energy Efficiency Management Plan (SEEMP) which focuses on the real issues which will reduce costs efficiently. By turning to Bureau Veritas for as-sistance, ship owners and shipyards can ensure that regulation and reality both take the shortest pathway to saving fuel and saving costs.A correctly developed SEEMP provides the frame-work and process for identifying, monitoring and constantly improving energy efficiency. BV’s guid-ance and web-based tools allow owners to structure their SEEMP correctly. The SEEMP should include: determining the status of ship energy usage and the expected improvements in energy efficiency; implementation of procedures for energy manage-ment; monitoring and measurement which provide a quantitative indicator of the ship’s energy efficiency; and finally evaluation of the effectiveness of the planned measures to use the feedback to improve the SEEMP. That process sounds simple, but in practice it in-volves a lot of data, measurement and modelling. Which is why Bureau Veritas has developed SEE-CAT (Ship Energy Efficiency Calculation Analysis Tool). This software models each ship type, captures energy flows and usage, predicts emissions and al-lows the owner to predict the cost and effectiveness

of different fuel use mitigation measures. Change the route, change the trim, change the speed, change the machinery, change the hull coating – whatever the possible changes, SEECAT makes it possible to quantify the effectiveness of them. So SEECAT makes SEEMP work. One simple pathway to regula-tory compliance and lower fuel costs.That is the sensible approach to fuel saving today, backed by research to deliver longer term solution using gas power. And for those owners who want to go further and measure their energy efficiency across the fleet and across all operations Bureau Veritas is already bringing its expertise in shore- and ship-based energy use together. Bureau Ver-itas has completed the first certification audit of any shipping company in the world to the new standard ISO 50001- 2011 - Energy Management Systems. Northern Marine Management Ltd and Northern Ma-rine Management (USA) LLC have achieved certifi-cation to BS ISO 50001, which ensures systematic monitoring and control of energy usage, helping to optimise efficiency, reduce fuel consumption, reduce the company’s environmental footprint and provide a cost saving for the vessels owners.

Northern Marine Management manages fifty-seven vessels, including the Stena tanker and gas carrier fleet and the chemical tankers of the Emirates Ship-ping Company. BS ISO 50001 Energy Management Systems is in-tended to assist organizations in making better use of their existing energy consuming assets, create transparency and facilitate communication on the management of energy resources and promote en-ergy management best practices and reinforce good energy management behaviours.

Sensible targets, clear thinking, good guidance, practical tools and global standards. This is what Bureau Veritas brings to help owners reducing emis-sions. Innovation for sure, but service and today’s problems solved first.

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“The combination of low charter rates and high fuel prices is creating a strong interest in fuel saving measures. DNV has now updated the Fuel Saving Guideline for Bulk Carriers, which was released in April this year, and has is-sued three new guidelines covering tank, bulk, and container vessels.”

Etienne GernezShips Hydrodynamics and Stability unit, DNV

Etienne Gernez*: Guidelines for Fuel Saving Measures on Bulk Carriers, Tankers and Container vesselsDET NORSKE VERITAS

Due to a structural oversupply situation, too many, big ships have been ordered over the last couple of years and demand side has not grown with similar speed, a tough competition on the main trades is leading to low freight rates and charter rates. Cost reduction is number one priority both for liner companies but also for charter owners in order to stay in the business.Fuel oil costs are representing the biggest share of vessels’ total operating cost. Consequently reducing fuel oil consumption is offering the highest potential for cost savings.Environmental awareness is also increasing, which requires emission reduction and good EEDI perform-ance of ships in order to differentiate from competi-tors. A large variety of single measures and strategies for optimizing fuel consumption is known and partly ap-plied in the industry. However, so far no systematic and impartial summary is available where the most relevant measures for ships are summarized and their potential is assessed.On top of that although cutting costs is the desired outcome, yet there are many questions along the way: How is this measure working? How efficient is it? On what size of ship would it work best and be the cheapest? How to monitor the effect on fuel consumption? How is it installed? Are there any additional maintenance costs? Does the crew need to be trained to use it? Is it safe and compliant with class and statutory re-quirements?

Last year DNV acted on all of the above by issuing version 1 of a Fuel Saving Guideline for Bulk Carri-ers. This initial version of the Guideline for Bulk Carri-ers, has been presented at a number of conferences, seminars and customer meetings. The feedback from ship owners has been very positive and has led to a new revision 2 of the Guideline. The new revision has a broader scope and is more in-depth. The first

revision has been a great success in assisting our customers to find their way in the jungle of fuel saving measures. In addition two more Fuel Saving Guidelines were produced, one for container vessels and one for tanker vessels.The aim is to provide an independent overview of different fuel saving measures feasible for both new-builds and retrofit on ships in operation, meeting the needs of and requests from ship owners, charterers, designers and yards. The Guidelines may serve as decision support.A variety of individual measures and strategies for optimising fuel consumption are known and partly applied in the industry. Some of the alternatives are applicable to newbuilds, while others may be applied to existing ships too. Up to now, however, there has been no systematic and impartial summary of the most relevant measures and assessment of their savings potential.

The Guideline contains four main categories of meas-ures – those which:• Reduce the hull resistance• Improve the propulsion efficiency• Improve the power plant efficiency• Improve the operational efficiency

Its content covers the following scope:

• Description of each measure• Compatibility of measures with each other• Complexity of manufacturing• Range of expected fuel savings• Expected maintenance needs• Indication of price range• Class requirements

The market jungleThere is a variety of different fuel saving measures in the market today, and selecting the most appropriate ones is challenging. For instance, there are several options for improving propeller efficiency. Stators, ducts and fins are some of the possible devices in-stalled pre- or post-swirl in order to save energy.The machinery suppliers deliver solutions that in-crease the flexibility and optimise the efficiency of the engine. And then there are all the measures as-sociated with the operation and management of the

vessel, for example should you optimise the trimming of the vessel to reduce resistance? Do you route the vessel according to the forecasted weather, speed and contracted time of arrival in order to optimise the operation?

A matter of cost and savingsThe measures described in the Guideline span from easily implemented low-cost solutions to more com-plex and technologically challenging systems, all pre-sented together with an indicative return on invest-ment assessment.Some of the presented measures are rather com-plex and need to be considered and decided upon during the design process. Others can be retrofit but require dry docking. However, in many cases fuel saving does not need to be that comprehensive at all. The Guideline includes a number of measures with a short payback time which are rather easy to implement. Examples are:• Trim Optimisation: by changing the trim of the ves-sel, the wave pattern around the vessel will also change. Optimising the trim by minimising the wave resistance leads to a reduction in the power needed, which again means lower fuel consumption. The most favourable trim may be found by CFD analysis.• Propeller Polishing: cleaning the propeller will help avoid an increase in the propeller’s friction losses due to marine growth. The cleaning itself is rather simple and may be carried out when the ship is anchored or berthing.• Engine Tuning: the engine performance gradually worsens. By tuning the engines to maintain a low SFOC, this trend may be interrupted. A diesel engine analysis tool is necessary in order to continuously op-timise the maximum combustion pressure and mean indicated pressure, leading to an optimised SFOC.

The net fuel saving The expected fuel savings are given as ranges in the Guidelines, as the net effect will vary from case to case. The best way of validating a fuel saving meas-ure is to compare two identical vessels trading the same route, one with and one without the respective measure deployed. However, there are alternatives to full-scale results. Measures related to resistance and propulsion may be validated through model tests in a towing tank and by CFD calculations.

articlenafs mag. 43class societies

Fuel Comparison_Danuta_8.3m

Fuel saving Guideline chart 1 Fuel saving Guideline chart 2


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“The first formal CO2 control regulations were adopted by IMO at the MEPC 62 in July 2011. These comprise the Energy Efficiency Design Index (EEDI) and Ship Energy Efficiency Management Plan (SEEMP), both of which will enter into force on 1 January 2013. A new International Energy Efficiency Certificate (IEEC) will be introduced for all vessels, and this includes a sup-plement recording particulars related to the ship’s energy efficiency, such as the propulsion system, the Attained EEDI for new builds, and the presence of a SEEMP.”

Tore LongvaBusiness Development Manager International Affairs

Tore Longva: CO2 emissions from ships – impact of EEDI and SEEMPDET NORSKE VERITAS

Energy Efficiency Design Index (EEDI) The EEDI requirements will apply to new ships above 400 GT only, where “new ship” means a ship:

• for which the building contract is placed on or after 1 January 2013; or • in the absence of a building contract, the keel of which is laid or which is at a similar stage of construction on or after 1 July 2013; or • the delivery of which is on or after 1 July 2015

The EEDI is measured in grams CO2 per tonne-nm. The yard, designer or a consultant will have to develop an EEDI technical file containing the necessary docu-mentation and calculations. Verification will be done in two stages: a preliminary verification at the design stage based on tank tests, manufacturers’ data and design particulars. During the sea trial the speed will be measured and the technical file will be updated, together with engine certificates and other necessary documentation. The EEDI technical file will then be verified by a flag administration or Recognized Organisation and the IEEC will be issued.The regulation differentiates between ship types which are required to calculate an Attained EEDI and those that must have an Attained EEDI below a certain Required EEDI. Ship types needing to comply with a specific Required EEDI level to obtain the IEEC are defined in the table below, which also indicates the time line for the tightening of the requirement levels.

Ship type Capacity a cBulk carrier dwt 961.79 0.477Gas tanker dwt 1120.00 0.456Tanker dwt 1218.80 0.488Container 70% · dwt 174.22 0.201General cargo dwt 107.48 0.216Reefer dwt 227.01 0.244Combination dwt 1218.80 0.488

The reference line value of a ship is calcu-lated based on the following formula: a · Capacity-c, where the a and c parameters are given in the following table:

In order to address concerns raised by developing countries, the regulations include a clause allowing any Administration to waive the EEDI requirements for ships flying its flag for a period of up to four years (linked to the contract date), or six years and six months (linked to the delivery date) after 1 January 2013. However, the preliminary indications are that the major flag states will be reluctant to invoke the waiver clause.Complying to the requirements in Phases 0 and 1 is expected to come at low costs. There is no commer-cial reason to order a ship without a calculated EEDI as the second hand value may be lower and the abil-ity to get a charter may be reduced as charterers will prefer ships with low (and thus calculated) EEDI.

Ship Energy Efficiency Man-agement Plan (SEEMP)No changes were made to the SEEMP at MEPC 62, but its inclusion in the Annex VI amendments makes it mandatory for all ships– both new and ex-isting - after it enters into force. The presence of a SEEMP will be checked during the first intermediate or renewal survey for the IAPP certificate, at which point the IEEC will be issued. The EEDI will not be calculated for existing vessels and thus not included in the IEEC

Future CO2 regulationsThe adoption of the amendments is a significant step towards the regulation of GHG emissions by

IMO. Nevertheless, the EU is likely to consider it in-sufficient in light of its own ambitions. The EU proc-ess for establishing a regional CO2 emission reduc-tion mechanism for shipping is therefore expected to continue. Other parts of the international community also consider these regulations insufficient. There is therefore a strong political drive to regulate shipping further, e.g. through regional or international Market Based Measures (MBMs). Proposals under review range from a contribution or levy on CO2 emis-sions from shipping, via emission trading systems to schemes based on ship efficiency. If agreed, MBMs may appear towards the end of this decade.Commercial energy efficiency requirements are be-

articlecoming increasingly important. The creation of vari-ous voluntary schemes for rating environmental per-formance, including CO2 performance, is providing tools that allow charterers and cargo owners to use only ships that satisfy their environmental require-ments. These rating schemes must be based on ro-bust methods and verifiable data in order to create a level playing field for the ship owner.

Reducing the EEDIIn addition, there will be compensation when using shaft generators (PPTO) and applying ice strength-ening (fj). Other correction factors, for example for voluntary structural enhancement, are under devel-opment.Some proposed measures, such as kites or solar panels, cannot provide power all the time and will

Method Measures Parameter affectedReduce the main engine installed power Improved hull and propeller efficiency

Speed reduction/de-rate enginePME

Lower the specific fuel consumption Switch to a more efficient engine Engine control tuning

SFCME, SFCAE

Increase the speed (without increasing the installed power)

Improved hull and propeller efficiency (i.e. Mewis duct, propeller boss cap fin or other flow devices)

Vref

Use fuel/an energy source with a lower carbon content

I.e. LNG, biofuel (no guideline yet) CFME, CFAE

Innovative mechanical energy efficient technology

I.e. kites (no guideline yet) Peff

Innovative electrical energy efficient tech-nology

I.e. waste heat recovery PAEeff

Increase the capacity Larger ships Capacity

not enable the main engine power and thus the EEDI to be reduced. At the moment, there are no guidelines for how such measures can be applied to reduce the EEDI, but these are expected to be developed at a later stage, most likely through the Peff parameter. Propulsion efficiency devices, such as Mewis ducts or propeller boss cap fins can either reduce the main engine power (Pme), or enable the ship to obtain a higher speed (Vref).Further, the use of biofuels is not covered by the cur-rent framework as the carbon content cannot easily be determined. There are no indications regarding if and when this will be developed.

Further regulatory workA number of guidelines are going to be developed during the next few years, with the most important

being issued before the entry into force in 2013:• February 2012 – MEPC 63: Guidelines for mini-mum propulsion power • October 2012 – MEPC 64: Guidelines on voluntary structural enhancement• July 2013 – MEPC 65: Guidelines for CO2 abate-ment technologies• March 2014 – MEPC 66: Guidelines for calcula-tion of EEDI for roro, passenger, diesel-electric and hybrid propulsion shipsThe requirements and dates are subject to two re-views: the first is on the requirements for small ships and large bulkers and tankers and is due in July 2013. The second review allows for a discussion of both the requirements and the timeline for when Phases 2 and 3 are to enter into force, and is due in January 2015.

Impact of EEDI and SEEMPIMO commissioned a study by Lloyds Register and DNV to estimate the impact of the new requirements. The results from the study show that the EEDI will, as new ships are built, gradually reduce the emissions from the world fleet with 3% in 2020, 13% in 2030, and 30% in 2050. The SEEMP will not directly mandate an emission reduction, but by increased awareness of costs and reduction potentials the study estimated the reduction to between 5-10% from 2015 onwards.

Effect of a Ship Energy Efficiency Management planThe EEDI will mandate improvements in hull design and machinery, while the SEEMP will require ship owner to develop a plan for their ships. There are significant potential for reduction by operational measure, and with the current fuel prices most are also cost-effective. However, there seem to be a limited uptake of these measures caused by non-financial barriers such as lack of capital, lack of competence, lack of coopera-tion between actor and split incentives. Higher fuel prices will only to lead to a limited extra implementation of measures, but over time it will drive technology development and innovation. Other incentives will have to be in place to implement the existing set of measures. The SEEMP will initiate monitoring and target setting and look at concrete measure to be implemented for each vessel. Awareness of the potential savings is expected to increase uptake of measures.

VLCC caseThe effect of the new regulations was applied on a VLCC to see how the fuel consump-tion and cost would develop. The baseline case was a tanker using 23 000 tonnes of fuel per year, which with the present fuel prices would cost around 10 mill USD. The first figure shows how a new built vessel year by year towards 2050 would perform. A ship built according to the requirements in 2030 would use about 14 000 tonnes per year in 2030. In the figures below the fuel consumption of a new built VLCC. The fuel cost calculations in the second chart are based on a scenario where the sulphur regulation coming in 2020 will significantly increase the fuel prices, but the increase energy ef-ficiency will reduce the expected cost from 50 mill USD to 30 mill USD per year.

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“At Lloyd’s Register what we constantly strive to provide is impartial technical guidance. And as well as guidance, verification is crucial. Many claims are being made about performance, about greenhouse gas emissions and about safety of new arrangements. Owners and operators need data and they need it verified – what you can’t measure, you can’t manage. We are here to help the industry manage the changes we face by providing the independent insight that is required..”

Apostolos PoulovassilisLloyd’s Register Regional Marine Manager EMEA

Apostolos Poulovassilis: The shipping world is fast becoming a more complex place the question of future fuels is one of the major challengesLLOYD’S REGISTER

Emissions regulation and higher energy prices are the two leading factors changing our industry. New technologies and innovation will play a vital role in the immediate and long term future of shipping.

100 years ago a Lloyd’s Register surveyor attended the sea trials of the first seagoing diesel powered merchant ship, the East Asiatic Company’s innova-tive Selandia. The propulsion technology on trial a century ago now dominates the industry and, for most merchant ships, in the last 50 years, there has been a clear orthodoxy in engine room arrange-ments and the type of fuel used. Nearly all ships now use marine heavy fuel oil in diesel engines.

Today we stand on the brink of a new era. Lloyd’s Register has talked about this as a ‘new paradigm’. Any evolution will be gradual but already we can see changes happening.

New fuels, new engines and new designs are be-coming available. The difficulty for shipowners, builders, equipment makers and, don’t forget, fin-anciers is not only what technology to support but when to invest. The future is further clouded by the weak market outlook and the hangover of the big-gest boom in new ordering in history – the new ships still being built are, in the main, little different to the ships in demand a decade or more ago.

Most new technology being brought into opera-tion now has been developed for relatively small or niche markets such as ferries and inland waterways – sectors where exposure to new regulation is most concentrated and where local emissions and other factors are felt most keenly.

More clarity needs to be brought to the differences between local air emission benefits and the green-house gas impacts of shipping. At present the real driver is local air emissions. The introduction of the Energy Efficiency Design Index is the first global greenhouse gas regulation in any industry, setting

mandated minimum requirements.

At Lloyd’s Register what we constantly strive to pro-vide is impartial technical guidance. And as well as guidance, verification is crucial. Many claims are being made about performance, about greenhouse gas emissions and about safety of new arrange-ments. Owners and operators need data and they need it verified – what you can’t measure, you can’t manage.

We are here to help the industry manage the chang-es we face by providing the independent insight that is required. One example of a key area where we are helping is in fuel and fuel management. Much has been heard and said about future fuels recently. With high energy prices and challenging emissions requirements, the industry is looking ei-ther for alternatives or ways to manage their emis-sions – particularly in the new Emission Control Ar-eas (ECAs).

Lloyd’s Register is well placed to provide support to operators in helping ensure that design and opera-tional solutions are safe and efficient.

LNG is certainly a fuel of the future and has been winning a great deal of attention on the back of its low Sox, Nox and Particulate emissions – and is in use already in small applications

Lloyd’s Register – as the classification leader in LNG Carrier market share - has significant expertise with LNG. We have been providing the industry with the deep technological understanding of the realities and risks involved with using LNG as Fuel for mer-chant ships. Lloyd’s Register is classing Viking Line Ferry project, the largest (by a long way) LNG as Fuel application to date and Lloyd’s Register’s ex-pertise in gas goes back a long way. Today Lloyd’s

Register is the market leader in LNG carrier fleet share and provides a broad understanding of the risks involved based on long and substantial experi-ence. The world’s first new LNG-fuelled tanker is classed by Lloyd’s Register. The Argonon, a 6,100 dwt dual-fuelled chemical tanker, is a significant milestone for the Deep Shipping subsidiary, Argonon Shipping, in its pursuit of cleaner transport solutions for Europe. Lloyd’s Register helped the owners and regulators identify their risks, meet regulatory requirements and overcome the technical challenges for the prec-edent-setting tanker. Overall, we need to understand what will provide net global environmental benefits and that makes com-mercial sense. This is all about what risks society wants to manage and how to balance environmental and commercial ambitions.

Our strategic research department and global tech-nology leaders are exploring a broad range of alter-natives in joint research projects with the industry. Biofuels, methanol, fuel cells are all being exam-ined and cannot be dismissed. The new focus on efficiency measures that we are seeing with recent deliveries such as Delphin’s new 57,000 dwt bulk carrier delivered in China this month will also re-duce energy demand per tonne of cargo transported whatever fuel is used.

Moreover, future patterns of consumption may have an impact on total energy requirements. What is be-yond the remit of a classification society is attempt-ing to predict future energy prices. But, ultimately, it is the relative price and performance of different fuels that will drive decision making about future fuel choices. LNG is certainly one of the fuels of the fu-ture – and if LNG as fuel is a potential option for a client we will help them understand and manage the technical risks, enabling them to make properly informed commercial and operational decisions.

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“RINA has developed two tools to assist owners. The Green Plus notation integrates all the design, equipment and operational environmental impact mitigation features of the vessel into a single index. That gives the owner and designer a powerful, flexible tool to create the most environmentally effective vessel for a particular trade, and to be able to show clients and authorities their commitment to the environment through the award of the Green Plus notation.”

Spyros ZolotasRINA Country Manager for Greece

Spyros Zolotas: Energy savings make senseREGISTRO ITALIANO NAVALE

Shipowners traditionally rely on the charterer pay-ing the fuel bill. But that no longer works. Charterers are increasingly including energy saving clauses in charter parties for bulkers and tankers, giving own-ers a real incentive to save fuel. And for ferry and passenger ship owners, and the increasing number of Greek containership owners, energy consumption is a big issue.Energy consumption matters because bunker prices are high and energy saved is energy the owner does not have to pay for. It matters because there are new IMO rules on emissions and energy efficiency and the EU is leading the way on Emission Control Areas which place very strict limits on air emissions. All US waters are included in a new ECA this year. Burn-ing less fuel means lower emissions. And of course for passenger ships the operators need to be aware of how their passengers feel. They need to be able to show they are doing all they can to operate their vessels cleanly.RINA is working closely with yards and owners to help them to design and operate ships which burn less fuel. In the longer term there will be more gas-fuelled ships so RINA has introduced rules for gas-powered vessels. The trade-off there is benefits in terms of cleanliness and emissions in return for oc-cupying more space for bunkers. Future ferries will use diesel-electric power plants, which allow the

diesel gensets to run at efficient loads all the time. RINA has good experience with building and class-ing this type of power plant, which is flexible and ef-ficient. But the bunker infrastructure to support LNG fuel will take some time to develop so the focus now has to be on helping diesel-powered ships be more efficient. RINA has developed two tools to assist owners. The Green Plus notation integrates all the design, equipment and operational environmental impact mitigation features of the vessel into a single index. That gives the owner and designer a powerful, flex-ible tool to create the most environmentally effec-tive vessel for a particular trade, and to be able to show clients and authorities their commitment to the environment through the award of the Green Plus notation.Green Plus is a tool which includes fuel efficiency but also ranges over all environmental impact mitigation measures including garbage and waste streams. RINA’s Energy Saving System is focused only on the energy usage aspects of the vessel’s op-erations. At its heart is an energy saving index which assesses the ship’s performance in terms of efficien-cy and energy conservation. It delivers owners a tool for educating on-board staff in reducing energy use and it provides a fleet benchmark for good practices on one vessel to be implemented on another. The

added benefit is that it will also form the backbone of the IMO’s Ship Energy Efficiency Management Plan (SEEMP). All ships will be required to have a SEEMP from 2013, which has to include the monitoring of the status of ship energy usage and the expected im-provements of ship energy efficiency. The plan has to show how energy improvements will be imple-mented including the development of the proce-dures for energy management and the definition of the tasks to be performed. SEEMP also covers monitoring and measurement, which provide a quantitative indicator of the ship energy efficiency and self-evaluation and improvement. Alongside the SEEMP, required for all ships, there is the IMO Energy Efficiency Design Index for new vessels. It will give a number by which ships can be ranked for energy performance. Owners and opera-tors need to take great care in designing new ves-sels to ensure they will not be punished in a compet-itive and energy conscious charter market. RINA’s Energy Efficiency System provides a practical help based on experience both to reduce fuel consump-tion and comply with the new regulations.By blending practical experience with a good un-derstanding of the regulations both in existence and upcoming, then developing user-friendly tools, RINA is ready to help shipping to save energy.

when a growing BODYcovers huge distances

making the best together

GROUPRINA

article

when a growing BODYcovers huge distances

making the best together

GROUPRINA

Βασίλης Κανακάκης:Η Ελλάδα είναι tank coating stationCORAL LTD, Πρόεδρος της Πανελλήνιας Ένωσης Αμμοβολιστών

nafs mag. 50 κλάδος αμμοβολών


Ο κ. Bασίλης Κανακάκης

Η ανυπαρξία κυβερνητικής ναυπηγοεπισκευαστικής πολιτικής, τα πολύ υψηλά ημερομίσθια στον

χώρο μας, η έλλειψη υποδομών καθώς και η ανασφάλεια και αβεβαιότητα λειτουργίας των μεγάλων

ναυπηγείων, είναι οι βασικοί λόγοι που έχουν οδηγήσει σε μαρασμό τη ναυπηγοεπισκευαστική ζώνη του

Περάματος, σύμφωνα με τον κ. Βασίλη Κανακάκη, Πρόεδρο της Πανελλήνιας Ένωσης Αμμοβολιστών

και Πρόεδρο της εταιρίας Coral ltd. Ο ίδιος τονίζει ότι «το θέμα της εργασιακής ειρήνης έπεξε μεγάλο

ρόλο στη δημιουργία του σημερινού προβλήματος. Δεν μπορούμε καθημερινά να βρίσκουμε και μια αιτία

να κάνουμε μια στάση εργασίας ή μια απεργία. Παράλληλα, από το 2008 άνοιξε ανταγωνιστική αγορά

στην Τουρκία. Μέχρι το 2008 τα Τούρκικα ναυπηγεία ήταν κατασκευαστικά. Στην κάμψη που είχε το 2ο

μισό του 2008 η ναυλαγορά, ακυρώθηκαν πολλές παραγγελίες σε ναυπηγεία κατασκευών νέων πλοίων

με αποτέλεσμα να βρεθούν σε άσχημη κατάσταση τα Τούρκικα ναυπηγεία και να το γυρίσουν στην

επισκευή. Όταν εκείνοι προσέφεραν τότε 2 δολάρια το κιλό την λαμαρίνα και στην Ελλάδα ήταν στα 4,5

ευρώ, αντιλαμβανόμαστε ότι όλα τα πλοία τράβηξαν για την Τουρκία. Αυτό σε συνδυασμό με την έλλειψη

των υποδομών στην Ελλάδα, τις ανακατατάξεις του Σκαραμαγκά, την επιβολή της 15ετούς ποινής να

μην ασκεί εμπορική δραστηριότητα για το πολεμικό και εμπορικό ναυπηγείο και την αβεβαιότητα των

ναυπηγείων Ελευσίνας, που είναι στο άρθρο 99 του Πτωχευτικού Κώδικα , ήταν φυσικό επακόλουθο να

μην υπάρχει αντικείμενο εργασίας στο Πέραμα». Σε ερώτημα του ΝΑΥΣ για το τι πρέπει να γίνει από εδώ

και στο εξής για την ανάκαμψη του χώρου ο κ. Κανακάκης ανέφερε τα εξής: “Κατ’ αρχήν θα πρέπει να

υπάρξει μια στήριξη των μικρομεσαίων επιχειρήσεων του κλάδου από την πολιτεία. Να ληφθούν μέτρα

από το υπουργείο Ανάπτυξης και να ενταχθούν οι επιχειρήσεις αυτές σε Ευρωπαϊκά προγράμματα

που μέχρι σήμερα απαγορεύεται βάσει κωδικών που έχουν η υπαγωγή τους σε Ευρωπαϊκά επενδυτικά

προγράμματα. Οι επιχειρήσεις του χώρου δεν έχουν στηριχθεί ουδέποτε από καμία επιχορήγηση, είτε

ευρωπαϊκή είτε εθνική. Οι ελληνικές επιχειρήσεις έχουν επενδύσει με ίδια κεφάλαια και είναι από τις πιο

σύγχρονες στην Ευρώπη, από τις πιο παραγωγικές και από τις πιο πρωτοπόρες. Χωρίς καμία βοήθεια

και στήριξη από πουθενά. Πιστεύω ότι αν ξεκινήσει μια προσπάθεια στήριξης, αν σταθεροποιηθεί

κάποιο καθεστώς των δύο μεγάλων ναυπηγείων ώστε να υπάρχουν δεξαμενές υποδοχής πλοίων που

σήμερα δεν υπάρχουν και αν μπορέσουμε να βρούμε με τους εργαζόμενους τη χρυσή τομή σε ότι

αφορά την αμοιβή τους και μειώσουμε το κόστος, θεωρώ ότι οι Έλληνες εφοπλιστές θα υποστηρίξουν

τον τόπο τους και θα φέρουν τα πλοία τους ξανά στην Ελλάδα. Οι Έλληνες πλοιοκτήτες αγαπούν τον

τόπο τους και θέλουν να τον στηρίξουν, αρκεί να τους δώσουμε την διαβεβαίωση ότι το πλοίο θα φεύγει

στην ώρα του και το κόστος θα είναι στο πλαίσιο της λογικής. Έχουμε την μεγαλύτερη ναυτιλία στον

κόσμο και αυτή η ναυτιλία θα στηρίξει την ναυπηγοεπισκευή όπως έχει συμβεί και στο παρελθόν». Και

ο κ. Κανακάκης καταλήγει:”Η Ελλάδα είναι tank coating station. Υπάρχουν εταιρίες από τις πιο αξιόλογες

στον κόσμο που μπορούν να ανταποκριθούν σε οποιοδήποτε μεγέθους έργο με σύγχρονο και πολλές

φορές μοναδικό εξοπλισμό». Τέλος, για τον ΟΛΠ ο κ. Κανακάκης υπογραμμίζει τα εξής: «Ο ΟΛΠ

από την ιδρυτική του πράξη ξεκίνησε ως οργανισμός κοινής οφέλειας. Αυτό σημαίνει ότι στέρησε στον

Πειραιώτικο λαό την πρόσβαση στη θάλασσα. Ανταποδοτικά δεσμεύτηκε ότι θα δημιουργήσει, όπως

και δημιούργησε, τη ναυπηγοεπισκευαστική ζώνη ώστε να υπάρχει απασχόληση. Είχε και έχει την

υποχρέωση να κρατά μια ναυπηγοεπισκευαστική ζώνη σύγχρονη και προσιτή. Όταν από εταιρία κοινής

ωφέλειας έγινε εταιρία του χρηματιστηρίου δεν διεγράφη αυτή η υποχρέωση για εμάς .Η ΝΕΖ εδώ

και κάποιες δεκαετίες έχει εγκαταληφθεί χωρίς καμία επένδυση. Η χρέωση της δεξαμενής του ΟΛΠ θα

έπρεπε να ήταν γύρω στα 1000 ευρώ την ημέρα (και όχι 7000) για να καλύψει τα έξοδα λειτουργίας και

συντήρησης. Και πάλι με αυτές τις τιμές δεν τα καλύπτει τα έξοδα διότι οι δεξαμενές του Πειραιά έχουν 72

άτομα οργανική σύνθεση όταν ο Σκαραμαγκάς με 10 άτομα κινεί 4 δεξαμενές γίγαντες. Όσο υπάρχουν

αυτές οι χρεώσεις δεν πρόκειται να μπει πλοίο στις δεξαμενές. Εκτός αυτού ο ΟΛΠ αντιμετωπίζει τους

ναυπηγοεπισκευαστές σαν ανταγωνιστές. Υπερχρεώνει τις παρεχόμενες υπηρεσίες και τους χώρους

που νοικιάζει σε αυτούς με αποτέλεσμα να μην μπορούν να ανταποκριθούν στις χρεώσεις. Το όλο θέμα

του ΟΛΠ πρέπει να εξετασθεί από μηδενική βάση. (ΟΛΠ-εργολάβοι-Σωματεία)».

Στην κάμψη που είχε το 2ο μισό του 2008 η ναυλαγορά, ακυρώθηκαν πολλές παραγγελίες σε ναυπηγεία κατασκευών νέων πλοίων με αποτέλεσμα να βρεθούν σε άσχημη κατάσταση τα Τούρκικα ναυπηγεία και να το γυρίσουν στην επισκευή. Όταν εκείνοι προσέφεραν τότε 2 δολάρια το κιλό την λαμαρίνα και στην Ελλάδα ήταν στα 4,5 ευρώ, αντιλαμβανόμαστε ότι όλα τα πλοία τράβηξαν για την Τουρκία. Αυτό σε συνδυασμό με την έλλειψη των υποδομών στην Ελλάδα, τις ανακατατάξεις του Σκαραμαγκά, την επιβολή της 15ετούς ποινής να μην ασκεί εμπορική δραστηριότητα για το πολεμικό και εμπορικό ναυπηγείο και την αβεβαιότητα των ναυπηγείων Ελευσίνας, που είναι στο άρθρο 99 του Πτωχευτικού Κώδικα , ήταν φυσικό επακόλουθο να μην υπάρχει αντικείμενο εργασίας στο Πέραμα


news

Financial Times World Shipping Congress: Ηχηρό παρών από τις μεγάλες δυνάμεις της παγκόσμιας ναυτιλίας στην Αθήνα

Την πεποίθηση τους ότι η ελληνική ναυτιλία αλλά και άλλες, ανταγωνιστικές, εθνικές βιομηχανίες θαλάσσιων μεταφορών μπορούν να βγουν ακόμα και κερδισμένοι από την κρίση, η οποία όμως αναμένεται να διαρκέσει καθόλη τη διάρκεια του 2012, διατύπωσαν Έλληνες και ξένοι εφοπλιστές και παράγοντες του κλάδου στην πρώτη συνάντηση κορυφής που έγινε στα πλαίσια του World Shipping Congress,που διοργάνωσαν στην Αθήνα οι Financial Times με τη συνεργασία της Boussias Communications.Σε μια μοναδική συγκυρία κατά την οποία παραβρέθηκαν στα ίδια πάνελ οι επιχειρηματίες, επικεφαλής των σημαντικότερων εφοπλιστικών ενώσεων του πλανήτη αλλά και διπλωμάτες και κορυφαίοι θεσμικοί παράγοντες, κατέστη σαφές ότι τα μεγαλύτερα προβλήματα που αντιμετωπίζει ο κλάδος είναι η υπερπροσφορά μεταφορικής δυναμικότητας από τον μεγάλο αριθμό πλοίων που εμπορεύονται αλλά και αυτών που έχουν παραγγελθεί, οι μεγάλες αυξήσεις των τιμών των καυσίμων, η πειρατεία και η έλλειψη επαρκών και προσιτών χρηματοδοτήσεων τόσο από τις κεφαλαιαγορές όσο και από τα χρηματιστήρια. Στη συνάντηση κορυφής συμμετείχαν μεταξύ άλλων ο γενικός γραμματέας της UNCTAD, (UN Conference on Trade and Development), Dr. Supachai Panitchpakdi, ο Paolo D’ Amico, πρόεδρος της Italian Shipowners’ Association και της Amico Società di Navigazione, ο

Joseph J. Cox, πρόεδρος και CEO του Chamber of Shipping of America, ο Thomas Franck, πρόεδρος της Finnish Shipowners’ Association και CEO της Bore Ltd, ο Thor Jørgen Guttormsen, πρόεδρος της Norwegian Shipowners’ Association και της Leigh Höegh & Co, ο Jong Chul Lee, επικεφαλής της Korea Shipowners’ As-sociation και αντιπρόεδρος & CEO της STX PanOcean Corporation, ο Γιάννης Λύρας μέλος του ΔΣ και πρώην πρόεδρος της Ένωσης Ελλήνων Εφοπλιστών, η Tineke Netelenbos, πρόεδρος της Royal Association of Neth-erlands Shipowners, ο Michael Parker, πρόεδρος του UK Chamber of Shipping και της CMA-CGM (UK) Hold-ings Ltd. Πρόεδρος της συνάντησης κορυφής και του Congress ήταν ο πρόεδρος του International Cham-ber of Shipping και της ABS U.K. National Committee, Σπύρος Πολέμης. Διάχυτη ήταν η πεποίθησή τους ότι η κρίση μπορεί να αποδειχθεί ευκαιρία τουλάχιστον για όσους διαθέτουν πρόσβαση στις κεφαλαιαγορές ή διαθέτουν το οικονομικό εκτόπισμα για να επωφεληθούν από τις χαμηλές τιμές που επικρατούν στη δευτερογενή αγορά των ποντοπόρων.Κατά τη διάρκεια του συνεδρίου παρουσιάσθηκαν τα θεμελιώδη μεγέθη των δανειακών χαρτοφυλακίων των τραπεζών οπότε και κατέστη σαφές πως οι ευρωπαϊκές όπως και οι ελληνικές τράπεζες έχουν βγει εκτός παιχνιδιού εξαιτίας των προβλημάτων κεφαλαιακής επάρκειας που αντιμετωπίζουν. Οι επιχειρηματίες του κλάδου, οι οποίοι με την αυξημένη προσέλευση τους γέμισαν τις αίθουσες του ξενοδοχείου Divani Αpollon Palace & Spa στο Καβούρι έδειξαν ιδιαίτερο ενδιαφέρον και για τις ιδιωτικοποιήσεις των λιμανιών. Το ίδιο ενδιαφέρον επιδείχθηκε και κατά τη διάρκεια της κεκλεισμένων των θυρών συνάντησης κορυφής που πραγματοποιήθηκε την Κυριακή. Από την πλευρά του ο πρόεδρος και διευθύνων σύμβουλος του ΟΛΠ, Γιώργος Ανωμερίτης έκανε λόγο μεταξύ άλλων για ταχείες διαδικασίες αποκρατικοποίησης και άμεση επίλυση προβλημάτων που σχετίζονταi με τη σιδηροδρομική διασύνδεση του λιμανιού. Προβληματισμός πάντως επικράτησε για το ρόλο των ναυλωτών και τη δυνατότητα τους να τιμήσουν τις συμφωνίες τους μεσούσης της κρίσης καθώς οι περιπτώσεις όπου συμφωνίες αθετούνται ή ζητείται η αναδιαπραγμάτευσή τους –κυρίως από εταιρείες της Κίνας- πληθαίνουν σε βάρος των συμφερόντων των πλοιοκτητών. Το σημείο αυτό έθιξαν τόσο ο Χάρης

Βαφειάς όσο και ο Ευάγγελος Πιστιόλης. Παρόντες μεταξύ άλλων ήταν και οι κ.κ. Μιχάλης Μποδούρογλου, Γιάννης Δράγνης, Φραγκίσκος Κανελάκης, Βασίλης και Μιχάλης Δαλακούρας, Ν. Πίττας, Λεωνίδας Πολέμης, Σπύρος Καπράλος, Άλεκ Τομάζος, Αναστάσης Γαβριηλίδης, στελέχη της Navios Maritime, της MSC, τραπεζίτες όπως από την DVB Bank, την BNP Pari-bas, την ΕΧΙΜ , εκπρόσωποι μεγάλων νηογνωμόνων, ελληνικών τραπεζών όπως η Alpha Bank, ναυλομεσίτες όπως ο Γ. Κοτζιάς, ακαδημαϊκοί από μεγάλα πανεπιστήμια και μεγάλα νομικά γραφεία αλλά και asset managers. Αίσθηση προκάλεσαν τα στοιχεία για την μεγάλη ζήτηση αξιωματικών του ναυτικού και ανεπάρκεια των σχολών της χώρας να δεχτεί όλους του υποψηφίους παρά τη μεγάλη ανεργία. Έτσι το ζήτημα της ναυτικής εκπαίδευσης και των δυνατοτήτων για απασχόληση των νέων Ελλήνων αποτελεί μια σημαντική ευκαιρία την οποία υπογράμμισε με αποκαλυπτικά στοιχεία ο Γιώργος Καμπάνης Global Leader της μονάδας Shipping & Ports της Deloitte.Στο συνέδριο που έγινε υπό την αιγίδα του Διεθνούς Ναυτιλιακού Επιμελητηρίου (International Chamber of Shipping - ICS), που εκπροσωπήθηκε από τον πρόεδρό του Σπύρο Πολέμη, πραγματοποιήθηκε πλήθος συναντήσεων μεταξύ πλοιοκτητών, ναυλομεσιτών, τραπεζιτών, ασφαλιστών, στελεχών και εκπροσώπων εταιρειών που παρέχουν υποστηρικτικές υπηρεσίες, με αποτέλεσμα να αναδειχθεί σε forum σημαντικών επιχειρηματικών επαφών.Η ενεργή συμμετοχή του Michael Skapinker, Assist-ant Editor των Financial Times και υπευθύνου των FT Special Reports όπως και του Robert Wright, Fi-nancial Times Shipping and Logistics Correspondent, αλλά και η κάλυψή του από μεγάλα ξένα πρακτορεία ειδήσεων, έδωσαν διεθνή δημοσιότητα στις εργασίες του συνεδρίου και προέβαλαν την Αθήνα για μία ακόμη φορά ως παγκόσμιο ναυτιλιακό κέντρο. Παράλληλα η παρουσία εκπροσώπων, ομιλητών και συνέδρων από την Ασία και ειδικότερα από χώρες όπως η Κίνα, η Κορέα και το Βιετνάμ παρείχε την ευκαιρία για τη δημιουργία μιας πρώτης τάξεως γέφυρας επικοινωνίας μεταξύ των βασικότερων εμπορικών πόλων της διεθνούς οικονομίας βάζοντας τα θεμέλια για ένα νέο σημαντικό διεθνές forum τόσο της ναυτιλίας όσο και του παγκόσμιου εμπορίου.

Σταμάτης Πλάκας:Έχουμε άμεση ανάγκη από πλωτές δεξαμενέςPLAKAS BLASTING LTD

Η αξιοποίηση της Κυνοσούρας ως χώρο επισκευών

πλοίων, η αποφαστικότητα της πολιτείας σε θέματα

υποδομών και ο σωστός συνδικαλισμός, είναι το

τρίπτυχο που μπορεί να δώσει το φιλί της ζωής

στη ναυπηγοεπισκευαστική ζώνη του Περάματος

σύμφωνα με τον κ. Σταμάτη Πλάκα, της εταιρίας

Plakas Co., η οποία δραστηριοποιείται από το

1993 στον χώρο των αμμοβολών, υδροβολών,

και tank coating. Σύμφωνα με τον κ. Πλάκα, «στη

ναυπηγοεπισκευαστική ζώνη του Περάματος

δεν υπάρχουν αρκετές πλωτές δεξαμενές. Είναι

παράλογο να μιλάμε για ανταγωνισμό και για εργασία

στη ζώνη του Περάματος όταν δεν έχουμε καμία

δεξαμενή τη στιγμή που η γειτονική Τουρκία διαθέτει

50 δεξαμενές.

Σήμερα, όσοι ασχολούνται με τον χώρο γνωρίζουν

πολύ καλά ότι το Πέραμα και η Κυνοσούρα είναι

περιοχές που θα μπορούσαν να χαρακτηριστούν

χρυσορυχεία (καλυμένα με σκουπίδια). Ιδιαίτερα

η Κυνοσούρα είναι σήμερα ένα νταμάρι καλυμένο

με σκουπίδια. Αναρωτιέμαι, πόσο δύσκολο είναι

να καταλάβουν οι αρμόδιοι ότι στην περιοχή της

Κυνοσούρας πρέπει να φτιαχθούν δεξαμενές.

Γιατί από το 1985 έως το 2000 επισκευάστηκαν

10000 πλοία και τώρα δεν μπορεί να φτιαχθεί κανένα

έτσι ξανφνικά; Γιατί άφησαν το Πέραμα στην μοίρα

του την στιγμή που με μια επένδυση 100-200 εκ.

ευρώ μπορεί να αναγεννηθεί και να φέρει πίσω στην

χώρα πολλαπλάσια χρήματα;

Επίσης, το κόστος εργασίας στον χώρο της

ναυπηγοεπισκευής είναι υψηλό και καθορίζεται με

βάση τα Ευρωπαϊκά δεδομένα. Σήμερα, εκ των

πραγμάτων δεν μπορούν οι εταιρίες να δώσουν

υψηλά μεροκάματα, ιδιαίτερα τώρα που υπάρχει

κρίση. Δεν μπορούμε να δώσουμε προσφορά για

εργασίες σε ένα πλοίο και να γνωρίζουμε ότι ο κάθε

εργάτης θέλει 250 ευρώ την ημέρα.

Ο ρόλος του κράτους ως καταλύτης στην ανάπτυξη

της ναυπηγοεπισκευαστικής ζώνης είναι ανύπαρκτος

κυρίως λόγω έλλειψης τεχνοκρατών που θα

εισηγούντο τις απαραίτητες λύσεις στην πολιτική

ηγεσία. Το αποτέλεσμα είναι ότι ένα πλοίο δεν

στέκεται στην Ελλάδα για επισκευές, την στιγμή

που τα ναυπηγεία του Σκαραμαγκά είναι κλειστά,

τα ναυπηγεία της Ελευσίνας απ’ότι φαίνεται δεν θα

έχουν καλύτερη τύχη και οι δεξαμενές απουσιάζουν

από την χώρα μας».

Για την άνθηση της ναυπηγοεπισκευής στην γειτονική

μας Τουρκία, ο κ. Πλάκας επισημαίνει ότι « Οι Τούρκοι

κάνουν σήμερα αυτό που κάναμε εμείς πριν από 25

χρόνια. Εδώ όταν ένα πλοίο έρχεται στο λιμάνι έχει να

αντιμετωπίσει παράλογα πράγματα. Πώς να έρθουν

πλοία να δέσουν στον μώλο της Δραπετσώνας και

του Περάματος όταν οι θέσεις καταλαμβάνονται

από παροπλισμένα πλοία λόγω τραπεζικών

κατασχετηρίων; Μα και αν τελικά το πλοίο έρθει

θα αντιμετωπίσει μια σοβαρή έλλειψη υποδομών

(έλλειψη γερανών, έλλειψη δεξαμενών, έλλειψη

δεστρών! κλπ)».

Και ο κ. Πλάκας καταλήγει: «Όλα τα ανωτέρω σε

συνδυασμό με τον κακώς ενοούμενο συνδικαλισμό,

δημιουργούν ένα εκρηκτικό μείγμα που έχει φέρει σε

απόγνωση πλοιοκτήτες και εργολάβους επισκευών

πλοίων. Σήμερα, οι εταιρίες που ασχολούνται με

τον χώρο των επισκευών πλοίων έχουν χάσει

την αυτοπεποίθησή τους, μια αυτοπεποίηθηση

που υπήρχε στο μέγιστο βαθμό την εποχή που ο

συγκεκριμένος κλάδος είχε αντικείμενο εργασίας από

το Πέραμα έως το Φάληρο».

ΕΡΓΑΣΙΕΣ ΤΗΣ ΕΤΑΙΡΙΑΣ PLAKAS BLASTING



Μια ενδιαφέρουσα συνέντευξη για τα κακώς κείμενα στον χώρο της ναυπηγοεπισκευής στην Ελλάδα, πραγματοποίησε

το περιοδικό ΝΑΥΣ με τον κ. Χρήστο Χούντα, ιδιοκτήτη της εταιρίας Service Center Co LTD, η οποία ειδικεύεται σε

σύγχρονες μεθόδους συντήρησης παντός είδους ναυπηγήματος όπως η αμμοβολή, υδροβολή, γενικοί καθαρισμοί

ακόμα και δεξαμενών επικίνδυνων φορτίων, χρωματισμός κλπ.

Σύμφωνα με τον κ. Χούντα “το πιο σημαντικό από όλα είναι ο σεβασμός προς τον πελάτη που στην συγκεκριμένη

περίπτωση λέγεται πλοίο. Η έλλειψη σεβασμού προς τον πλοιοκτήτη και την περιουσία του ευθύνεται πεντακάθαρα

για το σημερινό μαρασμό. Και πρώτα – πρώτα το συνδικάτο των εργαζομένων που ανοίγει και κλείνει ότι ώρα θέλει τις

πύλες της Ναυπηγοεπισκευαστικής Βάσης Περάματος για λόγους που μόνο εκείνο γνωρίζει”.

Και ο κ. Χούντας συνεχίζει: “Το μεγάλο ερωτηματικό είναι πώς μια ολιγομελής ομάδα ανθρώπων μπορεί και κουμαντάρει

όλους τους υπόλοιπους με αποτέλεσμα να υπάρχουν περιπτώσεις που οι εργαζόμενοι να μένουν εκτός εργασίας για

ένα, ενάμισυ ή ακόμη και για δύο χρόνια. Να ληφθεί υπόψιν ότι με την άφιξη ενός πλοίου στον Πειραιά για επισκευές

απασχολεί το λιγότερο τριάνταεννέα (39) ειδικότητες. Ας καταλάβουν επιτέλους οι εμπλεκόμενοι. Η ελληνική εμπορική

ναυτιλία είναι η μεγαλύτερη του κόσμου. Τους Έλληνες πλοιοκτήτες τους έχω ζήσει χρόνια (λόγω και του επαγγέλματός

μου ως καπετάνιος) και έχω διαπιστώσει ότι είναι πολύ πατριώτες, επιχειρηματίες οι οποίοι έχουν προοδεύσει εκτός

Ελλάδος, έχουν φέρει τα γραφεία τους στην πατρίδα τους και θέλουν να φέρνουν και τα πλοία τους για επισκευές.

Απόδειξη ότι όλα αυτά τα χρόνια, από το 1970 και μετά, η ναυπηγοεπισκευή έχει φέρει στην Ελλάδα δισεκατομμύρια. Όμως, η άσχημη κατάσταση που επικρατεί στο

χώρο, τους οδήγησε στη γειτονική Τουρκία και αλλού. Σας πληροφορώ ότι τους Έλληνες πλοιοκτήτες τους ενδιαφέρει περισσότερο η ταχύτητα, η φιλία και η καλή

δουλειά. Κανένας δεν δέχεται να φέρει το πλοίο του για μια επισκευή 15 ημερών η οποία τελικά θα διαρκέσει 3 μήνες! Νομίζω ότι αυτό που χρειάζεται ο κλάδος είναι ο

σωστός ακομμάτιστος συνδικαλισμός με ανθρώπους που να είναι κατηρτισμένοι όσον αφορά τα συνδικαλιστικά θέματα. Ένας σωστός συνδικαλισμός φέρνει εργασία

και όχι ανεργία, όπως συμβαίνει εδώ...”.

Ο κ. Χούντας τονίζει επίσης ότι “από πλευράς υποδομών μπορεί να υστερούμε, αλλά η πείρα μας, η τέχνη μας και το φιλότιμο, μας βοηθά στο να ξεπερνούμε όλα τα

εμπόδια. Σήμερα, όλοι οι εργολάβοι που ασχολούμαστε με την αμμοβολή και την συντήρηση του πλοίου, έχουμε επενδύσει πολλά κεφάλαια στον κατάλληλο εξοπλισμό”.

Και συνεχίζει: “Ένας δεύτερος λόγος που αποθαρρύνει τους πλοιοκτήτες και εφοπλιστές να φέρουν τα πλοία τους στην Ελλάδα για επισκευή, είναι τα υψηλά κοστολόγια

του ΟΛΠ. Για παράδειγμα, για να μπει ένα πλοίο στη μεγάλη πλωτή δεξαμενή του Περάματος χρειάζεται 7000

ευρώ ημερισίως, όταν η πιο ακριβή δεξαμενή στην Ευρώπη κοστίζει 3000 δολλάρια. Ο Οργανισμός Λιμένος Πειραιώς έχει τον χαρακτήρα κοινής ωφελείας και όχι κερδοφόρου επιχειρήσεως. Τρίτος σοβαρότατος λόγος

είναι το απαράδεκτο κλείσιμο των Ελληνικών Ναυπηγείων Σκαραμαγκά και αναφέρω απαράδεκτο διότι αυτά

τα ναυπηγεία είναι ένας πολύ μεγάλος κράχτης για την προσέλκυση πλοίων. Τέταρτος λόγος είναι η κατάργηση

κάποιων επιδοτήσεων προς τους Έλληνες πλοιοκτήτες και εφοπλιστές, οι οποίοι έφερναν πλοία στην χώρα

μας. Πιστεύω ότι ένα ποσοστό της τάξης του 10% επί των τιμολογίων για κάθε πλοίο που κάνει επισκευή στην

Ελλάδα, είναι σημαντικό να υπάρχει. Επιπροσθέτως, άξιο σημείο αναφοράς είναι και οι λόγοι για τους οποίους

έγινε η κατάργηση του Υπουργείου Εμπορικής Ναυτιλίας σε ένα κράτος που έχει την μεγαλύτερη ναυτιλία

παγκοσμίως”!

Και ο κ. Χούντας καταλήγει: “Όπως μπορεί εύκολα να αντιληφθεί κανείς, στη ναυπηγοεπισκευαστική βιομηχανία της Ελλάδος συμβαίνουν διάφορα παράλογα, τα οποία

όμως δεν είναι ικανά να διαγράψουν από τον χάρτη το επάγγελμά μας. Και στο σημείο αυτό θέλω να ξέρουν οι αναγνώστες του περιοδικού σας, αυτοί οι λίγοι που

φέρνουν τα πλοία τους για επισκευή στην χώρα μας, είναι γιατί εμείς οι εργολάβοι έχουμε αναπτύξει όλα αυτά τα χρόνια πολύ καλές διαπροσωπικές σχέσεις με τους

πλοιοκτήτες και εφοπλιστές. Αυτή την καλή θέληση πρέπει να δείξουν όλοι οι εμπλεκόμενοι με το αντικείμενο της επισκευής και συντήρησης των πλοίων. Και πιστέψτε

με, τότε όλα τα πράγματα θα αλλάξουν προς το καλύτερο γιατί η Ελληνική πλοιοκτησία αγαπά και δεν εγκαταλείπει την πατρίδα της...”!

ΕΠΑΓΓΕΛΜΑΤΑ ΑΠΑΣΧΟΛΗΣΗΣ ΚΑΤΑ ΤΗΝ ΑΦΙΞΗ – ΔΙΑΡΚΕΙΑ ΕΠΙΣΚΕΥΩΝ ΚΑΙ ΑΝΑΧΩΡΗΣΗ ΠΛΟΙΟΥ ΕΙΣ ΠΕΙΡΑΙΑ – ΒΟΛΟ – ΧΑΛΚΙΔΑ – ΣΥΡΑ

1. ΝΑΥΤΙΚΟΣ ΠΡΑΚΤΩΡ 2. ΥΠΗΡΕΣΙΑ ΥΓΕΙΟΝΟΜΙΟΥ – ΛΙΜΕΝΙΚΟ ΣΩΜΑ – ΑΣΤΥΝΟΜΙΑ (ΚΑΠΟΙΑ ΠΑΡΑΒΟΛΑ) 3. ΠΛΟΗΓΟΙ 4. ΡΥΜΟΥΛΚΑ ΚΑΙ ΠΛΗΡΩΜΑΤΑ

ΑΥΤΩΝ 5. ΟΛΠ (ΔΙΑΘΕΣΗ ΠΡΟΒΛΗΤΕΣ, ΔΕΞΑΜΕΝΕΣ Κ.Λ.Π.) 6. ΝΑΥΠΗΓΕΙΑ ΕΛΕΥΣΙΝΟΣ – ΣΚΑΡΑΜΑΓΚΑ – ΣΥΡΑΣ – ΧΑΛΚΙΔΑΣ – ΒΟΛΟΥ (ΠΡΟΣΩΠΙΚΟ

ΓΡΑΦΕΙΩΝ) 7. ΤΡΟΦΟΔΟΤΕΣ ΑΝΤΑΛΛΑΚΤΙΚΩΝ (ΑΝΤΙΠΡΟΣΩΠΕΙΕΣ Κ.Λ.Π.) 8. ΤΡΟΦΟΔΟΤΕΣ ΤΡΟΦΙΜΩΝ (ΤΡΟΦΙΜΑ – ΠΟΤΑ Κ.Λ.Π.) 9. ΕΚΤΕΛΩΝΙΣΤΕΣ

10. ΝΑΥΠΗΓΟΙ 11. ΕΛΑΣΜΑΤΟΥΡΓΟΙ 12. ΣΩΛΗΝΟΥΡΓΟΙ 13. ΥΔΡΑΥΛΙΚΟΙ 14. ΚΑΘΑΡΙΣΤΕΣ – ΒΑΦΕΙΣ – ΑΜΜΟΒ/ΣΤΕΣ – ΥΔΡΟΒ/ΣΤΕΣ 15. ΗΛΕΚΤΡΟΛΟΓΟΙ

16. ΗΛΕΚΤΡΟΝΙΚΟΙ 17. ΜΗΧΑΝΟΥΡΓΟΙ 18. ΕΦΑΡΜΟΣΤΕΣ 19. ΜΑΝΟΥΒΡΑΔΟΡΟΙ 20. ΙΚΡΙΩΜΑΤΑ 21. ΓΕΡΑΝΟΙ ΣΤΕΡΙΑΣ 22. ΓΕΡΑΝΟΙ ΠΛΩΤΟΙ 23.

ΜΟΝΩΤΕΣ 24. ΨΥΚΤΙΚΟΙ 25. ΜΑΡΑΓΚΟΙ 26. ΤΑΠΕΤΣΕΡΙΔΕΣ 27. ΦΟΡΤΗΓΑ – ΑΥΤΟΚΙΝΗΤΑ 28. ΚΑΤΑΣΤΗΜΑΤΑ ΕΞΥΠΗΡΕΤΗΣΗΣ ΠΛΗΡΩΜΑΤΩΝ

(ΤΑΒΕΡΝΕΣ – BAR – ΕΙΔΗ ΡΟΥΧΙΣΜΟΥ – ΤΑΧΥΔΡΟΜΕΙΑ Κ.Λ.Π.) 29. ΤΑΧΙ (ΜΕΤΑΦΟΡΑ ΠΛΗΡΩΜΑΤΩΝ Κ.Λ.Π.) 30. ΑΕΡΟΠΟΡΙΚΕΣ ΕΤΑΙΡΕΙΕΣ 31. ΕΤΑΙΡΕΙΕΣ

ΚΑΥΣΙΜΩΝ – ΛΙΠΑΝΤΙΚΩΝ 32. ΕΤΑΙΡΕΙΕΣ ΠΑΡΑΛΑΒΗΣ ΑΠΟΡΡΙΜΑΤΩΝ Κ.Λ.Π. 33. ΛΑΝΤΖΕΣ (ΜΕΤΑΦΟΡΑ ΥΛΙΚΩΝ – ΠΛΗΡΩΜΑΤΩΝ – ΕΡΓΑΖΟΜΕΝΩΝ)

34. ΙΑΤΡΟΙ 35. ΦΑΡΜΑΚΕΙΑ 36. ΟΤΕ 37. ΛΟΓΙΣΤΕΣ 38. ΤΡΑΠΕΖΕΣ 39. ΤΟΥΡΙΣΜΟΣ


συνέντευξηΧρήστος Χούντας: Χρειάζεται στροφή 180 μοιρών από συνδικάτα, ΟΛΠ και πολιτείαSERVICE CENTER Co LTD

Ο κ. Χρήστος Χούντας

SSERVICE CENTER Co. LTD

cSAND BLASTING - TANK COATING - H.P. WATER JET UP 1200 BAR

DRYDOCKING - SHIPS CLEANING - PAINTING

Manousogiannaki 26 - Perama - GreeceTEL: +30 210 43 28 085 - FAX: +30 210 43 18 634 - MOB: +30 6936 96 66 651

Web: www.servicecenter.gr - E-mail: [email protected] - [email protected]


try and trust us

Τα Ποσειδώνια 2012 και η Ελληνική Ναυτιλία προβάλλουν την Ελλάδα σε ολόκληρο τον κόσμο Η παρουσία χιλιάδων συμμετεχόντων από περισσότερες από 80 χώρες, η επιλογή ενός υπερσύγχρονου εκθεσιακού κέντρου που προσφέρει στους εκθέτες άριστες εγκαταστάσεις και πολλές επιλογές για να προωθήσουν τα προϊόντα τους καθώς και η διοργάνωση για πρώτη φορά μιας σειράς από συνέδρια και σεμινάρια υψηλού επιπέδου επιβεβαιώνουν ότι τα Ποσειδώνια 2012θα αποτελέσουν φέτος την πιο σημαντική εκδήλωση στη διεθνή επιχειρηματική και ναυτιλιακή ατζέντα.Τα φετινά Ποσειδώνια αναμένεται να τονώσουν τη διεθνή εικόνα της Ελλάδας και να στείλουν ένα ξεκάθαρο μήνυμα στις αγορές ότι η Ελλάδα παρουσιάζει επιχειρηματικές ευκαιρίες και αναπτυξιακές δυνατότητες, όπως αποδεικνύεται από τα μοναδικά επιτεύγματα της ελληνικής ναυτιλίας στην παγκόσμια αγορά.Η παγκόσμια ναυτιλία αρχίζει να ξεπερνά σταδιακά τις δυσμενείς διεθνείς οικονομικές συνθήκες, όπως αντικατοπτρίζεται στα φετινά Ποσειδώνια, καθώς οι διοργανωτές της έκθεσης αναφέρουν ότι ο αριθμός των εταιρειών και διεθνών οργανισμών που θα λάβουν μέρος από τις 4 έως τις 8 Ιουνίου 2012 στο υπερσύγχρονο εκθεσιακό κέντρο Metropolitan Expo, έχει αυξηθεί. Η αύξηση αυτή οφείλεται κυρίως στη μεγαλύτερη συμμετοχή παραδοσιακών ναυτιλιακών κρατών, καθώς και στη δυναμικότερη συμμετοχή ναυπηγείων και κατασκευαστών ναυτιλιακού εξοπλισμού, οι οποίοι διεκδικούν μεγαλύτερο μερίδιο στις παραγγελίες νέων ναυπηγήσεων των Ελληνικών ναυτιλιακών εταιρειών, όπως επίσης και εταιρειών και οργανισμών που υποστηρίζουν τον ελληνόκτητο στόλο.Τα Ποσειδώνια 2012 δεν θα παρουσιάσουν μόνο νέες τεχνολογίες, προϊόντα και υπηρεσίες, αλλά θα εστιάσουν επίσης στα καίρια ζητήματα και στις πρόσφατες εξελίξεις που επηρεάζουν το παγκόσμιο εμπόριο και τις θαλάσσιες μεταφορές. Το πρόγραμμα συνεδρίων και σεμιναρίων, το οποίο εγκαινιάζεται φέτος και θα φιλοξενηθεί στον εκθεσιακό χώρο, πρόκειται να συμπεριλάβει σημαντικά θέματα που επηρεάζουν σήμερα τον κλάδο της ναυτιλίας. Φορείς λήψεως αποφάσεων από τον κλάδο του εμπορίου, της χρηματοδότησης, της ναυπηγικής βιομηχανίας, της περιβαλλοντικής πολιτικής και της τεχνολογίας, θα αναλύσουν και θα συζητήσουν στρατηγικά θέματα, επιχειρώντας να αξιολογήσουν τις μακροοικονομικές προοπτικές για την παγκόσμια οικονομία και τις επιπτώσεις της στο θαλάσσιο εμπόριο.Η συλλογική δύναμη των Ελλήνων εφοπλιστών, οι οποίοι πέρυσι επένδυσαν συνολικά

nafs mag. 58 posidonia 2012

8,5 δισεκατομμύρια δολάρια ΗΠΑ σε νέες ναυπηγήσεις, είναι για ακόμη μία φορά ο λόγος που η μεγαλύτερη εθνική συμμετοχή, η Κίνα, αποφάσισε να αυξήσει το μέγεθος της παρουσίας της στην έκθεση κατά 30% συνολικά. Σε 1.300 τ.μ. εκθεσιακού χώρου θα προβάλλει τη ναυπηγική βιομηχανία της σε μια προσπάθεια να προσελκύσει Έλληνες πλοιοκτήτες στα ναυπηγεία της. Επίσης, για πρώτη φορά εφέτος τα Ποσειδώνια θα φιλοξενήσουν νορβηγικό εθνικό περίπτερο που θα παρουσιάσει τις τεχνολογικές δυνατότητες της χώρας του ενώ εκθέτες με μακρά παράδοση στον κλάδο από την Ιαπωνία, την Κορέα, τη Σιγκαπούρη, τις ΗΠΑ, τη Δανία και την Ολλανδία θα αυξήσουν την συμμετοχή τους από 30 έως και 110%. « Τα φετινά Ποσειδώνια θα τονώσουν σημαντικά τη διεθνή εικόνα της Ελλάδος, σε μια στιγμή που έχει ιδιαίτερη σημασία η χώρα μας να στείλει θετικά μηνύματα σε όλο τον κόσμο. Θα αναδείξουν επίσης τη τεράστια σημασία της ελληνικής ναυτιλίας για την οικονομία της χώρας μας.Ανώτερα στελέχη της παγκόσμιας ναυτιλιακής, οικονομικής και εμπορικής κοινότητας θα βρεθούν στην Ελλάδα για να παραστούν στα Ποσειδώνια,

αναγνωρίζοντας την ηγετική θέση που κατέχει η ελληνική ναυτιλία παγκοσμίως. Παράλληλα, μεγάλα οφέλη θα έχει και η οικονομία της Αθήνας και του Πειραιά από την παρουσία χιλιάδων επισκεπτών που θα έρθουν στην χώρα μας για τα Ποσειδώνια, δίνοντας ώθηση στον εκθεσιακό τουρισμού υψηλού επιπέδου», δήλωσε ο κ. Θεμιστοκλής Βώκος, Πρόεδρος των Εκθέσεων Ποσειδώνια.«Εφέτος γυρίζουμε μια πολυαναμενόμενη σελίδα, καθώς η έκθεση Ποσειδώνια θα φιλοξενηθεί στο Metropolitan Expo, ένα υπερσύγχρονο εκθεσιακό κέντρο 45.000 τετραγωνικών μέτρων, το οποίο θα βελτιώσει ακόμη περισσότερο την εικόνα και την παγκόσμια απήχηση της έκθεσης ως το σημαντικότερο οικονομικό φόρουμ της παγκόσμιας ναυτιλίας και θα καταφέρει να αυξήσει σημαντικά τον αριθμό των εκθετών και των επισκεπτών που προσελκύει. Ένα σημαντικό χαρακτηριστικό των φετινών Ποσειδωνίων είναι το νέο πρόγραμμα συνεδρίων και σεμιναρίων, που θα εξετάσει τις προκλήσεις που αντιμετωπίζει ο ναυτιλιακός κλάδος», συνέχισε ο κος Βώκος.Ο κ. Γιάννης Λύρας, Πρόεδρος της Συντονιστικής

Επιτροπής των Ποσειδωνίων και τέως Πρόεδρος της Ένωσης Ελλήνων Εφοπλιστών, πρόσθεσε: «Καλωσορίζουμε όλους τους συμμετέχοντες στα Ποσειδώνια 2012.Η φετινή διοργάνωση πραγματοποιείται σε μια στιγμή που το πνεύμα επιχειρηματικότητας, οι ικανότητες και η διεθνής εμπειρία της Ελληνικής Ναυτιλιακής κοινότητας αποτελούν σημαντικά ανταγωνιστικά πλεονεκτήματα που η Ελλάδα και η Ευρωπαϊκή Ένωση οφείλουν να αξιοποιήσουν για την αντιμετώπιση των προκλήσεων που βρίσκονται μπροστά μας». Το πρόγραμμα συνεδρίων και σεμιναρίων της έκθεσης Ποσειδώνια 2012 περιλαμβάνει μέχρι στιγμής τις εξής επιβεβαιωμένες εκδηλώσεις:

Τρίτη, 5 Ιουνίου 2012- Tradewinds Shipowners Forum- Σεμινάριο Αμερικανικής Πρεσβείας: Λύσεις και τεχνολογία κατά της θαλάσσιας πειρατείας

Τετάρτη, 6 Ιουνίου 2012HELMEPA, επέτειος 30 χρόνων από την ίδρυση της: Διάσκεψη για την εξέλιξη της τεχνολογίας στον περιβαλλοντικό σχεδιασμό και τη λειτουργία των

πλοίων

Πέμπτη, 7 Ιουνίου 2012- Newsfront/Ναυτιλιακή & MARTECMA: Shipbuilding conference 2012: Building for the Future- Σεμινάριο NAMEPA: περιβαλλοντικά θέματα και συμμόρφωση στις Ηνωμένες Πολιτείες

Παρασκευή, 8 Ιουνίου 2012Πανεπιστήμιο Πειραιά, Τμήμα Ναυτιλιακών Σπουδών & Ευρωπαϊκό Ινστιτούτο Ναυτιλίας και Μεταφορών: Εφαρμογή «αιρετικών» μεθόδων στη ναυτιλιακή διοίκηση

Η εβδομάδα των Ποσειδωνίων 2012 θα ξεκινήσει την Παρασκευή 1 Ιουνίου με τον ιστιοπλοϊκό αγώνα Posidonia Cup, με χορηγό το Lloyd’s Register, ο οποίος σηματοδοτεί παραδοσιακά την έναρξη των Ποσειδωνίων. Το Τουρνουά ποδοσφαίρου Posidonia ShipSoccer Tournament θα διεξαχθεί δύο ημέρες αργότερα, την Κυριακή 3 Ιουνίου, ενώ η έκθεση θα είναι ανοιχτή για τους επισκέπτες από τις 4 έως τις 8 Ιουνίου.Τα Ποσειδώνια 2012 τελούν υπό την αιγίδα του Υπουργείου Ανάπτυξης, Ανταγωνιστικότητας και Ναυτιλίας, του Δήμου Πειραιώς, του Ναυτικού Επιμελητηρίου Ελλάδος, της Ένωσης Ελλήνων Εφοπλιστών, της Ελληνικής Επιτροπής Ναυτιλιακής Συνεργασίας, της Ένωσης Εφοπλιστών Ναυτιλίας Μικρών Αποστάσεων και του Συνδέσμου Επιχειρήσεων Επιβατηγού Ναυτιλίας.

nafs mag. 60 technical article

articleDESMI a.s: Tests Warn Ship-Owners About Possible Shortcomings of IMO-Approved Ballast Water Treatment Systems

TEST PREMISESDESMI Ocean Guard was the first to conduct bal-last water treatment tests with a UV based system in fresh water and during this process they met some unexpected challenges. Their findings offer new in-formation to the ship owners that will soon have to ensure that their vessels are in accordance with IMO regulations.

Ballast Water Treatment is a new topic in the marine world and not much experience has been gathered yet. That became very clear to DESMI Ocean Guard who chose to test their ballast water treatment sys-tem not only in saline but also in fresh water. IMO Resolution 174(58) only requires tests in two of three water types, viz.

Fresh water with salinity lower than 3 ‰, Brackish water with salinity between 3-32 ‰ High-salinity water with salinity above 32 ‰

So far only the last two types have been tested by other companies offering UV-based concepts.

DESMI Ocean Guard decided to test the system in fresh water and brackish water as these water qualities seemed to be more challenging. Additional requirements to silt (non-organic solids) in the test water are outlined in the IMO-Resolution, and this was taken into consideration knowing that ship own-ers have a natural concern about filters in their bal-last water systems. Also, testing the system in fresh water is very relevant since quite a few larger har-bours are fresh water harbours either the entire year round like Antwerp, or in some periods of the year like Hamburg and Bremerhaven. The same applies to several Asian harbours that are of strategic im-portance to A.P. Møller-Maersk. Therefore, a water treatment system that has been approved by IMO, but only tested in salt or brackish water, may unex-pectedly deliver unsatisfactory test results.

DESMI Ocean Guard A/S was established by A.P. Moller Maersk A/S, DESMI A/S and Skjølstrup & Grønborg ApS following a successful innovation project carried out by Maersk Maritime Technology, DESMI and Skjølstrup & Grønborg. It was decided to perform the required land-based tests at the ac-credited test institute in Hundested (Denmark) which is owned and operated by DHI (Danish Hydraulic In-stitute) whose expertise and assistance were greatly appreciated during the process

TEST PROCEDUREThe test water is treated in three stepsfiltrationUV radiationand ozone generated in-situ by the UV-system

The DESMI Ocean Guard system is very energy-efficient and compact. Maximum observed power consumption of the entire system is 11 kWh/100 m3. This makes it very attractive to ship owners who are very conscious about lack of space and power avail-ability onboard their vessels.

The first tests were carried out in brackish water and the results were compatible with IMO regulations right away. The fresh water tests, however, pre-sented an unexpected outcome. They showed that too many large organisms (over 50 microns) could get through the system. It made specialists wonder, because the filter mesh is 40 microns which was enough to effectively remove organisms larger than 50 microns in brackish water.

Since no similar tests have been done before, spe-cialists from DESMI Ocean Guard and DHI had to

find the answers themselves. It turned out that some fresh water species are much softer than the ones living in waters of higher salinity and could easier squeeze through the tight filters.

The IMO regulations are very strict when it comes to larger organisms. Three water samples are taken and the average amount of organisms over 50 mi-crons has to be less than 10 organisms per cubic metre. Whereas when it comes to smaller organ-isms, it should be less than 10 organisms per mil-lilitre.

DESMI Ocean Guard’s specialists realized that the filter, which in the beginning seemed to be the sim-plest and least important part of the system, had a huge impact on the success of the test results when it comes to the larger organisms. Right now DESMI Ocean Guard has a patent pending related to the novel way of using the filter. By using the unique DE-SMI Ocean Guard method, more than 90% of the tests for larger organisms showed 0 viable organ-isms.

Right now the system is going through the IMO ship-board test onboard the container vessel of Thurø Maersk. The first two out of three required tests have already been successfully completed. The salinity of the water tested aboard Thurø Maersk is high (34 ‰), meaning that the DESMI Ocean Guard Ballast Water Treatment System has right now been suc-cessfully tested in all three salinities. At present DE-SMI Ocean Guard awaits the required 6 months test interval to pass before the final test can be finalized by March 2012. The system will be type-approved shortly after this.

DESMI Ocean Guard A/S was estab-lished by A.P. Moller Maersk A/S, DESMI A/S and Skjølstrup & Grønborg ApS following a successful innovation project carried out by Maersk Maritime Technol-ogy, DESMI and Skjølstrup & Grønborg. It was decided to perform the required land-based tests at the accredited test institute in Hundested (Denmark) which is owned and operated by DHI (Danish Hydraulic Institute) whose expertise and assistance were greatly appreciated dur-ing the process.

article

PROVEN TECHNOLOGYwww.desmi.com

Tailormade Ballast Water Treatment Solutions

In DESMI Ocean Guard we combine our experi-ence from both operating marine equipment and our long history of supplying to the shipbuilding industry.

Our expertise is your insurance when selecting the right ballast water treatment system to fulfill your requirements.

Test us - contact us with your inquiry and let us show you what we are able to do.

Unique results in freshwater

Proven technology

No chemicals added

Proven efficiency in all water salinities - including freshwater

Cost-effective water treatment

Simple operation Simple installation

Minimum footprint

Developed and tested according to IMO rules with

performance exceeding requirements

Treatment during discharge prevents problems with regrowth and harmful bacteria growth in the ballast tanks

Ozone generated on-site by UV lamps is injected into the ballast water to ensure optimum treatment in any water

qualities

Local representative in Greece: Intra Mare Hellas 4, Skouze Str. 185 36 Piraeus Greece Phone: +30 210 429 3843 Fax: +30 210 429 3845 E-mail: [email protected]

Advert_February.indd 1 10-02-2012 14:25:56


news

“Η διεθνής δραστηριότητα των μελών της Ένωσή μας, μπορεί να δείξει τι μπορούν να πράξουν τα Ελληνικά τραπεζικά και χρηματοοικονομικά στελέχη σε όλους τους τομείς της Ελληνικής οικονομίας για να βοηθηθεί η χώρα να εξέλθει της κρίσης”

Γιώργος ΞηραδάκηςΓενικός Γραμματέας

Αισιοδοξία για το μέλλον από την Ένωση Τραπεζικών και Χρηματοοικονομικών Στελεχών Ελληνικής Ναυτιλίας

Τα μέλη της Ένωσης Τραπεζικών και Χρηματοοικονομικών Στελεχών Ελληνικής Ναυτιλίας συναντήθηκαν την Τετάρτη 25 Ιανουαρίου προκειμένου να κόψουν τη βασιλόπιτά τους στα γραφεία της XRTC. Παρά τις αντίξοες συνθήκες τόσο στον χρηματοπιστωτικό τομέα όσο και στις ναυτιλιακές αγορές, τα τραπεζικά και χρηματοοικονομικά στελέχη δε χάνουν την αισιοδοξία τους για το μέλλον της Ελληνικής Ναυτιλίας. Στην καθιερωμένη ομιλία του ο Πρόεδρος της Ένωσης κ. Αλέξανδρος Τουρκολιάς, επεσήμανε ότι « οι καιροί είναι δύσκολοι για τη διεθνή αλλά και την Ελληνική οικονομία και οι τράπεζες θα πρέπει να προσέξουν τον τρόπο διαχείρισης ενδεχόμενων προβληματικών καταστάσεων με αποφάσεις επίκαιρες, ουσιαστικές και αποτελεσματικές. Κύριος στόχος πρέπει να είναι η συνέχιση της στήριξης στην Ελληνική ναυτιλιακή βιομηχανία των ξένων τραπεζών και η γενικότερη αντοχή των τραπεζών στην κάμψη της ναυτιλιακής αγοράς. Οι ναυτιλιακές τράπεζες ανταπεξήλθαν με επιτυχία μέχρι τώρα στη διατήρηση των σχέσεών τους με την Ελληνόκτητη ναυτιλία και αυτό πρέπει να συνεχιστεί και στο μέλλον παρά το γεγονός ότι οι

οιωνοί δεν είναι καλοί για τους μήνες που έρχονται λόγω της σωρείας νέων παραλαβών αλλά και της κάμψης της ζήτησης θαλασσίων μεταφορών. Ο κ. Τουρκολιάς αναφερόμενος στην κατάσταση της Ελληνικής οικονομίας επεσήμανε ότι “η έλλειψη ανταγωνιστικότητας είναι το σοβαρότερο πρόβλημα της Ελληνικής Οικονομίας και η συστράτευση όλων στην αντιμετώπιση του είναι η προϋπόθεση για την επανεκκίνηση της Ελληνικής οικονομίας, κινητοποιώντας το παραγωγικό δυναμικό και τις πραγματικές ικανότητες του δημιουργικού Έλληνα. Το παράδειγμα της εξωστρεφούς επιτυχημένης δραστηριότητας της Ελληνικής ναυτιλίας με την παγκόσμια πρωτοκαθεδρία πρέπει να διαχυθεί στην Ελληνική κοινωνία”. “Η διεθνής δραστηριότητα των μελών της Ένωσή μας, μπορεί να δείξει τι μπορούν να πράξουν τα Ελληνικά τραπεζικά και χρηματοοικονομικά στελέχη σε όλους τους τομείς της Ελληνικής οικονομίας για να βοηθηθεί η χώρα να εξέλθει της κρίσης” επεσήμανε ο Γενικός Γραμματέας κ. Γιώργος Ξηραδάκης και ενημέρωσε τα μέλη για τις δραστηριότητες της Ένωσης για το Νέο Έτος 2012. Μεταξύ άλλων η Ένωση Τραπεζικών και Χρηματοοικονομικών

Στελεχών Ελληνικής Ναυτιλίας θα διοργανώσει την εκδήλωση για την Ημέρα Ναυτιλιακής Χρηματοδότησης με τη βράβευση ναυτιλιακής προσωπικότητας που στήριξε ενεργά την Ελληνική ναυτιλία, θα υποστηρίξει τα σημαντικά ναυτιλιακά συνέδρια της Capital Link και του Lloyd’s List 9th Greek Shipping & Ship Finance Conference. Για πρώτη φορά φέτος θα διοργανωθεί το “Δείπνο των Χρηματοδοτών Ναυτιλίας” (Shipping Finan-ciers’ Dinner”) με αμιγώς φιλανθρωπικό σκοπό παρουσία της Eλληνικής ναυτιλιακής κοινότητας. Επίσης στις αμέσως επόμενες εβδομάδες το ΔΣ θα προσπαθήσει να συναντηθεί με την νέα ηγεσία του Υπουργείου Ναυτιλίας, την Ένωση Ελλήνων Εφοπλιστών και τον Οργανισμό Λιμένος Πειραιώς. Η εκδήλωση περιελάμβανε όπως κάθε χρόνο τον καθιερωμένο αγιασμό από τον Πατέρα Δημήτριο και αμέσως μετά πραγματοποιήθηκε η κοπή της Βασιλόπιτας από τον Πρόεδρο παρουσία σύσσωμου του Διοικητικού Συμβουλίου. Στην εκδήλωση παρέστησαν πάνω από 120 μέλη της Ένωσης. Το Διοικητικό Συμβούλιο ευχήθηκε στα μέλη και τις οικογένειες τους υγεία, ευτυχία και καλές επιτυχίες για το 2012.

Τα αποτελέσματα της Κρουαζιέρας παρουσίασε ο ΟΛΠΤα αποτελέσματα για τον τομέα Κρουαζιέρας του Ο.Λ.Π. Α.Ε. κατά το 2011 και τις πολιτικές κρουαζιέρας του Οργανισμού για τα επόμενα έτη, παρουσίασε σε συνέντευξη τύπου ο Πρόεδρος και Διευθύνων Σύμβουλος του Ο.Λ.Π. Α.Ε. κ. Γιώργος Ανωμερίτης. Τα κρουαζιερόπλοια τα οποία κατά το 2011 προσέγγισαν τα λιμάνι του Πειραιά ανήλθαν σε 936, έναντι 823 του 2010, παρουσιάζοντας αύξηση 13,73%.Οι αφιξοαναχωρήσεις επιβατών κρουαζιέρας το 2011 ανήλθαν σε 2.515.191 έναντι 1.864.657 του 2010, παρουσιάζοντας αύξηση 650.534 επιβατών ήτοι 34,89%. Οι επι-αποβιβασθέντες επιβάτες στον Πειραιά (homeporting) ανήλθαν σε 454.387 (+6.63%) και transit σε 2.060.804 (+43,26%).Οι μεταβολές 10ετίας (2002 – 2011) ανήλθαν για τους επιβάτες home σε 198% και για τις διελεύσεις transit σε 339%. Το 2011 εκσυγχρονίστηκε ο Σταθμός Επιβατών Κρουαζιέρας Α’ (Αγίου Νικολάου), έκτασης πλέον 6.300 τ.μ.Τον Απρίλιο 2012 παραδίδεται ο νέος Σταθμός

Επιβατών Κρουαζιέρας Β’ (Θεμιστοκλέους), έκτασης 5.200 τ.μ. Τον Μάιο 2012 παραδίδεται ο νέος Σταθμός Επιβατών Κρουαζιέρας Γ’ (Μιαούλη), έκτασης 3.200 τ.μ στον χώρο της πενταγωνικής αποθήκης της «Παγόδας».Τίθενται σε λειτουργία νέες πύλες ελέγχου, ταινιόδρομοι αποσκευών, οχήματα μεταφοράς επιβατών και αποσκευών, θέσεις στάθμευσης οχημάτων, πούλμαν, ταξί κ.λ.π.Τον Μάιο 2012 παραδίδεται το νέο κρηπίδωμα «Μιαούλη» για δύο νέες θέσεις πρόσδεσης κρουαζιερόπλοιων, έκτασης πρόσθετων κρηπιδωμάτων 8.700 τ.μ.Το 2012 ξεκινάει το έργο της επέκτασης του νέου λιμένα πρόσδεσης κρουαζιερόπλοιων για 6 νέες θέσεις πλοίων νέας γενιάς. Ήδη ολοκληρώθηκαν όλες οι απαιτούμενες μελέτες και άδειες και το έργο θεωρείται πλήρως ώριμο.Ο Ο.Λ.Π. Α.Ε. αποφάσισε να διατηρήσει για τα έτη 2013, 2014, 2015 και 2016 (έτος ολοκλήρωσης υποδομών νέου λιμένα) τα τιμολόγια του σταθερά με

ετήσια αναπροσαρμογή μόνο κατά τον δείκτη τιμών καταναλωτή, χωρίς άλλες μεταβολές ή προσαυξήσεις. Καθιέρωση τιμολογίου μεγάλων πελατών Καθιέρωση ειδικών εκπτώσεων (5% - 30%)Θέσεις προαναγγελίας και προτεραιότητας στην προσέλευση και προσέγγιση.Καθιέρωση σταθερών θέσεων πρόσδεσης για μεγάλους πελάτες. Κοινό check-in στα τερματικά αεροδρόμιου-λιμένος.Από τα πιο πάνω συνάγονται τα ακόλουθα:α. Ο τομέας κρουαζιέρας καθίσταται πλέον μια από τις πιο σημαντικές δραστηριότητες του Ο.Λ.Π. Α.Ε.β. Με βάση τις θέσεις ελλιμενισμού (ΙΙ) ο Πειραιάς παραμένει το μεγαλύτερο λιμάνι κρουαζιέρας της Μεσογείου.γ. Το λιμάνι κρουαζιέρας του Ο.Λ.Π. Α.Ε. παραμένει τιμολογιακά κατά 30% φθηνότερο από όλα τα λιμάνια της Μεσογείου.δ. Οι χώροι εξυπηρέτησης επιβατών κρουαζιέρας (passenger terminal) αυξάνονται από 5.900 τ.μ. σε 11.200 τ.μ. εντός του 2012.

Από Αριστερά: Kώστας Οικονόμου (Μέλος- Τράπεζα Κύπρου), Γιώργος Ξηραδάκης (Γενικός Γραμματέας- XRTC Business Consultants), Νίκος Βουγιούκας (Αντιπρόεδρος Α’ - 3V), Αλέκος Τουρκολιάς (Πρόεδρος - Εθνική Τράπεζα της Ελλάδος), Κώστας Κουτσουμπέλης (Αντιπρόεδρος Β’ - Excell), Κατερίνα Φίτσιου (Ταμίας- XRTC), Άγγελος Παντελέων-Ρούπας - (Αν. Γ. Γραμματέας- Deutche SchiffsBank ).

National Insurance Brokers S.A. est. 1962

NationalInsurance

Brokers S.A

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: [email protected] www.nationalib.gr

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

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

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

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

service available.


newsInternaftiki offers BNWAS & ECDIS Systems solutions

Internaftiki covers latest IMO requirement and its customers’ needs and demand for the supply, in-stallation and/or commissioning of new BNWAS & ECDIS systems by Imtech Marine Germany. Imtech Marine Germany (former HDW-Hagenuk Schiffstechnik) is a specialist for electrics and elec-tronics in the markets of cargo, merchant, offshore vessels and mega yachts. Its unique selling point is the combination of excellent pre- and after sales services to ship owners with cost-effective produc-tion based on European / German designs. Cover-ing a wide range of products, the company provides whole ship solutions and equipment such as power and automation as well as navigation and commu-nication equipment. The company has established a global sales and service network for its products and servicesImtech Marine Germany supplies bridge navigation watch alarm system according to latest require-ments and regulations by SOLAS, MSC. 128 (75). The system has been designed to meet all market demands and is fully compatible and expandable to cover all types and sizes of vessels.

In addition, Imtech SeaGuide Electronic Chart Display Information System has been designed according to the latest ECDIS regulations and is based on the well known Hagenuk ECDIS2000.Internaftiki covers the Greek market with competitive highly regarded BNWAS & ECDIS products and is ready to support its customers before and after sales on world wide basis. Installations and/or commissioning of the above mentioned systems can be conducted by authorised service engineers in conjunction with other services. More information about both BNWAS & ECDIS can be found at internaftiki’s new developed website www.internaftiki.gr.Internaftiki SA was inaugurated in 1975 near the Port of Piraeus. The company specialises in the field of marine and industrial products, offering an entire range of service activities on ships and yacht machinery. All services are executed on a worldwide basis by highly qualified personnel who hold exceptional knowledge in this field.For more information, contact Mr. Spyros Drosopoulos on +30 210 4126997 or email [email protected]

Εντυπωσιακή άνοδος παρουσίασε ο ΣΕΜΠΟΕντυπωσιακή άνοδο εμφανίζουν τα μεγέθη διακίνησης εμπορευματοκιβωτίων στον Σταθμό Εμπορευματοκιβωτίων του Προβλήτα Ι του Ο.Λ.Π Α.Ε.Σύμφωνα με τα στατιστικά στοιχεία για το έτος 2011, τα οποία παρουσίασε η αρμόδια Διεύθυνση του Οργανισμού:Ο συνολικός όγκος πωλήσεων σε TEU’s ανήλθε σε 500.133 εμπορευματοκιβώτια. Όπως είναι γνωστό ο Σταθμός άρχισε να λειτουργεί τον Ιούνιο 2010, οπότε και όλα τα στοιχεία για τα έτη 2010 και 2011 μπορούν να είναι συγκρίσιμα μόνο για το διάστημα Ιουνίου-Δεκεμβρίου. Η αύξηση για το διάστημα αυτό ανήλθε το 2011 σε σχέση με το 2010 σε TEU’s στο +54,5%. Το transit φορτίο TEU’s για το ίδιο διάστημα ανήλθε σε +88,2%.Από 135.418 σε 254.336 TEU’s.Σε επίπεδο πωλήσεων εμπορευματοκιβωτίων η αύξηση ήταν +64,0% στο γενικό και 97,3% στο transit. Η παραγωγικότητα στο Σ.ΕΜΠΟ του Ο.Λ.Π. Α.Ε. κατά το 2011 αυξήθηκε κατά 34,6 % σε σχέση με το ίδιο διάστημα του 2010 (από 104,1 σε 140,4 κινήσεις). Ο χρόνος αναμονής για τα 265 πλοία τα οποία προσέγγισαν τον Προβλήτα Ι κατά το β’ εξάμηνο του 2011 μειώθηκε στη μία ώρα και επτά

λεπτά (1:07΄) έναντι τριών ωρών το 2010.Όπως δήλωσε ο Πρόεδρος και Διευθύνων Σύμβουλος του Ο.Λ.Π. Α.Ε. κ. Γιώργος Ανωμερίτης «Το λιμάνι του Πειραιά, παρά τη διεθνή οικονομική κρίση, ξαναβρίσκει τους παλιούς του ρυθμούς. Και στους δύο Προβλήτες Ι και ΙΙ, τους οποίους πλέον διαχειρίζεται ο Ο.Λ.Π. Α.Ε. και η ΣΕΠ Α.Ε., τα TEU’s το 2011 ανήλθαν σε 1.680.133 (500.133 σε

Ο.Λ.Π. και 1.180.000 TEU’s σε ΣΕΠ) το 2011 έναντι 878.083 του 2010 (194.083 Ο.Λ.Π και 684.000 ΣΕΠ), μεγέθη τα οποία σταθερά επαναφέρουν τα terminals των εμπορευματοκιβωτίων του Πειραιά σε διεθνή επίπεδα για την Μεσόγειο και την Ευρώπη. Τα μεγέθη αυτά επαναφέρουν τον Πειραιά στη χρονιά-ρεκόρ του 2003, με σημαντικές τάσεις ανόδου και για τους δύο παρόχους για το 2012».


newsKAMINCO CONFERENCE“Certified Accurate Marine Bunker Measurement Solution” & “Fuel Efficiency”

Kaminco held the first Marine Bunkering and Fuel Ef-ficiency conference titled “Certified Accurate Marine Bunker Measurement Solution” & “Fuel Efficiency” recently, at the Metropolitan Hotel in Athens, with great success. Representatives from major shipping companies, bunker suppliers, refineries and gas oil stations attended the conference and showed great interest in these very important issues presented by Kaminco.The most important characteristics of Kaminco’s bun-kering solution that were presented at the event are:it is the only certified solution for bunkering its accuracy reaches 0,5% by measuring mass and not only volume, meaning that external factors like temperature cannot affect it density identification aeration –cappuccino effect- is identifiedno maintenance / calibration neededinstallation, commissioning and verification by expe-rienced technical personnel and Verification Officers.Mr. Sotirios Kaminis, President and CEO of Kaminco, opened the event presenting Kaminco’s vision to al-ways offer innovative solutions and to be one step ahead. Kaminco’s 50 year legacy and experience, to-gether with their commitment to serve the Greek and Cypriot Shipping Companies 24/7, 365 days, has led

Kaminco in the top of their customers’ preference and satisfaction lists. One of Kaminco’s strongest beliefs is that the benefit of the Ship Owners is the benefit for all the marine industry. Mrs. Georgia Anifantis, Sales Manager of Kaminco, presented Kaminco’s profile and history, as well as Kaminco’s offices in Greece, Cyprus, USA and soon China. Kaminco’s mission is to be a solution finder and to support all customers with experienced per-sonnel and a Worldwide Technical Group. Together with Mr. Sotirios Kaminis, they introduced the bunker-ing solution, pointing out the above mentioned main characteristics, the fuel management solution and the transparency of all features. Mr. Jan Kik, Business Development Manager Marine Industry of Emerson Process Management, present-ed Micro Motion business overview and Coriolis prin-cipal advantages as well as the theory of the Direct Mass Flow and Density Measurement. His presenta-tion also included details of the Bunkering Manage-ment solution and the uncertainties during bunkering. Examples, photos and calculations proving the impor-tance of this solution not only to Shipping Companies but also to Barge Operators were also presented. Mr. Aart Pruysen’s, Approval Director Europe of Emerson Process Management, role was to inform

the audience about regulations and the certificates of the solution. In his speech he explained what Cus-tody Transfer is. He also presented the Scope and Responsibility of the MID (Measuring Instrument Di-rective) of the European Union. The integrity of the in-stallation which is in compliance with EC certificates, was presented in full detail, according to the NMI cer-tificate.

Mr. Iain Gordon, Business Development Manager, fol-lowed, presenting Marine Fuel Efficiency. The marine industry trends, the pressure to optimize fuel and the efforts affecting vessel’s performance were pointed out to the participants. Fuel System Optimization by Coriolis Mass Flow Measurement is the solution he presented together with features and benefits. He also stressed the importance of the unique patented consumption algorithm the Coriolis meters use as well as the MVD Technology introduced by Micro Motion. The critical role of the Viscosity transmitters in the provided solution, was also presented. All attendants interactively participated in the entire presentation showing great interest, asking questions and com-menting on each point. A lunch buffet was enjoyed by all, giving them the opportunity to discuss the above mentioned solutions with the industry experts.

Vafias group of companies named two more gas carriers in japan

On the 12th of january 2012 the Vafias group of companies named two more gas carriers in japan. The two purpose built high spec fuel efficient LPG/VCM carriers both were 7,500 cbm and both flew the Liberian flag and classed by bureau veritas. The first one which was delivered on the 18th of jan was named ‘GAS HUSKY’ by mrs gill fisher wife of oman shipping co CEO mr Nicholas fisher. The 2nd one which will be deliv-ered in may 2012 was named ‘GAS ESCO’ by mrs aimilia lagounaris.The GAS HUSKY starts a long charter to a middle eastern state company while the GAS ESCO is still unfixed. After these deliveries STEALTHGAS INC (listed GASS) still maintains its lead position as the larg-est owner by number of owned ships in the 3000-8000 cbm gas segment and still represents the cheapest investment opportunity for potential investors since its currently trading at a third of its currently appraised NAV!!! These two ships represent the final two of a series of 10 gas carriers that the Vafias group has ordered for a total cost of abt $250 million at this same yard! With these two ships the Vafias group fleet will grow to 62 ships comprising 38 gas carriers, 22 product and crude tankers and 2 capesize bulk carriers making it the 3rd largest group by number of ships in Greece. Moreover despite the huge group between 2008 and today with the deliveries of more than 26 nb’s at a cost of more than $1,5 billion the total debt of the group is below the usd 1 billion mark!PHOTOS: 1. Mr Harry Vafias 2. Mr. Harry Vafias with the President of the Japanese Shipyard Mr. Kanrei

Mr. Sotirios Kaminis The team Mrs. Georgia Anifantis


news

Metizoft`s role in addition to being the supplier of the database is the collection, categorization and review of the documentation.According to Marketing Director in Metizoft, Øyvind Sundgot, the platform has the fastest “shore to ship access,” and contribute in addition to being the fastest database that clients are having the highest quality assurance on all documentation. This may be specifications, contract documents, drawings, reports, analysis, manuals, certificates, etc.

‘Historically, slow and expensive internet access is now being replaced by a shared document database, which means that the vessels have local access and downloading opportunities.

- “You will save much time and money on” completion “, confirms Sundgot.

This cradle to grave documentation gives Polarcus outsourced electronic control on all docu-mentation. Security is handled after a thorough evaluation of various server providers, and selected provider is used by many banking institutions. Safety and updates are taken care of by Metizoft in close cooperation with the customer.

Metizoft have also delivered identical service for Polarcus six first vessels that came from Drydocks World Dubai, so the whole Polarcus fleet having are having “Completion”. Comple-tion is built according to the SFI structure, and is the ultimate tool for owner and crew.You have access anytime and anywhere and you can easily use the web browser, or a PDA. The database’s search engine makes it possible to quickly find the correct document.“Completion” is an open software technology, which avoids costly licensing agreements in-troduced by larger players. Sundgot adding that the platform is ready to be used for all new buildings.

- “We use Metizoft`s database tool for safe storage and control of drawings and documents for all our ships, says Svein Johnny Naley.Naley is VP Marine Projects, adding that the crew is very happy because the database is quick and easy to search using the SFI structure. - “When everything is added to the data-base, this is a great tool,” concludes Naley.

Metizoft is primarily known for its consistently green profile, and started to be the provider of the Green Passport / IHM to both new construction and sailing vessels. After the merger with Novomar in September, Metizoft now offer a more comprehensive serv-ice. In addition to Green Passport / IHM and “Completion”, Metizoft have developed a soft-ware for MED (Marine Equipment Directive) and certificate validation. Metizoft`s department in Tomrefjord are also providing maritime advisors. Department of Tomrefjord can offer a high degree of expertise in the form of engineers, inspectors, managers, etc. One of the best examples of this was when Polarcus Samur had a major refit at Salthammer Båtbyggeri after delivery from the shipyard in Dubai. These alterations may occur in the shortest possible time, and here was Metizoft the preferred partner to Polarcus.

- “The future is very exciting, and we can see that we are an interesting partner for the whole of the maritime cluster. Both design companies, ship owners, shipyards and suppliers are benefiting from our services, “concludes Sundgot.

Large-scale cooperation between Metizoft and Polarcus

Metizoft AS and Polarcus has a close cooperation. For Polarcus two new buildings at Ulstein Shipyard, Metizoft deliver “Comple-tion” to both of them. “Completion” is a document management platform and contains all the documentation for new buildings from the handover of the ship until scrapping of the vessel far in the future.

Metizoft AS join forces

with Novomar AS

Metizoft AS and Novomar AS join forces through merging. The new company with CEO Gry Cecilie Sydhagen, will continue under the name Metizoft AS with headquarter in Fo-snavåg. The departments in Tomrefjord and outside Norway will continue as usual. The merge will increase the number of employees and the activities world wide.

The merge will have a positive effect for everyone involved. The skills and competence will be strengthened and the merging cre-ates a uniqe position for the new company. The merging will also increase the varieties, depth and attractiveness in existing and new positions. Both companies has a portfolio of international known projects and by joining forces they now wish to increase the value for the customers.The new salesdivision has been strengthened by employing Øyvind Sundgot, former commercial director in Brude Safety AS. He already sees positive effects of the merging and pre-pares to recieve several big projects in the months to come. IMO Guidelines on ship recycling give advice to all stakeholders in the recycling process, including administrations of ship building and maritime equipment supplying countries, flag, port and re-cycling States, as well as intergovernmental organizations and commercial bodies such as shipowners, ship builders, repairers and recycling yards. The guidelines note that, in the process of recycling ships, virtually nothing goes to waste.


news

Novel 2000 TEU Container Feeder Vessel.

BANGKOK-MAX - Sets new standards!

At 18 knots the main engine with its shaft generator will deliver the entire propulsion power including the electrical power for the Azipod unit, the hotel load and the reefer containers. Additional auxiliary power is only necessary if higher speeds (up to 21 knots) are required or if an exceptionally large number of reefer containers are car-ried. The vessel features an ABB Onboard DC grid system that ensures engines will be run at their optimal load at any cruis-ing speed from 2 to 21 knots, enhancing fuel economy and providing the option of highly flexible transit speeds, including slow steaming, which is not the case for the majority of feeder vessels of today.

The Danish Naval Design and Marine Consultancy Knud E. Hansen A/S and joint venture partner ABB have developed a highly fuel efficient 2000 TEU Container Feeder Vessel. The vessel’s main dimen-sions have been optimised for calling in Bangkok, but the design features will deliver great benefits to operators and the environment on any route. The design delivers excellent fuel economy, reduced environmental impact, reduced need for water bal-last, slow-steaming potential and flexible transit speeds, loading flexibility as well as increased con-tainer capacity including higher than usual reefer capacity.Propulsion efficiency, manoeuvrability and redun-dancyPropulsion efficiency is significantly boosted by an electrically driven counter rotating ABB Azipod unit, which is fitted behind the directly driven main propel-ler. The power balance between the main propeller and the Azipod is approximately 65/35 %, and as the Azipod can be turned 360 degrees, the vessel will have state of the art manoeuvrability, which re-

duces or eliminates the need for tug boat assistance in port.Compared to a vessel with a conventional diesel-direct propulsion system the main engine has been considerably down-sized, and with a correspond-ingly smaller propeller diameter in combination with a low shaft line, ballast water to submerge the propellers in light loaded conditions is generally not necessary. At 18 knots the main engine with its shaft generator will deliver the entire propulsion power in-cluding the electrical power for the Azipod unit, the hotel load and the reefer containers. Additional aux-iliary power is only necessary if higher speeds (up to 21 knots) are required or if an exceptionally large number of reefer containers are carried.Three auxiliary engines with a total electrical power output of approximately 8000 kW are arranged in an auxiliary engine room, which is completely seg-regated from the main engine room. With the main engine stopped, the vessel is able to navigate with a speed of more than 13 knots on auxiliary power and the Azipod alone, which provides a very high degree of redundancy and more than sufficient “return to port” capability.Slow steaming potential and flexible transit speedThe vessel features an ABB Onboard DC grid sys-tem that ensures engines will be run at their optimal load at any cruising speed from 2 to 21 knots, en-hancing fuel economy and providing the option of highly flexible transit speeds, including slow steam-ing, which is not the case for the majority of feeder vessels of today.Vessel layoutThe vessel has an overall length of 172 m and a beam of 30 m. Deadweight at the Bangkok-max draught of 8.2 m is approximately 18,300 t, while it is approximately 28,400 t at the fully loaded draught of 10.5 m.The midship position of the narrow deckhouse pro-vides a significantly better vision from the bridge and

allows approximately 15 % more containers to be carried on deck than on conventional feeder vessels with the deckhouse located aft, while maintaining a crew comfort in bad weather, which is superior to designs with the deckhouse located forward.HFO tanks have been arranged in a simple, square block below the deckhouse in order to minimise the need for trim compensating ballast water and changes of trim during a voyage. Additionally, the tanks are segregated from the sides and the bottom in preparation for Clean Design Class notation.Space has also been prepared in the engine casing for scrubbers or a SCR system so that the vessel can be adapted for navigating in Emission Control Areas. The vessel is even prepared for zero-emis-sion port calls, because containers holding batteries can be stored on the aft deck and connected to the DC grid.Container capacityFive tiers of high-cube containers can be stacked in the holds and six on the hatches. In the gearless version the vessel will carry up to 1,448 TEU on deck and 668 TEU in the holds corresponding to a total high-cube capacity of 2,116 TEU.As designed, the reefer capacity below deck is 438 TEU (or 258 FEU), and with three tiers on the hatch-es and four on the aft deck the capacity on deck is 746 TEU (or 370 FEU), giving the vessel a total potential reefer capacity of 1184 TEU (or 628 FEU). But with 8000 kW of auxiliary power installed, ac-cess to the reefer units is practically the only limiting factor for the number of reefers that can be carried, so the capacity on deck may be further increased by higher lashing bridges aft and/or lashing bridges between the hatches. Energy efficiencyThe high container capacity in combination with the fine hull lines and very efficient propulsion system gives the vessel a fuel economy 15 – 25 % better per TEU than typical feeder vessels of similar size.

news newsnafs mag. 71shipping news

ALIBRA thoughts….. optimism & opportunity for years ahead

Anglo Italian, London based Alibra Shipping Ltd (ASL) recently hosted a reception in swanky Knightsbridge Central London to commemorate it’s 5th anniversary at The Royal Thames Yacht Club. The event was attended by close Owners, Oil Majors, Bankers, Lawyers, Shipyards, Traders and Operators. Despite the highly demanding trading environment, attendees were cheerful and enjoying the hospitality.Alibra specialises in broking freight in the dry bulk and tanker sectors, concentrating mainly on project business. Founder Giuseppe Rosano has been proactive in building bridges between the west and eastern clients, and in turn has been well rewarded with commendable results. The Alibra team consists of Shipowners, senior brokers and a master mariner. Giuseppe claims this diversity to be one of the company’s core strengths, which enables Alibra to better appreciate and fulfill client requirements. Alibra strongly believes in the shipping market and looks forward to immense opportunities and a better outlook for growth in 2012.

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1. Mr. Leo Polemis, REMI Maritime, Mr. Giuseppe Rosano, ALIBRA...2. Mr. Martin French, RETIREE SHELL, Mr. Kyriakos Zarvanos, GOLDEN ENERGY...3, Mr. Tim Horne, TEEKAY, Ms. Ioanna Dionissiou, ALIBRA

4. Mr. George Contopoulos, CM LEMOS, Mr. Paul Burges, AGELEF SHIPPING...5. In high spirits!!!...6. Capt. Paul Joseph, Ioanna Dio-nissiou, Uday Patel, Nicola Bonetti, Thomas Buckley, Giuseppe Rosano

7. Ms, Francesca Barbaro, PIETRO BARBARO TANKERS, Capt. Paul Joseph, ALIBRA...8. Mr. Nicola Bonetti, ALIBRA, Mr. Roberto Cor-vetta, Mr. Rodolfo Galbiati, Mr. Domenico Calzari, ENI UK...9, Mr. George Panayides, NS LEMOS

nafs mag. 72 Ναυποεπισκευαστική Ζώνη

άποψη

“Οι ελλείψεις υποδομών, τα πανάκριβα μεροκάματα, η υπερεξουσία του Συνδικάτου και άλλα...”

Θανάσης ΠυρινήςΠρόεδρος

Θανάσης Πυρινής: Η αλήθεια για το... μη ανταγωνιστικό ΠέραμαΕΝΩΣΗ ΝΑΥΠΗΓΟΕΠΙΣΚΕΥΑΣΤΩΝ ΠΕΙΡΑΙΑ

Παρά τα προβλήματα που αντιμετωπίζουν όλες οι παραγωγικές επιχειρήσεις στην Ελλάδα, λόγω της σημερινής πρωτοφανούς μεταπολεμικής κρίσης, η μοναδική βιομηχανία που θα μπορούσε άμεσα να ξεκινήσει να δουλεύει από αύριο το πρωί είναι η Ναυπηγοεπισκευαστική βιομηχανία. Είναι αδιανόητο για εμάς, η χώρα μας που έχει μία από τις πρώτες ναυτιλίες σε παγκόσμιο επίπεδο, να στερείται παντελώς έργου ναυπηγοεπισκευαστικών εργασιών, ενώ οι γειτονικές χώρες που δεν έχουν ούτε κατά προσέγγιση αντίστοιχη ναυτιλία, οι σχετικές τους επιχειρήσεις να έχουν συνεχές και πλήρες έργο. Από την μία πλευρά έχουμε τους Έλληνες πλοιοκτήτες, οι οποίοι έχουν την διάθεση να φέρουν ξανά τα πλοία τους στην Ελλάδα για επισκευές και από την άλλη έχουμε τις ελληνικές Ναυπηγόεπισκευαστικές επιχειρήσεις που μαζί με τους εργαζόμενους διαθέτουν τεχνογνωσία και εμπειρία ώστε να φέρουν εις πέρας κάθε εργασία

αποτελεσματικά, ποιοτικά και γρήγορα.

Με αφορμή πρόσφατο ρεπορτάζ της πρωινής

καθημερινής ενημερωτικής εκπομπής του

τηλεοπτικού σταθμού MEGA, το οποίο παρουσίαζε

τη δραματική κατάσταση στην οποία έχει περιέλθει

ο κλάδος της Ναυπηγοεπισκευής στη Ζώνη

Περάματος με την αναδουλειά και την ανεργία,

προκειμένου να ενημερωθεί η κοινή γνώμη μέσω

των Μέσων Μαζικής Ενημέρωσης και για τη δική

τους θέση (αν και δεν τους ζητήθηκε ποτέ και με

κανένα σχετικό «σφαιρικό» ρεπορτάζ), αλλά και

με αφορμή τις ανακοινώσεις πολλών φορέων

και Ενώσεων σχετικά με τη ναυπηγοεπισκευή, οι

Ναυπηγοεπισκευαστές του Πειραιά ως οι πλέον

αρμόδιοι και ενόψει των εξαγγελθεισών νέων

κινητοποιήσεων των εργαζομένων, με ανακοίνωση

του Προέδρου της Ένωσης Ναυπηγοεπισκευαστών

Πειραιά κ. Θανάση Πυρινή, τονίζουν τα εξής:

«Παρά τα προβλήματα που αντιμετωπίζουν όλες

οι παραγωγικές επιχειρήσεις στην Ελλάδα, λόγω

της σημερινής πρωτοφανούς μεταπολεμικής

κρίσης, η μοναδική βιομηχανία που θα μπορούσε

άμεσα να ξεκινήσει να δουλεύει από αύριο το πρωί

είναι η Ναυπηγοεπισκευαστική βιομηχανία. Είναι

αδιανόητο για εμάς, η χώρα μας που έχει μία από

τις πρώτες ναυτιλίες σε παγκόσμιο επίπεδο, να

στερείται παντελώς έργου ναυπηγοεπισκευαστικών

εργασιών, ενώ οι γειτονικές χώρες που δεν έχουν

ούτε κατά προσέγγιση αντίστοιχη ναυτιλία, οι

σχετικές τους επιχειρήσεις να έχουν συνεχές και

πλήρες έργο. Από την μία πλευρά έχουμε τους

Έλληνες πλοιοκτήτες, οι οποίοι έχουν την διάθεση

να φέρουν ξανά τα πλοία τους στην Ελλάδα για

επισκευές και από την άλλη έχουμε τις ελληνικές

Ναυπηγόεπισκευαστικές επιχειρήσεις που μαζί με

τους εργαζόμενους

διαθέτουν τεχνογνωσία και εμπειρία ώστε να φέρουν

εις πέρας κάθε εργασία αποτελεσματικά, ποιοτικά

και γρήγορα.

Ποιοι είναι λοιπόν οι λόγοι που παρά τα ανωτέρω

η Ναυπηγοεπισκευαστική βιομηχανία μαραζώνει; Ας

πάρουμε τα πράγματα από την αρχή.

Κόστος των παρεχομένων υπηρεσιών.Σήμερα είμαστε εξαιρετικά ακριβοί στις υπηρεσίες

που παρέχουμε, αν και ιδιαίτερα ποιοτικοί. Δεν

μπορούμε να δουλεύουμε από 4 ή 5 € ανά κιλό την

λαμαρίνα, όταν δίπλα μας άλλες χώρες δουλεύουν,

μόλις με 2 δολάρια ανά κιλό.

Πώς φτάσαμε ως εδώ;

Στην περίοδο της ευημερίας (μέχρι τα τέλη του

2008), υπήρχε υπογεγραμμένη σύμβαση μεταξύ

εργοδοτών και εργαζομένων με κόστος 30 € την

ώρα, 7ωρη απασχόληση, πενθήμερη εργασία,

με 6 ημέρες αποδοχές στο μεροκάματο και τις

ασφαλιστικές εισφορές.

Με αυτό το μικτό ημερομίσθιο, οι τελικές αποδοχές

του εργαζομένου συμπεριλαμβα-

νομένου του επιδόματος αδείας και το δώρο

Χριστουγέννων η το δώρο Πάσχα, ανέρχεται

στο πόσο των 120 ευρώ καθαρά πληρωτέα ανά

ημέρα, ανά 7 ώρες εργασίας. Το δε κόστος για τις

ασφαλιστικές εισφορές, ανέρχεται περίπου στα 65-

70 ευρώ ανά ημέρα.

Παρά τις συνεχείς παρεμβάσεις μας στο Υπουργείο

Εργασίας για μείωση των ασφαλιστικών εισφορών,

έως και σήμερα κανείς υπεύθυνος δεν μπόρεσε να

ανταποκριθεί σε αυτό το αίτημά μας.

Ίσως είμαστε ο μοναδικός κλάδος στην επικράτεια

με αυτό το δυσβάστακτο κόστος ασφαλιστικών

εισφορών. Το ερώτημα που τίθεται είναι, “πόσο

ανταγωνιστικοί μπορούμε να είμαστε έχοντας τα

παραπάνω κόστη ανά εργατοώρα”;

Ωράριο Εργασίας.Για εμάς τους εργοδότες, Ναυπηγοεπισκευαστική

Ζώνη νοείται ο χώρος του Περάματος, της

Δραπετσώνας, του νέου μόλου της ΔΕΗ, η

Κυνόσουρα, και τα ναυπηγεία Ελευσίνας και

Σκαραμαγκά (όταν αυτά λειτουργούσαν).

Επίσης, για εμάς το εργοστάσιό μας, η φάμπρικά

μας είναι το πλοίο και όχι τα γραφεία της εταιρείας ή

το μαγαζί, στο οποίο ενδεχομένως γίνονται κάποιες

μικρές κατασκευές.

Επομένως το ωράριο εργασίας είναι το ωράριο επί

του πλοίου και αυτό πρέπει / έπρεπε να εφαρμόζεται.

Δυστυχώς, έχει καθιερωθεί, οι εργαζόμενοι όταν

εργάζονται στο Πέραμα ή τη Δραπετσώνα να

αποχωρούν από το πλοίο 20 λεπτά πριν το πέρας

του 7ώρου.

Όταν εργάζονται στην Κυνοσούρα αποχωρούν 30

λεπτά πριν το πέρας του 7ώρου.

Για τα δε ναυπηγεία Σκαραμαγκά και Ελευσίνας,

αποχωρούν 1 ώρα πριν του πέρας του 7ώρου. Και

όλα αυτά πληρωτέα μέσα στο 7ωρο!

Σε περίπτωση υπερωριακής απασχόλησης είτε κατά

τη διάρκεια της εβδομάδος, είτε το Σαββατοκύριακο,

έχουμε ένα κόστος 30 € ανά ώρα.

Για να γίνει αντιληπτό, σε περίπτωση εργασίας το

άποψη

Σαββατοκύριακο, με έναρξη εργασιών 07.00 π.μ. και

λήξη στις 13.00 μ.μ ή 16.00 μ.μ , το κόστος αυτής

της 6ωρης ή 9ωρης υπερωριακής απασχόλησης

είναι 180 € ή 270 € αντίστοιχα, καθαρά για τον

εργαζόμενο.

Για το έτος 2010 οι ενώσεις στον χώρο της

Ναυπηγοεπισκευής, δεν υπέγραψαν καμία

σύμβαση. Οι εργαζόμενοι κλείνοντας τις πύλες

εισόδου στους χώρους των επισκευών επέβαλαν

την υπογραφή διμερών συμβάσεων με αύξηση 5%

(ήτοι 100,8 € μικτά/ ανά 7 ώρες εργασίας), πάντα με

την τακτική “ή υπογράφετε ή δεν δουλεύετε”.

Συνυποσχετικές

Παλαιότερα στον καιρό της ευημερίας είχαν

συναφθεί δύο συμφωνίες κυρίων μεταξύ των

εργοδοτών και των εργαζομένων( Συνδικάτο), οι

λεγόμενες συνυποσχετικές.

Η πρώτη ήταν, οι επιχειρήσεις να προσλαμβάνουν

άτομα που ήταν κοντά στη σύνταξη ώστε να

μπορέσουν και αυτοί οι εργαζόμενοι να πάρουν

σύνταξη, μιας και λόγω της ηλικίας και των δυσκολιών

της εργασίας επί του πλοίου, ενδεχομένως να μην

τους προσλάμβαναν οι επιχειρήσεις.

Η συμφωνία αυτή με την πάροδο των ετών

καταστρατηγήθηκε από το συνδικάτο, και

επιβάλει στις επιχειρήσεις, εδώ και χρόνια να

προσλαμβάνουν το 30% των εργαζομένων, με

εργαζόμενους της επιλογής του. Διευκρινίζεται δε,

ότι όλοι οι εργαζόμενοι επί του πλοίου είναι μέλη του

ιδίου συνδικάτου.

Η δεύτερη συμφωνία κυρίων, μεταξύ των εργοδοτών

και του συνδικάτου ήταν να μην εργάζονται επί του

πλοίου πάνω από 10 ώρες ημερησίως( 7 ώρες

κανονικό ημερομίσθιο και 3 ώρες υπερωρία όταν και

εφόσον ήταν απαραίτητη), στα πλαίσια α) μείωση

της ανεργίας και β) ο εργαζόμενος δεν μπορεί να

αποδώσει με πάνω από 10 ώρες εργασίας.

Η συμφωνία αυτή «παραφράσθηκε» από το

συνδικάτο και επιβλήθηκε προς τις επιχειρήσεις

κατά τρόπο ώστε ακόμη και για μια ώρα πρόσθετης

εργασίας πέραν των ανωτέρω 10 ωρών, να ζητείται

η έγγραφη συγκατάθεση από το συνδικάτο, ώστε να

επιτραπεί η περαιτέρω εργασία, αδιαφορώντας εάν

το πλοίο καθυστερήσει τον απόπλου ή όχι.

Όλα τα ανωτέρω πάντα φυσικά, με την απειλή “ ή τα

δεχόσαστε ή δεν δουλεύετε”.

ΑπεργίεςΣαν να μην έφταναν όλα τα παραπάνω, όλα αυτά

τα χρόνια οι συνεχείς απεργίες των εργαζομένων,

πολλές φορές χωρίς σημαντική αιτία, δημιούργησαν

μια άσχημη εικόνα για την ναυπηγοεπισκεύη

στην χώρα μας, διότι καμία επιχείρηση δεν

μπορούσε να δεσμευθεί για τον χρόνο παράδοσης

του έργου. Έτσι, με την πάροδο του χρόνου

και με τις συνεχείς απεργιακές κινητοποιήσεις,

δημιουργήθηκε μια έλλειψη εμπιστοσύνης προς

τη Ναυπηγοεπισκευαστική ζώνη, μιας και όλοι

γνωρίζουμε ότι οποιαδήποτε καθυστέρηση του

πλοίου όχι μόνο επιβαρύνει το κόστος ης επισκευής

αλλά και ανατρέπει κάθε συμβατική υποχρέωση ή

προγραμματισμό του πλοίου προς τρίτους (ναύλο).

Επισημαίνεται δε, ότι πολλές φορές, σε

διαπληκτισμούς επιχειρήσεων και εργαζόμενων

επί του πλοίου., αρχιμηχανικοί πάνω στα

επισκευαζόμενα πλοία ακόμη και οι ίδιοι οι

πλοιοκτήτες των πλοίων αναγκάζονταν να μένουν

απλοί παρατηρητές παρόντος του συνδικάτου.

ΥποδομέςΠαρά τις συνεχείς συναντήσεις με τη διοίκηση του

ΟΛΠ και των συναρμοδίων υπουργείων καμία

από τις υποσχέσεις που λαμβάναμε κατά καιρούς

σχετικά με τον εκσυγχρονισμό των υποδομών,

εντούτοις ποτέ δεν εκπληρώθηκαν.

Ειδικότερα:

5.1 ΝΑΥΣΟΛΠ. Μια εταιρεία που θα λειτουργούσε με

γνώμονα να αναλάβει των χώρο της ζώνης υπό τη...

σκέπη της, ποτέ δεν λειτούργησε.

5.2 Ο ίδιος ο Οργανισμός Λιμένος Πειραιώς δεν

μπορεί να προστατέψει τις υποδομές του.

Δένουν πλοία για επισκευή και δεν μπορούν

να ηλεκτροδοτηθούν διότι έχουν κλαπεί τα

καλώδια παροχής ρεύματος, μόλις 50 μέτρα

από το λιμεναρχείο από οργανωμένες ομάδες,

οι οποίες φυσικά δεν έχουν καμία σχέση με τους

εργαζόμενους.

5.3 Γερανοί του ΟΛΠ. Στους χώρους των επισκευών

οι γερανοί δεν λειτούργησαν ποτέ για λόγους που

μόνο ο ΟΛΠ γνωρίζει.

Έτσι αναγκαστικά σε μια επισκευή χρησιμοποιούνται

ιδιωτικές εταιρείες γερανών ανεβάζοντας το κόστος

της επισκευής προς τον πελάτη.

5.4 Το κοστολόγιο χρήσης των δεξαμενών του ΟΛΠ

είναι απίστευτα ακριβό.

Παρά τις συνεχείς επισημάνσεις μας για τη μείωσή

του, ποτέ δεν εισακουστήκαμε.

5.5 Ναυπηγεία.

Τα ναυπηγεία Σκαραμαγκά με αυτή την ιδιότυπη

συμφωνία με το κράτος δεν μπορούν να

λειτουργήσουν το εμπορικό τμήμα πάνω από ένα

χρόνο.

Τα ναυπηγεία Ελευσίνας τελούν υπό πτώχευση.

Τίθεται έτσι ένα απλό ερώτημα “και να έρθει ένα

πλοίο για επισκευή στο Πέραμα, πού θα κάνει τον

δεξαμενισμό του”;

Επισκευή χωρίς δεξαμενισμό συμβαίνει ελάχιστες

nafs mag. 73

έως μηδενικές φορές.

Γιατί λοιπόν ο πλοιοκτήτης να προτιμήσει τον

Πειραιά, ακόμη και αν γίνουμε ανταγωνιστικοί; Πού

θα κάνει τον δεξαμενισμό του πλοίου του;

Σαφέστατα και η πολιτεία ποτέ δεν έχει ενσκήψει στα

προβλήματα της ζώνης.

Γι’ αυτό όχι μόνο δεν έχουν γίνει νέες υποδομές αλλά

και οι ήδη υπάρχούσες τελούν υπό διάλυση.

Εκσυγχρονισμός των επιχειρήσεωνΌλα αυτά τα χρόνια που έχει δοθεί πακτωλός

χρημάτων σε όλη την επικράτεια για τον

εκσυγχρονισμό των επιχειρήσεων, οι επιχειρήσεις

της ναυπηγοεπισκεύης εξαιρούνται, σύμφωνα με

την 7η οδηγία της Ευρωπαϊκής Ένωσης.

Αντιλαμβάνεστε λοιπόν, όλα αυτά τα χρόνια οι

επιχειρήσεις εκσυγχρονίστηκαν είτε με ιδία κεφάλαια

είτε με τραπεζικό δανεισμό, για να μπορέσουν

να δημιουργήσουν επιχειρήσεις με σύγχρονο

εξοπλισμό, που δεν έχουν να ζηλέψουν τίποτα με

αντίστοιχες του ιδίου κλάδου, άλλων χωρών.

Λαμβάνοντας υπόψη τα παραπάνω, πολύ εύκολα

μπορεί κανείς να βγάλει το συμπέρασμα γιατί δεν

έρχεται κανένα πλοίο για επισκευή στο Πέραμα.

Τα αποτελέσματα της συρρίκνωσης, εμείς τα ζούμε

καθημερινά και κατ’ επέκταση όλη η ευρύτερη

περιοχή του Πειραιά.

Οι Επιχειρήσεις μας κλείνουν ή βρίσκονται στα

πρόθυρα του οριστικού λουκέτου.

5000 εργαζόμενοι στον χώρο της επισκευής, είναι

άνεργοι εδώ και μήνες, ίσως και πάνω από ένα

χρόνο.

50.000 δημότες της ευρύτερης περιοχής, έχουν

επηρεαστεί οικονομικά από την αναδουλειά της

Ναυπηγοεπισκευαστικής ζώνης.

Λύσεις υπάρχουν για να δουλέψει ξανά η

Ναυπηγοεπισκευαστική ζώνη, να ανασάνουν οι

επιχειρήσεις, να έχουν δουλειά με αξιοπρεπές

μεροκάματο οι εργαζόμενοι.

Πρέπει να κοιτάξουμε τα λάθη μας κατάματα κι

από όλες τις εμπλεκόμενες πλευρές να γίνουν

υποχωρήσεις και δραστικές κινήσεις για να

ξαναδουλέψει η Ζώνη και να συνεισφέρει, όπως

το έκανε και παλιότερα στην ελληνική Οικονομία

δίνοντας ψωμί τόσο στις επιχειρήσεις όσο και τους

εργαζόμενους!», καταλήγει στην ανακοίνωσή του

ο Πρόεδρος της Ένωσης Ναυπηγοεπισκευαστών

Πειραιά κ. Θανάσης Πυρινής.

McDermott International, Inc. (NYSE:MDR) (“Mc-

Dermott”) announced today that its Australian sub-

sidiary has received and signed a letter of award

for the Ichthys Gas-condensate Field Development

subsea umbilical, riser, flowline (“SURF”) project by

INPEX. The contract value is in the order of magni-

tude of US$2 billion and is the largest subsea con-

tract McDermott has been awarded to date. READ MORE: http://www.nafsgreen.gr/magazine/subsea/

projects/2185-mcdermott-awarded-inpex-ichthys-

subsea-contract

PPG Industries (NYSE:PPG) has introduced

SUNGATE(R) 600 glass, a passive, low-emissivity

glass that is designed to help homes retain furnace

and solar heat, especially in cold, northern climates.

Sungate 600 glass features a pyrolitic coating devel-

oped specifically for application on the exposed room-

side (No. 4) surface of an insulating glass unit (IGU).

The coating is durable because it is chemically bonded

to the glass while it is still molten, and its star-crystalline structure gives Sungate 600 glass a smooth surface

that cleans more easily than most other pyrolitic coated glasses.

READ MORE: http://www.nafsgreen.gr/magazine/green-planet/environment/2173-ppg-introduces-sungate-

600-glass-for-heating-dominated-climates

With the blowing of a steam whistle, the Enecogen

plant is today officially put into operation by the CEO’s

of DONG Energy and Eneco. The total investment of

the plant amounts to 652 million euros.

The Enecogen power plant adds to The Netherlands

power production with a production capacity corre-

sponding to the electricity consumption of 1.4 million

households. With an efficiency of 59.5% the power

plant is the most efficient power plant in The Netherlands. The highly efficient turbines together with the De-

NOx installation capturing nitrogen oxides makes Enecogen a clean competitor compared to other gas-fired

and especially coal-fired plants..

READ MORE: http://www.nafsgreen.gr/magazine/subsea/energy/2170-enecogen-cleanest-gas-plant-in-the-

netherlands-now-officially-operational

Feed Management Systems introduces Brill® Formulation Version 2.4

Moving to further streamline and automate the feed

formulation process, Feed Management Systems,

Inc. (FMS) today announced the global introduction

of Brill® Formulation Version 2.4, which will be avail-

able worldwide early this year. The company made

the announcement here today at the International

Poultry Exhibition/International Feed Expo. The en-

hancements incorporated into Brill® Formulation 2.4

will enable users to make faster, smarter decisions

by providing insight to vital formulation information,

enhancing productivity and offering a more intui-

tive user experience. Brill® Formulation is a Feed

Management Systems brand. With a track record

spanning more than 25 years, Brill® Formulation is

the market leader in formulation solutions for the ani-

mal feed industry. The new enhancements built into

Brill® Formulation Version 2.4 will help simplify de-

cision making for feed formulators and nutritionists.

READ MORE: http://www.nafsgreen.gr/magazine/

subsea/projects/2165-record-interest-in-barents-

sea-in-22nd-licensing-round

Enecogen, cleanest gas plant in the Netherlands, now officially operational

PPG introduces SUNGATE 600 glass for heating-dominated climates

BP Forecasts Energy Demand

Global energy demand will continue to grow over the

next twenty years, albeit at a slowing annual rate,

fuelled by economic and population growth in non-

OECD countries lobal energy demand is likely to

grow by 39 per cent by 2030 or 1.6 per cent annually,

almost entirely in non-OECD countries.


subsea/energy/2188-bpenergy

McDermott Award-ed INPEX Contract

Mulder Shipyard has received two new orders from

clients in the United Kingdom and the Netherlands,

marking a great start to 2012 for the Dutch yard. This

is shaping up to be a memorable year in general,

with the scheduled delivery of several yachts and the

opening of a brand-new second facility, construction

of which is currently in full swing.


sea-world/shipyards/2183-two-new-orders-for-

mulder-shipyard

Two new orders for Mulder Shipyard


Technip Oceania (TPO), a Technip Group operating

centre in Perth, Australia, has been awarded a con-

tract, worth approximately AUD110 million (€90 mil-

lion), by Daewoo Shipbuilding and Marine Engineering

(DSME) for the detailed design of Chevron’s Wheat-

stone offshore gas processing platform, located 200

kilometers off Western Australia’s coast.

The upstream (offshore) portion of the project is com-

prised of the development of gas fields in the WA-17-R and WA-253-P petroleum titles located on the North-

west Shelf offshore Western Australia at water depths of 70 to 200 meters.

READ MORE: http://www.nafsgreen.gr/magazine/subsea/offshore/2181-technip-awarded-detailed-design-

contract-for-the-wheatstone-gas-processing-platform-in-australia

Two new Mistral-class ships will feature navy-standard

MacGregor RoRo equipment from Cargotec

Furthering Cargotec’s reputation for specialist RoRo

expertise, the company has secured a contract to sup-

ply and install MacGregor RoRo equipment for two

Mistral-class naval ships. The order is booked during

the fourth quarter of 2011.

Cargotec signed the contract with STX France, which

will undertake the construction of the ships at its Saint-

Nazaire shipyard under a subcontract with fellow French yard, DCNS. The 199m multi-role vessels were

co-designed by DCNS and STX.

READ MORE: http://www.nafsgreen.gr/magazine/sea-world/shipping/2174-cargotec-secures-macgregor-

roro-equipment-orders-for-two-mistral-class-ships

Kleven Maritime: Building PSV for J.J.Ugland

Kleven Maritime has signed a contract with offshore

ship owning company Ugland Offshore on the deliv-

ery of an advanced platform supply vessel. The ves-

sel is to be delivered from Myklebust Yard in June

2012. “This is a very welcome signing, especially for

our employees at Myklebust Yard,” says Ståle Ras-

mussen, CEO of Kleven Maritime. “This contract will

ensure continuity for our workforce.”

The contract is based on a hull already under con-

struction in Poland. Together with other investors,

J.J.Ugland (JJUC) now has returned to the offshore

business through the establishing of Ugland Off-

shore.

Ugland also owns bulk handling vessels, shuttle

tankers, barges, operates tugs and is involved in

other maritime business. Kleven Maritime has an or-

der book comprising 11 vessels with a total value of

more than 4 billion NOK.


sea-world/shipping/2168-fairstar-to-expect-50000-

dwt-vessel-forte-on-may-23-2012

Cargotec secures MacGregor RoRo equip-ment orders for two Mistral-class ships

Technip awarded contract for the Wheatstone gas processing platform

Damen Shipyards receives three orders for five pontoons In December 2011, Damen Pontoons & Barges

signed three contracts for a total of five purpose-

built Damen Stan Pontoons (SPo): two Damen Stan

Pontoons 6511 for Mammoet Maritime (The Nether-

lands), two Stan Pontoons 8916 ICE for Silverburn

Shipping (I.O.M.) Ltd (UK) and one SPo 4113 for

Rhumb Maritime (Australia). Delivery of the pon-

toons will take place between March and September

2012.


sea-world/shipyards/2184-damen-shipyards-re-

ceives-three-orders-for-five-pontoons-

Maersk Line Leads Fuel Switch at the Port of Virginia ABB and Thomas & Betts announce agreement pur-

suant to which ABB will acquire Thomas & Betts for

$72 per share in cash

ABB gains access to Thomas & Betts network of

more than 6,000 distributor locations and wholesal-

ers in North America

Transaction doubles ABB’s addressable low-voltage

products market to approximately $24 billion in North

America and enables distribution of Thomas & Betts

products through ABB’s extensive global network

Furthers ABB’s 2015 strategy to expand its geo-

graphic and product scope in one of its most profit-

able businesses. Approximately $200 million in ex-

pected annual synergies by 2016.


green-planet/technology/2186-abb-to-acquire-

thomas-a-betts

ABB to acquire Thomas & Betts

Maersk Line will switch to low-sulfur fuel while at

berth for all of its containerships calling the Port of

Virginia starting in February.

This fuel switch program will help improve air quality

in the greater Hampton Roads area by significantly

reducing emissions of sulfur and nitrogen oxides and

particulate matter. READ MORE:http://www.nafs-

green.gr/magazine/green-planet/environment/2189-

maersk-line-leads-fuel-switch-at-the-port-of-virginia

nafs mag. 75

Aker Solutions has been awarded a contract by Sta-

toil to deliver replacement and upgrading of the drill-

ing equipment and systems on the Snorre A platform

in the North Sea. Estimated contract value is NOK 1

billion. The main object of the project is to extend the

technical lifetime up to 2040 and improve HSE fac-

tors while keeping the capacity and operational avail-

ability “as-is”. READ MORE: http://www.nafsgreen.

gr/magazine/subsea/offshore/2322-aker-solutions-

wins-snorre-a-drilling-facilities-contract

Doosan produces 2,365 low-speed engines in 27

years and 3 months; keeps world no. 2 position in ves-

sel engine production

Doosan Engine (CEO Kim Dong Chul) announced on

January 30 that it has achieved a combined produc-

tion figure of 80 million horsepower of large, low-speed

engines in the shortest period of time in the industry.

Doosan Engine successfully conducted test operation

of a 98,000 HP-class engine, which will be installed in a 10,700 TEU-class container vessel, at its plant in

Changwon, South Gyeongsang Province.

READ MORE: http://www.nafsgreen.gr/magazine/green-planet/technology/2210-doosan-engine-achieves-

production-of-80-million-hp-of-large-low-speed-engines

ABB, the leading power and automation technology

group, has won orders worth more than $250 million

from the Saudi Electricity Company (SEC), Saudi

Arabia’s national power transmission and distribution

operator, to construct new substations and reinforce

existing ones, to help address the growing demand for

electricity. The orders were booked in the fourth quarter

of 2011. One of the new gas-insulated switchgear (GIS)

substations will be located south-west of Al-Hassa in the eastern region. It will facilitate the transmission of an

additional 2,000 megawatt (MW) of electricity from a new gas-fired power plant being built by an independent

power producer adjacent to SEC’s existing Qurayyah power station..

READ MORE: http://www.nafsgreen.gr/magazine/subsea/energy/2202-abb-wins-250-million-power-orders-

in-saudi-arabia

Hydrex: Underwater stern tube seal replacement in Turkey and Greece

When a 204-meter cruise vessel suffered an oil leak

in its stern tube seal assembly, Hydrex was asked to

carry out a permanent seal replacement. The repair

was carried out with the Hydrex flexible mobdock

technique and performed in stages to allow the ship

to keep the tight schedule of the cruise it was on.

A small Hydrex diver/technician team met up with the

ship in Kusadasi, Turkey and removed the starboard

side rope guard. This was done to shorten the time

required for the actual replacement of the stern tube

seals. It was essential in fitting the operation within

the short stop the vessel made in the next harbour on

its trip. The team was then completed with additional

diver/technicians and sailed to Greece on board the

cruise ship. The team then installed the Hydrex flex-

ible mobdock around the stern tube seal assembly.


subsea/projects/2209-hydrex-underwater-stern-

tube-seal-replacement-in-kusadasi-and-istanbul-

and-piraeus

ABB wins $250 million power orders in Saudi Arabia

Doosan Engine Achieves Production of 80 m. HP of Large, Low Speed Engines

AVEVA boosts nuclear focus

AVEVA (LSE:AVV), announced today it has opened

a new office in Charlotte, North Carolina to support

the growing global nuclear energy market.

The office, based on the prestigious Ballantyne Cor-

porate Business Park, will focus on sales and sup-

port for clients engaged in engineering, design-build,

handover/commissioning and on-going operations

for the nuclear industry.


subsea/energy/2321-a-boosts-focus-on-nuclear-

with-new-office-in-charlotte-nc

AKER wins drilling facilities

The outcome of a UK-hosted conference on Somalia

has been welcomed by IMO Secretary-General Koji

Sekimizu. The conference, held at Lancaster House,

London on 23 February, saw a wide-ranging exami-

nation of the many problems currently afflicting So-

malia, including piracy.


people/piracy/2324-london-somalia-conference-wel-

comed-by-imo-chief

London Somalia coference


Pallas Group has through its subsidiary, Ocean Rederi

AB, extended the Timecharter contract with Erik Thun

AB for the vessel M/V Pallas Ocean for another 12

months. The 12 month period began on 1 February.

“We are now entering the 5th year as owner of M/V

Pallas Ocean and in a bad market because of over-

capacity of ships.

READ MORE: http://www.nafsgreen.gr/magazine/sea-

world/shipping/2285--pallas-extends-the-timecharter-contract-with-thun-companies

TOP Ships Inc. (NasdaqGS: TOPS), an international

maritime shipping company that provides transporta-

tion services for crude oil, petroleum products, and dry

bulk commodities, announced today that the Compa-

ny’s Board of Directors voted unanimously to reduce

the size of the Board of Directors from seven Directors

to four Directors in order to reduce the Company’s ad-

ministrative expenses.

READ MORE: http://www.nafsgreen.gr/magazine/sea-

world/shipping/2284-topships-announces-corporate-developments

Remi Eriksen new CEO of DNV Mari-time and Oil & Gas

Remi Eriksen will take up the position as Chief Ex-

ecutive Officer of DNV Maritime and Oil & Gas on

1 March. Following its acquisition of the majority

shareholding in KEMA, DNV is now establishing a

group structure with three companies to manage the

strong multiple industry positions it now holds. DNV

is today a world leading ship classification society

and a well-established provider of risk management

services to the oil and gas industry. These activi-

ties will be organised in one company, called DNV

Maritime and Oil & Gas, which will have some 5,500

employees and an extensive global reach. The com-

pany will be headquartered in Oslo, Norway, and

provide services to DNV’s traditional core markets.


sea-world/class-societies/2330-remi-eriksen-new-

ceo-of-dnv-maritime-and-oil-a-gas

TOPSHIPS announces corporate developments

Pallas extends the Timecharter contract with Thun companies

AET – one of the world’s largest tanker owner-oper-

ators and the leading provider of lightering support

services in the US Gulf – will take delivery of two ad-

ditional newbuild lightering support vessels (LSVs) in

April and June. This follows the successful trial of the

world’s first purpose-built LSV that entered service

with AET in October 2011.


sea-world/shipping/2331-success-of-aets-lightering-

support-vessels-leads-to-new-deliveries

Hess introduces energy solution

New deliveries in 2012 for AET

Marine mutuals like the UK P&I Club are committed

to reducing the number and size of insurance claims

they receive. After all, in the P&I world, members

own their respective clubs and through pool arrange-

ments within individual clubs, they in effect pay their

own claims. The lower the level of claims, the higher

the probability that the cost of insuring through the

club will reduce. After much study and only after in-

depth trials with certain shipowners, the UK P&I Club

is now launching an innovative risk management

scheme utilising a ‘BowTie’ approach to identifying

areas of risk and minimising the occurrence of in-

cidents..


human-factor/insurance/2319-uk-club-debuts-inno-

vative-maritime-risk-management-scheme

UK club debutsinnovative maritimerisk scheme

Hess Corporation (NYSE: HES) today announced

the launch of Hess Energy Solutions, offering com-

prehensive energy services for commercial, indus-

trial and institutional customers. Building on its ex-

pertise in energy markets, Hess Energy Solutions

delivers integrated solutions that help organizations

save money. READ MORE:http://www.nafsgreen.

gr/magazine/subsea/energy/2326-hess-introduces-

comprehensive-energy-solutions-unit

nafs mag. 77

Exxon Mobil Corporation (NYSE:XOM) announced

the startup of production from the Usan field, off-

shore Nigeria. ExxonMobil subsidiary Esso E&P

Nigeria (Offshore East) Limited has a 30 percent

interest in the deepwater project. “This project repre-

sents another major achievement of the industry and

Nigerians working together to develop the country’s

resources”. READ MORE: http://www.nafsgreen.

gr/magazine/subsea/offshore/2327-exxonmobil-an-

nounces-first-production-from-usan-field-offshore-

nigeria

Royal Boskalis Westminster N.V. (Boskalis) has been

awarded a contract for capital and maintenance dredg-

ing in the port of Bahia Blanca, Argentina.

The contract value is approximately EUR 90 million

and was acquired together with the Jan de Nul Group.

Boskalis’ share of the total contract is approximately

EUR 55 million. The project scope includes capital

dredging and a five year maintenance contract to

maintain the depth. The capital dredging work will be performed in 2012 and 5.5 million cubic meters firm soil

will be removed with a large seagoing cutter suction dredger.

READ MORE: http://www.nafsgreen.gr/magazine/sea-travel/ports/2310-boskalis-acquires-port-contract-in-

argentina

Technip, in partnership with DSME, was awarded by

DONG E&P and BAYERNGAS, a contract for the HE-

JRE project development, offshore Denmark, at a wa-

ter depth of 70 meters.

This contract covers engineering, procurement, fabri-

cation, hook-up, and commissioning assistance for a

fixed wellhead and process platform and associated fa-

cilities.The platform includes 11,500-ton topsides sup-

ported by a 6,500-ton jacket, and is designed to process high pressure and high temperature hydrocarbons

fluids. The platform, which also comprises a living quarter to accommodate 70 people and a flare, will be

capable of producing up to 76 million standard cubic feet of gas per day and 35,000 barrels of oil per day.

READ MORE: http://www.nafsgreen.gr/magazine/subsea/projects/2316-technip-and-dsme-awarded-con-

tract-for-the-hejre-project-in-denmark

New York State Advocates Uniform US National Ballast Water Standard

The New York State Department of Environmental

Conservation (NYSDEC) issued a press release

stating that it will work with other states to pursue a

uniform national ballast water standard that will leave

in place the EPA’s current standards in New York

for the remainder of the EPA’s current Vessel Gener-

al Permit through December 2013.NYSDEC believes

that the EPA proposed standards for 2013-2017

(which include that ballast water treatment equip-

ment is to include monitoring capabilities to check

compliance with IMO’s D2 discharge standard and

with the conditions under which it was type approved

and allows for exemptions for specific ship types

(barges) and for restricted areas of operation) can

be strengthened and NYSDEC will work with others

to advocate a more protective national approach.


people/regulation/2317-new-york-state-advocates-

uniform-us-national-ballast-water-standard

Technip and DSME awarded contract for the HEJRE project in Denmark

Boskalis acquires port contract in Argentina

DONG digests 50% of offshore farm

DONG Energy has today signed an agreement to

sell 50 per cent of the German offshore wind Borkum

Riffgrund 1 to the LEGO Group’s parent company,

KIRKBI A/S, and the Oticon Foundation, via its in-

vestment company, William Demant Invest A/S for a

total sum of DKK 4.7 billion.


subsea/energy/2312-dong-energy-divests-50-per-

cent-of-german-offshore-wind-farm

Exxon Mobil an-nounces production

Personnel air locks are essential pieces of equip-

ment for compressed air work, particularly in tunnel-

ling projects.

Currently for simple personnel airlocks there exist

some basic national requirements in individual coun-

tries as well as a European standard.


people/regulation/2329-gl-new-rules-for-chamber-

systems-in-tunnelling

New rules for chamber systems


Technip Oceania (TPO), a Technip Group operating

centre in Perth, Australia, has been awarded a con-

tract, worth approximately AUD110 million (€90 mil-

lion), by Daewoo Shipbuilding and Marine Engineering

(DSME) for the detailed design of Chevron’s Wheat-

stone offshore gas processing platform, located 200

kilometers off Western Australia’s coast.

The upstream (offshore) portion of the project is com-

prised of the development of gas fields in the WA-17-R and WA-253-P petroleum titles located on the North-

west Shelf offshore Western Australia at water depths of 70 to 200 meters.

READ MORE: http://www.nafsgreen.gr/magazine/subsea/offshore/2181-technip-awarded-detailed-design-

contract-for-the-wheatstone-gas-processing-platform-in-australia

Two new Mistral-class ships will feature navy-standard

MacGregor RoRo equipment from Cargotec

Furthering Cargotec’s reputation for specialist RoRo

expertise, the company has secured a contract to sup-

ply and install MacGregor RoRo equipment for two

Mistral-class naval ships. The order is booked during

the fourth quarter of 2011.

Cargotec signed the contract with STX France, which

will undertake the construction of the ships at its Saint-

Nazaire shipyard under a subcontract with fellow French yard, DCNS. The 199m multi-role vessels were

co-designed by DCNS and STX.

READ MORE: http://www.nafsgreen.gr/magazine/sea-world/shipping/2174-cargotec-secures-macgregor-

roro-equipment-orders-for-two-mistral-class-ships

Kleven Maritime: Building PSV for J.J.Ugland

Kleven Maritime has signed a contract with offshore

ship owning company Ugland Offshore on the deliv-

ery of an advanced platform supply vessel. The ves-

sel is to be delivered from Myklebust Yard in June

2012. “This is a very welcome signing, especially for

our employees at Myklebust Yard,” says Ståle Ras-

mussen, CEO of Kleven Maritime. “This contract will

ensure continuity for our workforce.”

The contract is based on a hull already under con-

struction in Poland. Together with other investors,

J.J.Ugland (JJUC) now has returned to the offshore

business through the establishing of Ugland Off-

shore.

Ugland also owns bulk handling vessels, shuttle

tankers, barges, operates tugs and is involved in

other maritime business. Kleven Maritime has an or-

der book comprising 11 vessels with a total value of

more than 4 billion NOK.




Cargotec secures MacGregor RoRo equip-ment orders for two Mistral-class ships

Technip awarded contract for the Wheatstone gas processing platform

BP Forecasts Ro-bust Global Energy Demand to 2030

Global energy demand will continue to grow over the

next twenty years, albeit at a slowing annual rate,

fuelled by economic and population growth in non-

OECD countries lobal energy demand is likely to

grow by 39 per cent by 2030 or 1.6 per cent annually,

almost entirely in non-OECD countries.


subsea/energy/2188-bpenergy

Maersk Line Leads Fuel Switch at the Port of Virginia ABB and Thomas & Betts announce agreement pur-

suant to which ABB will acquire Thomas & Betts for

$72 per share in cash

ABB gains access to Thomas & Betts network of

more than 6,000 distributor locations and wholesal-

ers in North America

Transaction doubles ABB’s addressable low-voltage

products market to approximately $24 billion in North

America and enables distribution of Thomas & Betts

products through ABB’s extensive global network

Furthers ABB’s 2015 strategy to expand its geo-

graphic and product scope in one of its most profit-

able businesses. Approximately $200 million in ex-

pected annual synergies by 2016.


green-planet/technology/2186-abb-to-acquire-

thomas-a-betts

ABB to acquire Thomas & Betts

Maersk Line will switch to low-sulfur fuel while at

berth for all of its containerships calling the Port of

Virginia starting in February.

This fuel switch program will help improve air quality

in the greater Hampton Roads area by significantly

reducing emissions of sulfur and nitrogen oxides and

particulate matter. READ MORE:http://www.nafs-

green.gr/magazine/green-planet/environment/2189-

maersk-line-leads-fuel-switch-at-the-port-of-virginia

newsnafs mag. 79shipping news

Clean up of the 20 December leak from the Bonga

offshore oil field has now been completed success-

fully. Production resumed at Bonga on January 1

2012, following reinforcement of asset integrity and

safety programmes. READ MORE: http://www.nafs-

green.gr/magazine/subsea/energy/2124-production-

resumes-at-bonga-and-ea

Quantum Energy Ltd, an electricity company controlled

by Athens-based Public Power Corporation SA, plans

to build a cable connecting Israel to Europe via Cyprus

and Greece as demand increases in the region.

The 2,000-megawatt, subsea EuroAsia Interconnector,

undergoing a feasibility study, would stretch 540 nauti-

cal miles, Nassos Ktoridis, chairman of PPC-Quantum

Energy, said on Monday at a briefing in Nicosia.

The European Union may part-fund the 1.5-billion-euro project, he said. Israel and Cyprus, which both re-

ported offshore natural gas discoveries in the past two years, may earn more money by generating power from

the resource and exporting it, rather than shipping the fuel itself.

READ MORE: http://www.nafsgreen.gr/magazine/subsea/energy/2164-quantum-energy-plans-to-link-israel-

cyprus-and-greece-via-subsea-cable

In the Norwegian part of the North Sea Ramboll will

be responsible for a new subsea pipeline FEED study.

Here the objective is to ensure gas transport export

capacity from planned and future field developments.

Also in Norway Ramboll will be performing various

environmental studies for Statoil on a large scale de-

commissioning project. These studies will function as a

basis for handling the content in storage cells and for

preparation of the Environmental Impact Assessment.

The third new contract is found in the Danish part of the North Sea. Here the Tyra East Rationalisation Project

includes optimisations of the Maersk Oil operated Tyra complex and gas infrastructure by reducing capacities

to match the future production forecasts.

READ MORE: http://www.nafsgreen.gr/magazine/subsea/projects/2165-record-interest-in-barents-sea-in-

22nd-licensing-round

Record interest in Barents Sea in 22nd licensing round

The Ministry of Petroleum and Energy has received

proposals from 37 companies regarding blocks

which the companies wish to see included in the

22nd licensing round. A total of 228 blocks and par-

tial blocks have been nominated in the 22nd licens-

ing round, 107 of which were nominated by two or

more companies.

Some 181 blocks in the Barents Sea have been

nominated, the highest-ever number.

- In this round of nominations, particular interest

has been shown in our northernmost sea areas,

confirming that the Barents Sea is an exciting and

internationally attractive petroleum province. This

represents major opportunities for the entire region.

Exploration in all of the areas which have been

opened up is also very important for ensuring further

activity, employment and ripple effects throughout

Norway, says Minister of Petroleum and Energy Ola

Borten Moe.




Ramboll, into 2012 with new projects

Quantum Energy Plans to Link Israel, Cyprus and Greece via Subsea Cable

Navios Maritime Partners L.P. Announces Cash DistributionNavios Maritime Partners L.P. announced that its

Board of Directors has declared a cash distribution

of $0.44 per unit for the quarter ended December 31,

2011. This distribution represents an annualized dis-

tribution of id=”mce_marker”.76 per unit. The cash

distribution will be payable on February 14, 2012 to

unit holders of record as of February 9, 2012. Navios

Partners (NYSE: NMM) is a publicly traded master

limited partnership.




Production resumes at Bonga and EA

Bertam-2 was drilled to a total depth of 1,884 metres

by the jack-up rig “Offshore Courageous”. The objec-

tives of the well were to appraise and test the Oli-

gocene lower coastal plain sandstones of the PM307

PSC area. READ MORE: http://www.nafsgreen.

gr/magazine/subsea/offshore/2122-successful-ap-

praisal-well-in-malaysia

Successful appraisal well in Malaysia


news

ABB, the leading power and automation technology

group, has won an order to provide an energy manage-

ment system for one of the world’s most environmen-

tally-friendly cruise ferries, which is due to be delivered

to Viking Line in 2013.

The ship is being built in Finland at the STX Yard in

Turku. The new cruise ferry, a 218 meter vessel with a

top speed of 22 knots, will have the capacity to carry

2,800 passengers and will serve the route connecting Turku, Finland and Stockholm, Sweden. Through ef-

ficient use of this fuel, the ship will have extremely low emissions and virtually zero marine emissions.

READ MORE: http://www.nafsgreen.gr/magazine/green-planet/technology/2167-abb-to-provide-energy-

management-system-for-new-viking-line-ferry-

The company is pleased to announce that M/V Iron

Fritz (176,000 DWT Bulk Carrier) came under our Man-

agement on 18th of January 2012. The delivery of the

vessel took place at Xiamen Port (China).

EMPIRE NAVIGATION INC was established in Febru-

ary 2009 and its offices are located in Glyfada, Athens.

Our Company is a member of INTERTANKO, BIMCO,

OCIMF, and HELMEPA. Its Safety Management Sys-

tem has been designed in order to meet all the relevant

requirements of ISO 9001-2000 (Quality), ISO 14001-2004 (Environment) and TMSA. ABS certified our Com-

pany since 18th of August 2009 and issued the DOC

READ MORE: http://www.nafsgreen.gr/magazine/sea-travel/cruises/2166-empire-navigation-takes-delivery-

of-mv-iron-fritz-

Fairstar to expect 50,000 DWT vessel FORTE on May 23

Fairstar Heavy Transport N.V. (FAIR) announces that

it will take delivery of the 50,000DWT semi-submers-

ible vessel FORTE, currently under construction by

Guangzhou Shipbuilding International (GSI) in Chi-

na, on May 23, 2012.

Willem Out, Chief Operating Officer of Fairstar, vis-

ited the FORTE just before the beginning of the Chi-

nese New Year Holiday. He reported “GSI has done

an exceptional job. We have agreed to take delivery

of the FORTE on May 23.

The quality of the construction and the perform-

ance features of this ship have impressed us from

the beginning of our collaboration with GSI. FORTE

will sail straight away to a module fabrication yard in

North Asia to load her first cargo for the Gorgon LNG

Project and is under contract for as long as twenty

six months.




Empire Navigation takes delivery of MV Iron Fritz

ABB to provide energy management system for new Viking Line ferry

TEN Declares Quarterly Dividend $0.15 per share

$0.15 per share dividend payable 14 February,

2012 Consistent dividend paid since October 2002,

Reaches $9.225 per share in cumulative distribu-

tions.


sea-world/shipping/2169-ten-declares-quarterly-

dividend

New S2C/2/ADCP Version 2.0 system from EvoLogics

WSS delivers automated boiler and cooling water

treatment for major customer25.01.2012 (Ships

Service)Wilhelmsen Ships Service (WSS) has

signed an agreement to supply boiler and cooling

water dosing control units to ten 13,200 TEU new-

builds under construction at Hyundai Heavy Indus-

tries (HHI) Korea on behalf of Hapag-Lloyd. Integral

to the boiler and cooling water circulation systems,

the units monitor water conditions to ensure a con-

trolled chemical dosing regime is applied in the cor-

rect proportions.

READ MORE: http://www.nafsgreen.gr/

magazine/administrator/index.php?option=com_

content&sectionid=17

WSS delivers boiler and cooling water treatment

EvoLogics GmbH, a leading provider of innovative

solutions for underwater communication, upgrades

its S2C/2/ADCP multiple access system to Version

2.0, adding important features that optimize data re-

trieval from multiple ADCP instruments. EvoLogics

collected and analysed feedback information from the

system’s field tests. READ MORE:http://www.nafs-

green.gr/magazine/green-planet/technology/2161-

evologics-gmbh-optimizes-multiple-adcp-access-

with-the-new-s2c2adcp-version-20-system

news newsnafs mag. 81shipping news

nafs mag. 82 τελευταία σελίδα

βιβλίοΟ αγώνας της Κιμώλου κατά των Γερμανών κατακτητώνΤΟ ΙΣΤΟΡΙΚΟ ΒΙΒΛΙΟ ΤΟΥ ΜΑΝΩΛΗ ΠΕΛΟΠΟΝΝΗΣΙΟΥ

Στο ασφυκτικά γεμάτο από κόσμο αμφιθέατρο του Ευγενιδείου Ιδρύματος έγινε στις 16 Δεκεμβρίου η παρουσίαση του βιβλίου του επιτίμου αρχηγού Λ.Σ. ναυάρχου Μανώλη Πελοποννησίου «Η Κίμωλος στον Β’ Παγκόσμιο Πόλεμο και στην κατοχή, συμβολή Μήλου – Σίφνου – Σερίφου». Η πρωτοφανής συρροή του κόσμου έδωσε και το μέτρο της απήχησης του βιβλίου στο ευρύ κοινό, που συμπαρίσταται ενεργώς σε κάθε πνευματική εργασία, η οποία υπενθυμίζει και εκθειάζει τα ηρωϊκά κατορθώματα του ελληνικού λαού και την αντιστασιακή του δράση κατά του οποιουδήποτε κατακτητού. Στην εκδήλωση παρευρέθησαν πολλοί πνευματικοί παράγοντες και εξέχοντες εκπρόσωποι του δημοσίου βίου της χώρας, όπως ο αγωνιστής Μανώλης Γλέζος, ο Νίκος Κούνδουρος, ο αρχηγός του Λ.Σ. κ. Κ. Σούλης, ο δήμαρχος Παλαιού Φαλήρου κ. Χατζηδάκης, ο πρόεδρος του Ευγενιδείου Ιδρύματος και άλλοι. Το έργο του συγγραφέως παρουσίασαν οι κ.κ. Μάνος Βερνίκος πλοίαρχος Ε.Ν., Κώστας Δούκας συγγραφέας-δημοσιογράφος, Μιχ. Μπαλαφούτης υποναύαρχος Λ.Σ. και Χάρης Μπαμπούνης αν. καθηγητής Πανεπιστημίου Αθηνών. Όλοι οι ομιλητές εξήραν την ουσιαστική συμβολή του Μανώλη Πελοποννησίου στην αποκάλυψη μιας σημαντικής σελίδας της ελληνικής ιστορίας , καθώς το βιβλίο του ρίπτει άπλετο φώς στον ωραίο αγώνα του λαού της Κιμώλου στην καταπολέμηση των Γερμανών κατακτητών με θυσία της ζωής τους. Με αδιάσειστα στοιχεία, γραπτά και φωτογραφικά ντοκουμέντα και διασταυρωμένες αφηγήσεις, ο συγγραφέας εξαίρει την ηρωϊκή δράση και θυσία των συμπατριωτών του Κιμωλίων, ανδρών και γυναικών στο πλαίσιο του αγώνα εθνικής αντίστασης του ελληνικού λαού για την αποτίναξη του Άξονα και για την στήριξη των οραμάτων, των ιδανικών, των ιδεών και των δημοκρατικών πεποιθήσεων των Ελλήνων. Το κοινό που παρακολούθησε την εκδήλωση, εμφανώς συγκινημένο από τις αναφορές του ομιλητή σε συγκεκριμένα και επώνυμα περιστατικά ανδρείας και ηρωισμού των Κιμωλίων, αλλά επηρεασμένο και από τος σημερινές συγκυρίες των δεινών του Ελληνικού λαού, που προέρχονται από τον ίδιο γεωπολιτικό χώρο, χειροκροτούσε τους ομιλητές και τον ίδιο τον συγγραφέα, ο οποίος δεν δίστασε να στηλιτεύσει τους υπευθύνους για τα δεινά των σύγχρονων Ελλήνων, καθώς και τον πρόεδρο του Ευγενιδείου Ιδρύματος κ. Λ. Ευγενίδη, ο οποίος κάτω από συγκινητική φόρτιση, δεν έκρυψε τα αισθήματα ψυχικής ανάτασης, που προκαλεί το βιβλίο, ενώ απέδωσε τα δεινά που δοκιμάζει ο Ελληνικός λαός στην εσωστρέφεια και στην έλλειψη ανάδειξης ηθικών προτύπων, που οδήγησαν στην χαμένη γενιά της μεταπολίτευσης. Εξ άλλου ο Κώστας Δούκας ολοκληρώνοντας την παρουσίαση του βιβλίου του κ. Μ. Πελοποννησίου τόνισε τα εξής: “Το βιβλίο του ναυάρχου Μανώλη Πελοποννησίου συνειρμικά μας θυμίζει ότι, αν το Αιγαίο εξακολουθεί να είναι ακόμη ελληνικό, απειλούμενο όμως πανταχόθεν από επίβουλους νομείς του υποθαλάσσιου πλούτου του, αυτό το οφείλει στους θαλάσσιους αγώνες του έθνους κατά τη διάρκεια των αιώνων. Μπορεί να υπήρξαν Θερμοπύλες και Πλαταιές, Μαντίνειες και Μαραθώνες, αλλά οι θαλασσινοί αγώνες που διεξήγαγε το έθνος των Ελλήνων από της αρχαιότητος μέχρι της νεωτέρας εποχής, με τους Θεμιστοκλείς και του Κίμωνες, με τους Αλεξάνδρους και τους Νεάρχους, με τους αυτοκράτορες του Βυζαντίου και με τους Μιαούληδες και τις Μπουμπουλίνες, υπήρξαν απείρως περισσότεροι και αποφασιστικότεροι εναντίον των εχθρών του έθνους. Σήμερα πια, από το άγος της παγκοσμιοποίησης και του υπερπληθυσμού, έχουμε όλοι συνειδητοποιήσει, κάτω από την ολομέτωπη και απροσχημάτιστη επίθεση των κάθε λόγης κερδοσκόπων κατά της χώρας μας, ότι τίποτε δεν είναι αυτονόητο χωρίς αγώνες και θυσίες, χωρίς πλοία και ναυτικούς, χωρίς κουπιά και έλικες, χωρίς ακόμη νησιώτες ήρωες, από αυτούς που περιγράφονται στο λίαν επίκαιρο αυτό βιβλίο. Αυτούς τους θαλασσινούς ήρωες της νεωτέρας ιστορίας μας, μικρούς το δέμας αλλά χαλυβδίνου εθνικού φρονήματος, θέλησε να εξάρη ο Μανώλης Πελοποννήσιος με το βιβλίο του, για να θυμίσει προς κάθε κατεύθυνση πώς όλοι πρέπει να έχουμε μνήμη και πρότυπα αγωνιστικότητας και ηρωϊσμού, αν θέλουμε να διατηρήσουμε την εθνική μας ανεξαρτησία, που σήμερα είναι περισσότερο από ποτέ, το μεγάλο διακύβευμα». Το βιβλίο «Η Κίμωλος στον Β’ Παγκόσμιο Πόλεμο και στην Κατοχή» κυκλοφορεί σε δεύτερη βελτιωμένη έκδοση από τις εκδόσεις κ. Μ. Ζαχαράκη. Τηλ και Fax 210-8834329

Ο αγωνιστής Μανώλης Γλέζος, με τον συγγραφέα Μανώλη Πελοποννήσιο και τον δημοσιογράφο Κώστα Δούκα κατά την εκδήλωση

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Pure_ballast_NAFS Magazine.indd 1 20/05/11 12:23

NAFS FEBRUARY 2012

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