Nafs september 2015

ΚΩΔ. Γ.Γ. 2229ISSN 1107-3179

www.nafsgreen.gr

Bimohthly Review for the Shipping Industry - SEPTEMBER 2015 - issue 106

Survitec GroupDriving down

operational costs

ΝΑΥΣ TED PETROPOULOSThe outlook and prospects for the small Greek owner

in ECAs after 1st January 2015Fuel handling

ALFA LAVAL

ABB’s Azipod D named Innovation of the Year

SKF equips Tsakos

OUR MISSION

To set standards for safe,

environmentally secured,

global sea transportation of

goods and energy, with

modern, technically

advanced ships, manned

and operated by motivated,

professional, well-trained

seaborne and shore

personnel. Focus on

satisfying clients’ demands

for the benefit of

employees and

shareholders, thus fulfilling

the Company’s corporate

social commitment.

PURSUING EXCELLENCE THROUGH COMMITMENT

Company’s objectives To protect all personnel from injuries and damage to health - zero incidents. To undertake all duties safely and to protect the environment - zero spills. To maintain the highest technical, operational, health and safety standards for the

vessels. To provide high quality services in order to satisfy customers’ needs.

PRODUCT SHIPPING & TRADING SA

Aethrion Center (B54/56), 40, Ag. Konstantinou str. Maroussi, Hellas, 15124

www.product-shipping.com - [email protected] Tel. +30 210 6194100, Fax. +30 210 6194109

Index

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ΚΩΣΤΑΣ ΔΟΥΚΑΣ: Μαζική ἒξοδος πλοίωνἐν ὂψει νέας φορολογίας;Έφυγε από τη ζωή η Μαριλένα Λασκαρίδου

Winterization of LNG cargo valves

TED PETROPOULOS: The outlook and prospects for the small Greek owner

SKF equips Tsakos Columbia Shipmanagement (TCM) fleet with Marine Condition Monitoring kitSIGMA SAILADVANCE™ - a new standard in advanced antifoulings from PPG Protective and Marine CoatingsTURBO BELGIUMProud member of Turbo World Services

COVER STORY: SURVITEC GROUPDriving down operational costs

LED-LIGHTS Solutions by GLAMOX

ALFA LAVAL: Fuel handling in ECAs after 1st January 2015

The 18th annual meeting of the Hellenic and Black Sea Commit-tee of Bureau VeritasDESMI: High quality pumps help fish farms handle growth

ERMA FIRST: Cooperation Agreement with DSEC for BWTS retrofitABS to Class Maersk’s Largest Boxships

ABB’s Azipod D electric propulsion named Innovation of the Year

RINA launches major ferry safety initiative

PAUL A. THOMASABB: Arming a workforce for change

NILS-ARILD HENRIKSENNORSAFE ASVery much prepared to meet future challenges

SHAILESH SHIRSEKARABB: Easy procedures as long-term investments

DEBRA DICIANNAABS: Progress on ballast water management but key issues remain

30. 82.

ISSUE 106 - SEPTEMBER 2015

24. 26.

04 NAFS SEPTEMBER 2015

Μαζική ἒξοδος πλοίωνἐν ὂψει νέας φορολογίας;

Γράφει οΚώστας Δούκας

ΔημοσιογράφοςΜέλος ΕΣΗΕΑ

Βραβείο Ιδρ. Μπότση

Τὀ ζητούμενο σήμερα στόν πλανήτη εἶναι ἡ ὑπερφορολόγηση τῶν πολιτῶν. Τό <αερόχρημα> πού δημιουργεῖται ἀπό τήν ὁμολογοποίηση τῶν κρατικῶν χρεῶν καί ὁ διασκορπισμός τῶν ὁμολόγων, μέ ὃλη τήν τοξιξότητά τους, στίς οἰκονομίες ὃλου τοῦ κόσμου, δημιουργεῖ <φοῦσκες>, πού ἀπειλοῦν ἀνά πᾶσα στιγμή τήν παγκόσμια οἰκονομική σταθερότητα, ἡ ὁποία ὑπονομεύεται ἀκριβῶς ἀπό ἐκείνους πού πρέπει νά τήν προστατεύσουν καί κινδυνεύει ἀνά πᾶσα στιγμή νά τιναχτῆ στόν ἀέρα ἀπό τίς ἀχόρταγες ἀγορές, μέ ὃλες τίς ἀλυσιδωτές συνέπειες. Καί ὃταν πιά ὁ πανικός ἢ ἡ <σπέκουλα> ἀρχἰζουν νά κυριαρχοῦν στίς διακρατικές σχέσεις, ὁ κάθε ἁρμόδιος κρατικός ἀξιωματοῦχος εἲθισται πλέον νά καταλογίζει εὐθύνες σέ μεγάλες παραγωγικές τάξεις τῆς χώρας πού βρίσκεται στό <μάτι τοῦ κυκλῶνα> (τῆς Ἑλλάδας γιά παράδειγμα) καί νά τίς κατηγορεῖ γιά φοροδιαφυγή (ὃπως γιά παράδειγμα ἡ ἐμπορική ναυτιλία καί οἱ ἐφοπλιστές).Πρόσφατη εἶναι ἡ δήλωση τοῦ Γερμανοῦ Μίκαελ Φούκς, ἀντιπροέδρου τῆς κοινοβουλευτικῆς ὁμάδας Χριστιανοδημοκρατῶν καί Χριστιανοσοσιαλιστῶν, σύμφωνα μέ τήν ὁποία:<Ἒφθασε ἐπί τέλους ἡ στιγμή νά φορολογήσει ἡ Ἑλλάδα τούς ἐφοπλιστές της>.Στήν ἲδια κατεύθυνση καί οἱ δηλώσεις βουλευτῶν τῆς κυβερνητικῆς πλειοψηφίας τῆς Μέρκελ, τῶν Βόλφγκαγκ Μπόϊμπαχ καί Κάρλ Γκρέγκ Βέλμαν:<Προτοῦ θιγεῖ ἡ τσέπη τῶν Γερμανῶν, θά ἒπρεπε νά στραφοῦν οἱ Ἓλληνες στούς δικούς τους δισεκατομμυριούχους>.Ἒτσι ἡ Γερμανία, πού εὐθύνεται κυρίως γιά τήν οἰκονομική ἐξαθλίωση τῆς Ἑλλάδας, μέ συντηρητικά καί νεοφιλελεύθερα στελέχη τοῦ γερμανικοῦ κυβερνῶντος κόμματος, ὑποδεικνύουν στήν ἀριστερή κυβέρνηση τῆς Ἑλλάδας νά φορολογήσει τούς πλουσίους καί εἰδικώτερα τούς έφοπλιστές.Ἀλλά ἀφοῦ οἱ Γερμανοί κόπτονται τόσο πολύ νά φορολογηθοῦν οἱ Ἓλληνες έφοπλιστές, γιατί δέν ἒβαλαν τούς <θεσμούς> νά περιλάβουν <προαπαιτούμενα> στό τρίτο μνημόνιο;Ολοι οἱ Εὐρωπαῖοι ἐφοπλιστές ἀπολαμβάνουν φορολογικῶν ἐλαφρύνσεων, πού εἶναι ἀναγκαῖοι γιά τήν διατήρηση τῆς ἀνταγωνιστικῆς ἱκανότητας τῆς κάθε ἐθνικῆς ναυτιλίας. Καί μάλιστα οἱ Γερμανοί ἐφοπλιστές, προκειμένου νά ἀπολαμβάνουν τήν φορολογική αὐτή ἀσυλία, δέν ὑποχρεοῦνται κάν νά διατηροῦν τά πλοῖα τους ὑπό γερμανική σημαία. Ἀρκεῖ καί μόνο νά ἒχουν ἓδρα σέ κάποια γερμανική πόλη. Μέ τήν φορολογική αὐτή ἀσυλία, ὁ γερμανικός στόλος κατάφερε σέ ἐλάχιστο χρόνο να πολλαπλασιαστεῖ.Εἶναι λοιπόν κοινός τόπος ὃτι ὁ κλάδος τῆς

ναυτιλίας ἀναπτύχθηκε ἐκτός Ελλάδας καί ἀνήκει σέ ἂλλο οἰκονομικό χῶρο.Ὃμως οἱ καιροί ἀλλάζουν. Ἢδη ἡ ναυτιλία τῶν Ἑλλήνων, πού ἀνέκαθεν ἦταν τό κάρφος στούς ὀφθαλμούς τῶν ἀνταγωνιστῶν της (Ἂγγλων, Νορβηγῶν, Γερμανῶν, Ὀλλανδῶν κ.ἂ.) ἒχει τεθεῖ καί πάλι στό στόχαστρο μιᾶς νέας φορολογικῆς πολιτικῆς ἀριστερῆς ἀπόκλισης (ὃπως στό παρελθόν ἡ άλήστου μνήμης <σοσιαλμανία> τῆς Ν. Δημοκρατίας), πού θέλει τούς Ἓλληνες ἐφοπλιστές νά βάζουν βαθειά τό χέρι στήν τσέπη γιά νά ἀνακάμψει ἡ καθημαγμένη ἑλληνική οἰκονομία, καθ᾽ ὑπόδειξη μάλιστα τοῦ...Βερολίνου. Ἡ φορολογία τῶν ἐφοπλιστῶν ὑπῆρξε, ὃπως κατ᾽ ἐπανάλειψη ἒχει τονιστεῖ ἀπό τίς στῆλες αὐτές, προεκλογικός στόχος τοῦ ΣΥΡΙΖΑ, καθώς εἶναι γνωστό σέ ὃλους ὃτι ἀπό τότε πού ἡ εφοπλιστική φορολογία καθιερώθηκε στήν Ἑλλάδα μέ τυπικά ηὐξημένη συνταγματική ἰσχύ, ὣστε νά μήν ἐπηρεάζεται τό σταθερό νομοθετικό πλαίσιο λειτουργίας τῆς ναυτιλίας, δέν ἒγινε τίποτε τό πολύ οὐσιαστικό γιά νά αὐξηθεῖ ἡ φορολογική εἰσφορά τῶν ἐφοπλιστῶν. Ὃλες οἱ προσπάθειες τῶν κυβερνήσεων νά θίξουν τό φορολογικό πλαίσιο τῶν πλοίων δέν ἀπέδωσαν καρπούς. Οἱ διάφορες συνταγματικές ρυθμίσεις δέν ἦσαν, κατά τόν παλαιό ὑπουργό Οικονομικῶν Ἀθ. Κανελλόπουλο, παρά ἓνας Δούρειος ἳππος, καθώς ξένα ναυτιλιακά συμφέροντα κατόρθωναν νά διεισδύουν στό νομοθετικό πλαίσιο, πού ἀπέβλεπε στήν ἐνίσχυση τοῦ στόλου ὑπό ἑλληνική σημαία, μέ ἀποτέλεσμα ἐπί ἐποχῆς τῆς χούντας νά λάβει δένειο ἀπό τήν τότε ΕΤΒΑ ὓψους 10 ἑκατομμυρίων δολαρίων ὁ ἀδελφός τοῦ τότε Προέδρου Νίξον, ἐκμεταλλευθείς τά κενά τῆς νομοθεσίας γιά τήν προστασία τῆς ναυτιλίας μας.Ἀλλά καί πρόσφατα σημειώθηκε νέο κροῦσμα, ὃταν τόν Σεπτέμβριο τοῦ 2013 ἡ συγκυβέρνηση ΝΔ καί ΠΑΣΟΚ μέ πρωθυπουργό τόν Ἀντ. Σαμαρᾶ, ἒφερε πρός ψήφιση στήν βουλή σκανδαλώδη τροπολογία σέ ἓνα ἐντελῶς ἂσχετο νομοσχέδιο τοῦ Ὑπουργείου Ὑποδομῶν Μεταφορῶν καί Δικτύων, πού ἐξαιροῦσε ἀπό τήν ὑποχρέωση τοῦ <πόθεν ἒσχες> τῶν μετοχῶν ἑταιριῶν, πού ἒχουν συσταθεῖ καί λειτουργοῦν μέ τίς συνταγματικά ἐνισχυμένες διατάξεις τοῦ ν.δ. 2689)1953 καί τοῦ Ν. 27) 1975.Ὃταν εἶναι γνωστό ὃτι σημαντικός ἀριθμός ἐφοπλιστῶν ἒχουν εἰσβάλλει μέσω τοῦ τραπεζικού συστήματος στά μέσα μαζικῆς ἐνημέρωσης, γιά τά ὁποῖα κυρίως ἒχει θεσμοθετηθεῖ τό <πόθεν ἒσχες>, ἦταν φυσικό νά ἀντιδράσουν ὃλα τά κόμματα, μετά μάλιστα τίς ἀποκαλύψεις τοῦ κ. Δημ. Παπαδημούλη, ὃτι ὃποιος ἒπαιρνε μίζα, θά μποροῦσε νά τήν

ξεπλύνει μέ ναυτιλιακές μετοχές.Ὃπως καί νά ἒχουν τά πράγματα, ὁ ἑλληνικός ἐφοπλισμός, παρά τίς σημαντικές ὑποχωρήσεις του μέ οἰκειοθελῆ αὒξηση τῆς καταβαλλομένης φορολογίας πρός τό κράτος, στό ὃριο τῆς συνταγματικῆς κατοχύρωσης, βρίσκεται τώρα κάτω ἀπό τήν ἀπειλή νέας βαρύτερης φορολογίας, πού πρέπει νά ὑλοποιήσει ἡ νέα κυβέρνηση ὑπό τήν πίεση πάντα τῶν Γερμανῶν ἀξιωματούχων. Ἡ δεύτερη ἀπειλή, εἶναι τό ὑπό θέσπιση περιουσιολόγιο, πού θά περιπλέξει περισσότερο τά πράγματα. Στήν περἰπτωση αὐτή, οἱ Ἓλληνες ἐφοπλιστές ἒχουν (ἢ ἂν δέν ἒχουν ἐπεξεργάζονται) ΣΧΕΔΙΟ Β. Ἂν ἡ φορολογία ἀγριέψει στήν Ἑλλάδα, ἀπειλῶντας τήν ἀνταγωνιστική ἱκανότητα τῆς ἑλληνόκτητης ναυτιλίας, πού ἀνέκαθεν δραστηριοποιεῖται σάν παγκοσμιοποιημένη ἐπιχείρηση στό ἐξωτερικό, τό ΣΧΕΔΙΟ Β προβλέπει τήν μαζική φυγή ἀπό τό ἐθνικό στό κυπριακό νηολόγιο, καθώς ἡ Κύπρος ἑτοιμάζει νέο εὐνοϊκό νόμο, πού προβλέπει ὃτι ὃσοι ξένοι ἒλθουν στήν Κύπρό, θά ἀπολαύσουν σημαντικές φορολογικές ἐλαφρύνσεις.Γιά παράδειγμα, τά μερίσματα θά ὑπόκεινται σέ φόρο 0%, τό defence contribution ἐπίσης 0% (θά τό πληρώνουν 17% οἱ ντόπιοι), θά ὑπάρχει ἒκπτωση τοῦ φόρου εἰσοδήματος κατά 50% γιά τά δέκα πρῶτα χρόνια ἐγκατάστασης καί παραμονῆς στήν Κύπρο, ἐνῶ γιά ὃλους γενικότερα, ξένους καί Κυπρίους, ἰσχύει ἀφορολόγητο ὃριο 20.000 εὐρώ καί ἀνώτατος φορολογικός συντελεστής 35%, ἐνῶ γιά τίς ἑταιρίες οἱ συντελεστές ἐπί τῶν καθαρῶν κερδῶν εἶναι μόλις 12,5%.Σύμφωνα μέ τίς προεκλογικές διαπραγματεύσεις τῆς Ἑλληνικῆς κυβέρνησης καί <θεσμῶν>, ἡ φορολογία τοῦ τονάζ τῶν πλοίων ἒπρεπε νά ἦταν ἓνας ὁριζόντιος ἐτήσιος φόρος, πού θά βασίζεται στό μέγεθος τῶν πλοίων, καί σήμερα εἶναι σχετικά ἐναρμονισμένος σέ ὃλη τήν ΕΕ. Παράλληλα ἡ Ἑλλάδα θά πρέπει νά ἀκυρώνει σταδιακά τίς φοροαπαλλαγές πού βρίσκονται σέ ἰσχύ στά ἂλλα κράτη μέλη. Οἱ Ἓλληνες πλοιοκτῆτες σημειώνουν ὃτι ἂν ἐφαρμοσθοῦν τά παραπάνω, ἡ Ἑλλάδα θά γίνει ἀπό τίς ἀκριβότερες εὐρωπαϊκές χῶρες σέ ἐπίπεδο φορολογίας ὡς πρός τήν ἰδιοκτησία τῶν πλοίων. Ἒτσι δέν θά εἶναι λίγοι ἐκεῖνοι, πού θά σαλπάρουν πρός ἂλλα νηολόγια, καί κυρίως τῆς Κύπρου.Θέλουμε νά ἐλπἴζουμε ὃτι θά βρεθεῖ ἡ χρυσή τομή,(δέν εἶναι δά πιό ἒξυπνη ἡ Κύπρος), ὣστε ἡ Ἑλλάδα νά ἐξακολουθήσει τήν παγκόσμια ναυτιλιακή της πρωροπορία καί τήν οὐσιαστική εἰσφορά της στήν ἐθνική οἰκονομία, στήν ὁποία ἀποφέρει κάθε χρόνο περί τά 8 δισεκατομμύρια εὐρώ.


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brochure.pdf 12/12/2014 9:49:48 ðì


Ανεμολόγιο

Η Μαριλένα Λασκαρίδου γεννήθηκε στην Αθήνα από μητέρα Ελληνίδα και πατέρα Εγγλέζο. Τα πρώτα παιδικά της χρόνια τα πέρασε στην Αγγλία, ενώ ολοκλήρωσε τις εγκύκλιες σπουδές της στην Αθήνα. Πολύγλωσση, σπούδασε Διαφήμιση, Marketing και Κειμενογράφηση στο Southern College of Art and Design. Παντρεύτηκε τον Πάνο Λασκαρίδη και απέκτησαν τρεις κόρες και ένα γιο. Εργάστηκε ανελλιπώς πάνω στο αντικείμενο των σπουδών της μέχρι το 1997 οπότε αναλαμβάνει επισήμως ως Πρόεδρος της Βιβλιοθήκης «Καίτη Λασκαρίδη», της οποίας η έδρα βρισκόταν σε νεοκλασικό κτήριο στο Νέο Φάληρο. Από την επίσημη σύσταση τού «Ιδρύματος Αικατερίνης Λασκαρίδη» το 2007, αναλαμβάνει χρέη Αντιπροέδρου και μαζί με τον σύζυγό της Πάνο, Πρόεδρο του Ιδρύματος ενώνουν τις δυνάμεις τους για τη δημιουργία ενός πνευματικού οργανισμού αφιερωμένου στον Πολιτισμό, την Παιδεία και τη Ναυτιλία. Πιστή και πολύτιμη συμπαραστάτισσα στην εργώδη προσπάθεια του Πάνου Λασκαρίδη για την οργάνωση της Ιστορικής Βιβλιοθήκης του Ιδρύματος, με επώνυμες συλλογές βιβλίων και αρχείων σημαντικών προσωπικοτήτων των γραμμάτων και των τεχνών. Εκείνος φροντίζει για τον διαρκή εμπλουτισμό της Βιβλιοθήκης με σπάνιες συλλογές, ενώ εκείνη σχεδιάζει με τους συνεργάτες της τα εκπαιδευτικά προγράμματα, τα οποία θα εφαρμοστούν στις συλλογές της Ιστορικής Βιβλιοθήκης, και παράλληλα μεριμνά με ιδιαίτερη φροντίδα για την οργάνωση των

χώρων όπου στεγάζεται η Βιβλιοθήκη, με σκοπό να αποτελεί έναν φιλόξενο και οικείο χώρο για ερευνητές, φοιτητές, μαθητές και όλους τους νέους ανθρώπους, στις δυνατότητες των οποίων πιστεύει ακράδαντα.Η Μαριλένα Λασκαρίδου τίθεται επικεφαλής επιστημονικής ομάδας συνεργατών και πραγματοποιεί το μεγάλο της όνειρο για την υλοποίηση δωρεάν εκπαιδευτικών προγραμμάτων στους σπουδαστές όλων των βαθμίδων.Ταξιδεύει με συγγραφείς, Πανεπιστημιακούς δασκάλους όλων των επιστημονικών πεδίων, εικαστικούς και καλλιτέχνες, σε σχολεία πυρόπληκτων, δυσπρόσιτων και οικονομικά ασθενέστερων περιοχών της Ελλάδας. Πιστεύει και το πραγματοποιεί με την ίδια της την παρουσία πως ακόμα και το παιδί που βρίσκεται στο πιο απομακρυσμένο μονοθέσιο σχολείο της χώρας πρέπει να έρθει σε επαφή με τη γνώση. Φροντίζει για τον εξοπλισμό σχολικών και Δημοτικών Βιβλιοθηκών και μ’ αυτή της την προσπάθεια εμπλουτίζονται συνολικά 800 Βιβλιοθήκες με 120.000 βιβλία περίπου σε όλη τη χώρα. Κατά τη διάρκεια της Αντιπροεδρίας της τα εκπαιδευτικά προγράμματα του «Ιδρύματος Αικατερίνης Λασκαρίδη» εξελίχθηκαν με τεράστια επιτυχία και τα παρακολούθησαν 103.408 μαθητές ενώ αντίστοιχα αυτά της Περιφέρειας 19.700.Ειδικά προγράμματα φιλαναγνωσίας στα οποία η ίδια συμμετείχε μαζί με επιστημονικούς

συνεργάτες πραγματοποιήθηκαν στα Σχολεία Δεύτερης Ευκαιρίας των Καταστημάτων Κράτησης Ελεώνα Θηβών, Αυλώνα και Κορυδαλλού, καθώς και σε καταυλισμούς Romani.Παράλληλα έχει την εποπτεία επιμορφωτικών προγραμμάτων, σεμιναρίων και ημερίδων τα οποία παρέχονται και αυτά δωρεάν στους εκπαιδευτικούς.Σημαντική η προσφορά και η ενεργός δράση επί σειρά ετών και μέχρι τις μέρες μας σε κοινωνικές και ανθρωπιστικές οργανώσεις. Ευαισθητοποιημένη από τη μεγαλύτερη κόρη της Κατερίνα, ειδική Παιδαγωγό με εξειδίκευση στα παιδιά με αυτισμό, προσφέρει με κάθε τρόπο τη στήριξή της.Άτομο υψηλής αισθητικής με βαθιά αγάπη στις τέχνες και στα γράμματα διάβαζε ακατάπαυστα, ιδιαίτερα ποίηση και φιλοσοφία, συχνά αναφερόταν στο αγαπημένο της Άσμα Ασμάτων.Η Μαριλένα Λασκαρίδου σεβόταν και λάτρευε τους οικογενειακούς θεσμούς. Σπουδαία Μητέρα και όχι μόνο για τα παιδιά της, σπάνια σύντροφος και φίλη, η ψυχή της οικογένειάς της και του Ιδρύματος, άφησε πίσω της αναπλήρωτο κενό. Και το κενό είναι αναπλήρωτο γιατί τα χαρίσματα που είχε αυτή η γοητευτική, μαχητική και συνάμα ευαίσθητη οραματίστρια δεν συγκεντρώνονται σε ένα μόνον Άνθρωπο. Μεταλαμπάδευσε το πάθος της για προσφορά και δημιουργία στους συνεργάτες της οι οποίοι πάνω στα χνάρια της συνεχίζουν το ταξίδι……

Έφυγε από την ζωή η Μαριλένα Λασκαρίδου

…Ὅλη καλή εἶ, πλησίον μου, καί μῶμος οὐκ ἔστιν ἐν σοί Άσμα Ασμάτων

Η Μαριλένα Λασκαρίδου σεβόταν και λάτρευε τους οικογενειακούς θεσμούς. Σπουδαία Μητέρα και όχι μόνο για τα παιδιά της, σπάνια σύντροφος και φίλη, η ψυχή της οικογένειάς της και του Ιδρύματος, άφησε πίσω της αναπλήρωτο κενό.

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…Ὅλη καλή εἶ, πλησίον μου, καί μῶμος οὐκ ἔστιν ἐν σοί Άσμα Ασμάτων


Winterization of LNG cargo valves

SNRI, France is one of the leading makers of valves for LNG applications with a huge global Reference list including practically all LNG projects of Greek owners. (INTRA MARE is local distributor for Greece and Cyprus). Subject article is focusing on special demands of cryogenic valves operating in Arctic environment.LNG cargo valves are expected to be considered as «essential service» by Class. Extreme cold temperatures are not new for LNG cargo valves which are routinely operating at – 160°C. Low temperature is not the only issue that the valve on the deck has to deal with in the arctic seas. Icing is also very critical for the good operation of the valves. Ice can badly damage moving parts and damage the tightening parts of the valves. Primarily, the following points shall be reviewed at Design Stage to avoid any risk of failure or mis-operating with the above mentioned conditions (tempera-ture and ice): - what about the cargo valves actuators? - what about position sensors and indicators? - what about stem packing and seals? - what about manual emergency operations? - what about actuator operating fluid ? - What about icing of moving parts?

To assess the valve behavior under these extreme weather conditions, a specific thermal model has been performed on a standard cryogenic valve

•Valve body at –163°C •5 cm of ice cover over the extension rod •- 40 C ambient temperature

Thermal modelling results for globe valve shows thateverything depends on the ice thickness, with the following results;

•Calculated temperature at level of the actuator flange:- 50°C

• Calculated temperature at level of the stem packing : - 70°C According to these results, specific materials (for packing) and arrangement have to be considered. In addition the length of the cryogenic extension shall be re-considered and extended (at least in compliance with the BS6364 or ISO ISO 28921-1,) with a minimum length m from the bottom of it to the bottom of the gland packing between 200 mm to 700 mm according to the size of the valve. One other technical aspect which should be simulated is also the vibra-tion as the ship will meet severe shock and vibrations during arctic voyages with icebreaking. These vibrations are very critical for cryogenic , especially in the case of remote controlled valve with actuators. The weight located on the top of the cryogenic extension may generate heavy stress on it. The quantity of ice will make the situation worse. Extensive vibration tests should be done to check the potential risks of damage.Taking into account, these two simulations, the design of valves shall be re-viewed with the following improvement in order • Specific packing– For extremely low temperatures– With Low effort, to compensate the additional friction due to the ice on the moving parts• Specific arrangement to protect the stem against ice– Protected by a housing (large valve) or sensitive area embedded (small

valves)• Actuator support for large valves with actuator to avoid any damage of the cryogenic extension in case of high vibration during ice breaking transit.• Specific and dedicated operating mode– Manual valves• Specific handwheel nut bearings for low temperatures (316SS)• Possibility to implement reduction gears + in-housing switches for remote reading (visual limit switches will not be readable when covered by ice)– Remote controlled valves:• Based on Explosion proof Electrical actuators (if acceptable) or hydraulic actuator with special device and special oil with viscosity compliant with low temperatures and also high temperature. SNRI has developed a specific design which has been tested from -40°C to 55°C with homogenous performances. As a conclusion, a cryogenic valve shall be considered as a complete system to be qualified with these specific conditions. Design shall be confirmed not only based on the sum of evaluation of single components which may be damaged by the low temperature, such as gasket, packing grease, electrical components, but also as a global assembly which will contain LNG at -196°C, will be totally or partially covered by ice. Tests are mandatory to validate the calculations and to be sure that valves can perform its main functions and performance safely.

By Stanislas Longuet, Sales Director, SNRI/Malbranque Member of Valco Group

Article

MARCH 2015 NAFS 11

INTRA MARE 4 Skouze Str. - 185 36 Piraeus - Greece, tel:+30.210.42.93.843 - fax:+30.210.42.93.845 - email: [email protected]

Cruise & Ferries by


A notable feature of Greek shipping has been the plethora of small owners, defined as oper-ating fleets of 1 to 4 vessels.

Petrofin Research © has been closely fol-lowing the evolution of small owners over the years. In Graph 1, you will observe that compared with 10 years ago, the number of small owners has remained relatively steady at about the 450 mark. Admittedly, following the mid 2000’s dry bulk boom, many new owners emerged increasing numbers to 515 in 2011, before returning to the 450 base over the last 3 years. In the same Graph, you will observe that whilst small owners’ shares of Greek shipping has declined from the 11.96% peak in 2007 to 9.46% last year, the sector’s total deadweight rose from 11.3m dwt to 28.7m dwt, over the last 10 years.

The demise of small Greek owners has often been prophesised in the past but the sector has shown remarkable resiliency over the years, despite the usual shipping cycles and other pressures facing this sector. The argu-ments of those who foresee the decline of the small owner have been centered primarily on the economies of scale argument. Larger fleets command better insurance, purchasing and attention by all shipping providers, from insurers to suppliers to shipyards and the banks. Whereas it is not possible to determine precisely the extent of the economies of scale cost advantage enjoyed by large owners, the benefit is thought to be significant. In addition, the complexity of regulations and compliance has impacted more severely on the small owner, who has a smaller operation and staff. In the age of near perfect information, though, small owners too, can adequately tackle the field of compliance. Banks have for a long time shown their support for the large corpo-rate structured owners and for quoted public companies. Small owners have, though, been able to continue financing their requirements with Greek banks, as well as a number of non-Greek banks.

Small owners, have some comparative ad-vantages of their own. Owners and managers are often the same persons and who are very ‘hands on’ and committed to their companies. Lines of communication are shorter and deci-sions are made swifter. There is a stronger

team spirit and a model closer bonding among the managers and their staff. The attention given to vessels is higher and often they can be more proactive and quicker to respond to emergencies. They enjoy personal relation-ships across the whole spectrum of shipping services’ providers, built over decades. Family ownership provides the committed evolution of small owners, which remain tightly owned and controlled.

We fear, though, that we stand at a watershed for small owners. Recent banking develop-ments may put this sector at risk and drive many Greek small owners out of business. Small owners may be less financially sophis-ticated and may obtain less attractive ship finance terms and loans per vessel than their bigger brothers but they have always been able to secure some financing from a small number of banks that support Greek shipping.

In Graph 2, you will observe the evolution of the number of banks that have provided loans to Greek shipping since 1992 (Petrofin Bank Research ©). As you will observe, the numbers are supportive of Greek shipping with non-Greek banks without a Greek presence expanding noticeably over the last decade. In Graph 3, you will observe the same evolution but adjusted for the loan portfolios of each bank. As you can readily see, the non-Greek banks with a Greek presence have been declining from 2008. The same applies to the

main supporters of the small Greek owner, the Greek banks, whilst non-Greek banks without a Greek presence have shown a consistent rise.

Our concerns, however, lie over the following factors that affect the Greek ship finance and the small owners, in particular:

1. A number of the non-Greek banks that have enjoyed long and substantial support to Greek owners, such as RBS, HSH, Commerzbank and others have been declining, as a result of their own decision to reduce their overall ship-ping exposure and / or Greek shipping.

2. All banks have been increasingly focus-ing on the large Greek owners with modern eco ships and either strong corporate owning structures or being publicly quoted, primarily in the US markets.

3. The banks’ risk departments and their credit risk models have long favoured large owners, who tend to be more liquid and their financial position more transparent. This has affected mostly the small owners, who are often out-side a bank’s target list and who are thought to be inherently more risky to the banks.

4. Small owners are perceived as having reduced options, when facing a market trough, as they cannot raise additional public equity or other means to support their companies.

5. Newcomers to the industry (often operating from outside Greece) have also favoured the large Greek owners, as they lacked the local knowledge and presence, to handle small owners.

6. Chinese and other Far Eastern owners have also favoured the large Greek owners, as they concentrate on ship finance for vessels constructed at local shipyards.

7. Greek banks, in particular, have been adversely affected by the “continuous” Greek crisis. Despite receiving substantial fresh capital from the EU, as well as from private and corporate investors via the Greek Stock Exchange, their liquidity and capital adequacy has fallen. The recent flight of deposits and capital controls has hit Greek banks very hard

The outlook and prospects for the small Greek owner

ByTed Petropoulos

Head, Petrofin Research

FINANCIAL FOCUS12 nafs POSIDONIA 2014

Banks witnessed, after a long and arduous road since 2009, a useful shipping recovery in 2013 in both vessel values and cash flows via higher freights. Al-though the recovery was erratic and not evenly spread among the vari-ous shipping sectors, it had a pronounced beneficial effect on the quality of the banks’ loan portfolios and in bank’s borrowers’ ability to meet their (often restruc-tured) loan obligations. Confidence grew among

banks that shipping was on the way to recovery and this was felt even more by borrowers and private equity funds.

Dry bulk lead the way with a 12-month (March 2013 to March 2014) recovery of 41.4% in vessel values and 52.3% in freights (from Shipping Intelligence Inc. – 1st April 2014, below). With overall shipping confidence rising to record heights (Moore Stephens) and with the sector’s progress picking up, one would have expected banks to be rushing headlong into new shipping loans and for competition to among banks grow.

With rare exceptions though ,this is not, however, what happened and the question is: why?

The answer lies with the banks themselves. Commencing with their shipping exposures, many banks had nurtured weaker clients in the hope of such a recovery. The process of recovery, though, could not work mira-cles overnight. It simply takes time to work out difficult loans and improve the health of a bank’s loan portfolio. The recovery needs to be sustained and the recent fall in dry bulk freights demonstrated the still volatile nature of the recovery. In addition, from a common shipping approach by the boards of major banks to be cautious to achange, involving a willingness to expand, one needs time.

A second factor is that many shipping banks had what they believed to be a higher than desired overall shipping exposure and needed time to reduce it to acceptable levels via client loan repayments.A third factor is that banks had set up very strict criteria for lending result-ing in too few potential loan transactions meeting such requirements

However, there were other more significant reasons for the banks’ lack of ship lending appetite. It relates to the fundamental weakness in the liquidity and capital ratios of European banks in the light of Basel III and the new ECB regulatory overview of all E.U. banks. Banks simply lacked the financial resources and the risk appetite to step on the gas pedal. European banks especially found themselves bracing for the ECB loan review and proving their financial robustness. In a world of doubt, to banks, profitability came second to financial strength. As the majority of shipping banks were European (72% of global ship finance in December 2013), Petrofin Bank Research (c) the difficulty of European banks had a pronounced and adverse effect on Greek ship lending.

To add insult to injury, three of shipping champions of previous years i.e. RBS, HSH and Commerzbank were under immense pressure to downsize their shipping portfolios and/or leave ship lending altogether.During this time, some banks stood out for either lending counter-cyclical-ly or standing their ground as ship finance providers. These were mainly DVB, ABN AMRO, Credit Suisse and ING among European banks and China Exim, CDB, and Korean Exim, from the Far Eastern banks.

A classic West-East divide took place with shipping credit being more readily available in the Far East, where a large number of small to me-dium banks supported local clients. The same was not true in the West for any but the biggest and often publicly quoted companies.

For Greek ship finance, in particular, it had been most hit as the biggest lenders exited the market at precisely the time when Greek newbuilding orders and second-hand purchases accelerated. With the Greek banks unable to provide new ship finance and caught by the difficulties of Euro-pean banks as a whole, Greek owners turned to the remaining few active lenders, to Far Eastern lenders (linked only to shipbuilding orders) and, increasingly, to US private equity funds (PEFs).

As the finance gap widened, PEFs were for many Greek owners often the only way to take advantage of what promised to be a healthy shipping recovery. PEFs were not only active but often scoured Greece for oppor-tunities to co-invest and lend to Greek owners believing that the antici-pated shipping recovery would provide them with the high returns they have been seeking. The result was an explosion of Joint Ventures most of which investing in eco-friendly vessels of new designs that is hoped will be the vessels of the future.

Characteristically, according to Tufton Oceanic data, on a global basis between January 2002 and January 2014, the share of global mortgage lending of the world fleet and orderbook fell from 43% to 36%. The above was even more pronounced in Greece. There are no hard data for the Greek shipping exposure by PEF, but we believe that there are over 40 Joint Ventures in place today. With interests primarily in drybulk and then

By Ted Petropoulos, Head Petrofin Research

Shipping finance lagging behind the recovery of Shipping

Financial Focus

SEPTEMBER 2015 NAFS 15

and has prevented them from supporting Greek shipping in general and small owners, in particular.

8. All banks have been adjusting their loan exposures and appetite across all sectors, including shipping as a result of compliance with the Basle III capital adequacy targets, as well as those imposed by the ECB, who assumed supervisory au-thority for all EU banks. With limited loan capacity and facing the lingering effects of the 2008 financial and banking crisis, it is no wonder that banks are aiming on their lending strategies. Often, lending has been refocused, in accordance with Na-tional criteria, whilst at all times shipping would compete with loans to other sectors, offering similar risk / rewards.

The above facts have been increasingly felt by all small own-ers, when looking for fresh finance. The adverse develop-ment has affected most the small owners with modern fleets (0-9 years old), who constitute 17% of small owners. These owners are keenest to grow into medium size and will be even more frustrated by the banks’ reduced appetite. Consequently, small owners, who could benefit from buying inexpensive ves-sels at cyclical lows will increasingly rely on their own liquidity, to support their acquisition program or turn towards joint ven-tures with private equity funds. As small owners are fiercely independent, such joint ventures are not their priority.

The reason that we believe that we are at a watershed for Greek small owners is the virtual lack of finance available at present. Small owners are struggling to secure finance for their new purchases in this market and face very tough and expensive terms. Often, they need to resort to buying vessels for cash, which cannot continue for long. At the same time, the shipping crisis has affected a number of small owners, who may well not be able to survive the crisis. Unless, therefore, bank appetite for Greek small owners returns somewhat, we fear that small owners leaving the industry will not be fully replenished by fresh ones. Consequently, we foresee the small Greek owner segment contracting most severely over the next years.

There is an additional de-stabilizing factor, though. There is considerable concern over the tax status and position of Greek shipping, as the country desperately needs more taxes and as Greece has committed itself as part of their 3rd austerity package to gradually remove the favourable constitutionally guaranteed tax status of Greek shipping. Many large owners have developed plans for leaving Greece, although few have actually done so, as they are awaiting for developments. A number of large owners have already set up an operating basis outside Greece e.g. Cyprus, which they can utilise at short notice, to switch all their operations out of Greece. Small owners, though, are less able to uproot their family business from Greece and set up afresh abroad. A number may choose to stay and face the increasingly less favourable conditions for Greek owners, with many of them biding their time until the next market peak, when they might sell their fleets and disband their companies.

Small Greek owners are currently facing numerous challenges that are more pronounced than bigger owners. Their ability to survive, despite their fierce commitment, will depend on their ingenuity and flexibility.

Financial Focus

Small owners of 1-4 vessel fleetsTheir position in the total Greek fleet over the last 10 years

in terms of their number, their fleet DWT and their DWT % of the whole Greek fleet

11,311,122

21,987,791

24,883,536 25,332,20126,879,512

28,331,428 28,619,290 28,142,790

26,079,719

28,718,709

6.41%

11.31%11.96%

11.39% 11.33%11.67%

11.17%10.67%

9.27% 9.46%

0.00%

2.00%

4.00%

6.00%

8.00%

10.00%

12.00%

14.00%

0

5,000,000

10,000,000

15,000,000

20,000,000

25,000,000

30,000,000

35,000,000

2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

1-4 Vessel Fleets DWT % of Total Greek Fleet held by 1-4 Vessel FleetOowners

445

511504499472434

515

479449

440

September 2015

Petrofin Research ©

Number of 1-4 vessel fleet owners

Graph 1

Number of banks financing Greek Shipping1992-2014

Graph 2 - May 2015 Petrofin Bank Research ©

*

6

13

15

9

11

1514

1412 12 12

12 12 12

9

5 5

19

23

21

11

1010

9

1111

13

12 11 11 11 11 11 11

27

31

41

20

3029

27

1516 16 16

18

16

3231

30

33

0

5

10

15

20

25

30

35

40

45

1992

(52

bank

s)

1995

(67

bank

s)

1997

(77

bank

s)

2001

(40

bank

s)

2002

(51

bank

s)

2003

(54

bank

s)

2004

(50

bank

s)

2005

(40

bank

s)

2006

(39

bank

s)

2007

(41

bank

s)

2008

(40

bank

s)

2009

(41

bank

s)

2010

(39

bank

s)

2011

(55

bank

s)

2012

(51

bank

s)

2013

(46

bank

s)

2014

(49

bank

s) Greek banks International Banks WITH a Greek presence International Banks WITHTOUT a Greek presence

$0

$5,000

$10,000

$15,000

$20,000

$25,000

$30,000

$35,000

$40,000

$3,310 $4,472

$5,642 $6,344 $6,523$7,347

$15,840

$16,944

$16,141 $15,884$14,517

$12,705

$10,487 $10,819

$6,165$8,604

$9,788$12,070

$10,049

$14,788

$14,061

$17,300

$14,102

$14,469

$17,887$19,161

$20,231

$23,759

$7,050$8,185

$10,125

$13,939

$19,540

$24,252

$34,040

$38,984

$36,777$35,882 $35,290

$33,914

$30,537$29,441

Greek Banks International Banks WITHOUT a Greek presence Inernational Banks WITH a Greek presence

Greek shipping bank portfolios since 2001 – per bank groupin $m

Petrofin Bank Research ©

Graph 3 - May 2015

SKF equips Tsakos Columbia Shipmanagement (TCM) fleet with Marine Condition Monitoring kit

Market News

SKF has initiated a condition-based maintenance programme for Tsakos Columbia Shipmanagement (TCM) fleet that has the potential to cut costs and decrease maintenance. The detailed maintenance programme enables a range of benefits, from preventing unexpected failures in critical machinery to providing early indication of possible problems in auxiliary machinery. The customized instrument of monitoring and reporting, supplied by SKF, provides specific data as to which tasks need to be per-formed and when, enabling on-board engineers to perform maintenance activities and replace components at the right time.

TCM ordered SKF Marine Condition Monitoring kits to equip its whole fleet with this basic condition-based maintenance solution. The kits were delivered through a local SKF Authorized Distributor in Piraeus. TCM has been the first Greek shipping company to equip its whole fleet with this condition monitoring solution.

TCM decided to go to the next step on the maintenance level, adopting advanced condition based maintenance practices. The target was to prevent unexpected failures in critical machinery, minimizing their impact

on associated components, as well as ensuring the reliability of fleet operations.

SKF engineers together with the local Authorized Distributor visited TCM’s facilities to discuss their specific needs and define which machines should be regularly monitored. “Ensuring equipment reliability is amongst our standing objectives and in this regard condition monitoring is a very useful tool. At the same time, we need to maintain a consistently high standard of condition monitoring expertise on every ship with a workforce that rotates between ships. Thus, it is important to have a simple to use instrument to monitor the condition of critical auxiliary machinery”, said Mr. Dimitris Psaradakis, Technical Manager of TCM SA.

SKF came up with a customized version of the Marine Condition Monitor-ing kit, adapted to the customer’s needs. The SKF Marine Condition Monitoring kit is a hand-held instrument, equipped with predefined machinery models and clear quality work instructions, to make sure that TCM engineers have a reliable on the spot assessment of a machine’s condition, for each vessel. The SKF Marine Condition Monitoring kit offers


SKF Marine Condition Monitoring kit

Market News


a quick and easy solution to monitor the condition of critical auxiliary machinery. In fact, even a non-trained user can understand the results of vibration data measurements and locate the source of the fault in the machinery.

With the SKF Marine Condition Monitoring kit vessel engineers collect vibration data from critical auxiliary machinery, including cargo pumps, engine room fans and blowers, compressors, purifiers and electric motors as well as monitoring and evaluating vibration levels in accommodation area, as per MLC guidelines. The data is then downloaded and trans-mitted through the ship’s communication system to TCM’s headquarters, where a precisely detailed report is produced for each vessel on the current condition of the machinery.

The results are put into simple-to-use customized reports that help vessel engineers to prioritise their work schedule and thereby increase efficiency. The feedback can also generate a work order in the vessel’s maintenance management system, ensuring that each Chief Engineer is aware of all current issues when scheduling maintenance. This service aims at high availability of the TCM’s fleet by keeping their many vessels at sea and operating at maximum performance.

SKF provides advice and support during all stages of the project, from customizing the instrument’s features in line with the customer’s needs and training the technical team to integrating the solu-tion with ship’s maintenance management system (MMS). SKF engineers also offer after-sales sup-port, providing expert 24-hour service to solve prob-lems and help maximize fleet availability. In addition to supporting modern maintenance strategies, this innovative solution also provides an easy way to check machine acceptance criteria after a machine repair in the workshop or onboard.

Taking the step toward condition-based mainte-nance does not have to be a large investment. “With the SKF Marine Condition Monitoring kit, we can identify and rectify problems at an early stage. In a short period, we managed to improve our machinery availability and reliability and reduce maintenance costs significantly. Overall, our invest-ment cost proved to be very low, compared to the benefits we gain from implementing this solution”, concluded Mr. Psaradakis.

Tsakos Columbia Shipmanagement (“TCM”) S.A. provides management, operation and crewing services for a diversified fleet of approximately 70 ships consisting of tanker, container and dry cargo ships with a capacity above 6.0 million deadweight tons (dwt).


Market News

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Vibration meter

We specialize in certified remote monitoring and analysis, supported by a full range of condition monitoring hardware and software.

So whatever the size or location of your fleet, we can help you reduce maintenance costs, maximize vessel uptime, safeguard your workforce and streamline classification processes.

For more information, contact your local SKF sales office and ask for the Reliability Systems Manager or visit www.skf.com/marine.

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SKF condition based maintenanceBecause with the right information, you can steer clear of trouble.

Marine_CBM_full26Feb09_English.indd 1 2/26/09 10:15:14 AM

Increasingly competitive market conditions mean that owners want to reduce energy con-sumption and lower their total costs regardless of how their ships are operating. The SIGMA SAILADVANCE range has been developed spe-cifically to cover a wide range of vessel types and operational conditions and guarantees significant cost reductions. These low-friction, self-lubricating antifoulings deliver reduced fuel consumption and improved tolerance to idle time.The SAILADVANCE range has been developed in the knowledge that to meet today’s market needs, a coating must cover a wide range of vessel types and operational conditions. SAIL-ADVANCE RX and GX meet this need whether the ship is sailing, idle or slow steaming, regard-less of being applied during new construction or during dry docking.The range currently comprises four coatings, including the SIGMA SAILADVANCE RX and GX products, which are two completely new formulations based on PPG’s own patented technologies. The range also comprises the SIGMA SAILADVANCE MX antifouling (formerly

branded as SIGMA SYLADVANCE™ 700) and the SIGMA SAILADVANCE DX antifouling (for-merly branded as SIGMA SYLADVANCE 800).The SAILADVANCE range is designed for all vessel types and operating speeds and is partic-ularly effective for slow-steaming because of the engineered CSP composition. The antifoulings also benefit from high-volume solids (up to 59%) for efficient application and evolve in a pattern of linear polishing, with consistent biocide release for predictable performance for up to 90 months.

New, high-performance technologyThe SIGMA SAILADVANCE RX and GX coat-ings are based on advanced technologies developed and patented by PPG that generate low friction, linear polishing, idle time tolerance and fuel savings. The self-release binder technology is based on Controlled Surface Active Polymers (CSP) that act on the coating/water interface as a lubricant, which supports laminar flow, thereby lowering the hull friction when the ship is sailing. In ad-dition, these CSPs (Controlled Surface Active Polymers) create a ‘slippery surface’ that will

increase the resistance to fouling when the ship is not sailing and, therefore, extend the possible idle days.

Features & benefits of SIGMA SAILADVANCE RX and GX:

• Designed for all vessel types and speeds and particularly effective for slow steaming because of its Controlled Surface Active Polymers (CSP) binder composition• Suitable for application at New Build and Dry Dockings• Fuel savings averaging 5%• Evolves in a linear polishing and consistent biocide release for predictable performance up to 90 months• Low friction properties from lubricating CSP suppressing turbulent flow• Extended idle days through the release effect of CSP creating a slippery surface• Constant surface activity, limited leach layer build-up• PPG patent on the use of Controlled Surface Active Polymers (CSP)


Article

Text by Sijmen Visser, Global Marketing Manager Marine, PPG Protective and Marine Coatings

SIGMA SAILADVANCE™ - a new standard in advanced antifoulings from PPG Protective and Marine Coatings

SIGMA SAILADVANCE™ RX and GX Advanced low-friction, self-lubricating antifoulings

PPG’s new SIGMA SAILADVANCE RX and GX antifoulingshave been developed with the primary aim of reducing energy and therefore lowering total operational costs.

Based on a new patented binder technology built on the Controlled Surface Active Polymers (CSP) inside, these coatings offer a self-lubrication and self-release mechanism resulting in low friction, idle time tolerance and fuel savings.

SIGMA SAILADVANCE RX and GX coatings offer:

• Fuel savings averaging 5%• Low-friction properties from lubricating CSP suppressing turbulent flow• Extended idle days through the release effect of CSP creating a slippery surface

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The company Turbo Belgium was originally established in 2008 by Paul Hagens, a man with years of extensive experience in the turbocharger business. Recently we became proud member of Turbo World Services, an international group with a worldwide network of partners.

Turbo Belgium tries to innovate continuously and therefore recently moved to a larger workshop situated in the middle of the Port of Antwerp (Port nr. 138), where we installed a new state of the art Schenck balanc-ing equipment.

We also provided this base service station with all the mandatory machines and tools in order to service all types of turbochargers. All our engineers and technicians have the experience and knowhow neces-sary in order to provide the service our clients need.

They are always ready to travel around the globe on short notice. This is the real strength of Turbo Belgium. As we often work with repeated orders from various shipping companies, as well with shore based power plants, this is an approach for us of measuring and monitoring the quality of our spare parts and provided services.

Field ServiceOur clients expect to get the highest quality of service, 24/7. Together with our team of service managers and managing assistants, our well skilled and experienced field service engineers can provide you with the reliable service you need, for all types of turbochargers.

Due to our global network of partners, Turbo Belgium & Turbo World Services have the possibility of sending out our engineers anywhere in the world, at short notice. Our engineers will not only take care of your problem, but they will also inform you how to get a better performance if necessary.

Our mission is to provide our customers with service and technical sup-port that meet their needs effectively.

WorkshopBlade repairPoor quality fuel can cause immense damage to a turbocharger. Incomplete combusted particles from the diesel engine can chip pieces from the blades and often bend them. The ‘blasting’ effect of these dirt

particles causes erosion while the high sulphur or water content of the fuel causes corrosion. Foreign objects passing through the nozzle ring also cause damage (pieces of broken valve, piston ring etc.).

Dynamic balancingDamaged rotor blades can cause imbalance. When the imbalance exceeds the permissible tolerance, vibrations which wear the bear-ing cause damage to the entire turbocharger. Extensive repairs and downtime are then unavoidable. The result is an unstable blade with an unbalanced rotor. After reconditioning the shaft and the turbine blades, the rotor will be balanced on our state of the art Schenck test bench. Once the rotor is placed on the balancing bench, every step is carefully handled accord-ing to the instruction book values.

After analysing the visual computerized system, the imbalances on the rotor are corrected by grinding down on the correction planes. Our experienced team of technicians adds clear and professional balancing reports to the client’s service report.

When requested, the dynamic balancing can be executed together with a surveyor of Lloyd’s Register, followed by a certificate.

Spare partsOur warehouse situated in the Port of Antwerp, contains a wide range of turbocharger parts, new and reconditioned, both original parts and Eu-ropean made parts with 1 year of warranty. Furthermore Turbo Belgium has a varied stock with a net worth of over 1.000.000 USD.

SNR Bearings and oil pumps can be purchased on direct sale base or on exchange base. We are committed to provide high quality products at competitive prices. We can quote you for all type of turbocharger spares, such as ABB, MAN, Mitsubishi, Holset, Napier, KKK, Garrett, KBB, etc.For the sale of several spare parts, such as rotors and casings, the Turbo World Services-group can also provide you with a Lloyd’s Regis-ter certificate.For more information, please feel free to contact us via [email protected] or [email protected] Belgium & Turbo World Services are Exclusively Represented in Greece by Euploia Drydocks and Services Ltd.

Our clients expect to get the highest quali-ty of service, 24/7. Together with our team of service managers and managing assis-tants, our well skilled and experienced field service engineers can provide you with the reliable service you need, for all types of turbochargers.

Market news

TURBO BELGIUMProud member of Turbo World Services

VAT BE0896 319 788

Haven 138 Boterhamvaartweg 2 unit 11

2030 ANTWERP – Belgium

T +32 3 685 20 24 E [email protected] F +32 3 685 61 11 M +32 496 217 304

TURBOCHARGER SERVICE & SPARE PARTS 24/7

AROUND THE GLOBE

SERVICE 24/7 SPARE PARTS Team of experienced engineers New Schenck balancing equipment New workshop located in the Port of Antwerp, dock 138 Network of partners worldwide

New & reconditioned parts with 1 year of warranty Bearings & oil pumps on direct sale base or on exchange base Varied stock of + 1m USD

Turbo Belgium & Turbo World Services are Exclusively Represented in Greece by Euploia Drydocks and Services Ltd.

21 Amfitheas Avenue, 175 64 - Palaio Faliro - GreeceTel: +30 210 94 00 660 - Email: [email protected] - Web: www.euploialtd.eu


ABB Turbocharging

Targeting safe working practices on a global level has become a key focus of ABB Turbocharging in recent years. One major aim has been employee safety when working on customer sites.

Text Paul A. Thomas, Photography Michael Reinhard, ABB Turbo Systems Ltd

Arming a workforce for change

ABB Turbocharging is present with its service business in over one hundred locations, in more than forty countries. Each of these sites has a highly skilled and dedicated workforce, trained to carry out all levels of service on ABB Turbocharg-ing products. But what happens when a product is not in the controlled environment of a factory or workshop? How can the same level of service and short engine downtime be ensured when a turbo-charger is installed in an engine room with limited lifting possibilities, or positioned on an engine two to three meters off the ground? These challenges are something which are faced by ABB Turbocharg-ing personnel on a regular basis.To target high risk activities and assist its global service employees in conducting safer and more efficient field service operations for customers, ABB Turbo- charging has implemented two new training programs. Called “Safe Lifting” and “Working at Height”, these programs are delivered to more than six hundred service personnel worldwide. Skill set for service personnelUp until the release of the programs this year, most certified training schemes for safe lifting and work-ing at height have been conducted by outside par-ties. These ensure a basic standard for each of the before mentioned activities, and are mostly focused on the risks or dangers foreseen in the building / construction industry. ABB Turbocharging has now developed measures that prepare service personnel with the necessary skill set and procedures required when conducting difficult field operations on customers’ sites. Examples of such operations are navigating and manipulating turbocharger com-ponents around the engine rooms of power plants, transferring components from a shoreline to an offshore vessel, or safe multiple lifting sequences in restric- tive environments, such as smaller fishing vessels or submarines.During the preparation of the courses ABB Turbo-charging committed to ensuring that only the latest state-of-the-art equipment and working procedures would be used in the training programs provided for its employees. Here, ABB Turbocharging was aided by the guidance and recommendations of specialist companies. These assisted in the development of the training programs, and helped with the simulation of the specific tasks faced by service personal during field operations. Over the duration

of the training courses – after first learning the theory underlying each subject – participants are required to demonstrate their practical competence. This involves being able to assess and plan safe lift-ing operations, i. e. to calculate the correct loading factors for the equipment used, identify adequate anchor points to support these loads for safe lifting and for attaching life lines for working at height. And they must understand the dangers of overloading or incor- rect usage/ installation of their equipment.

Safe training environmentThe training program makes use of modular train-ing apparatus, constructed out of scaffolding and engineered to withstand the various loading forces required during the practical exercises. This gives participants the advantage of being able to gain work experience in a safe, controlled environment in one of ABB Turbocharging’s global training hubs rather than on the job, as was historically the case.With these new programs being delivered world-wide, ABB Turbocharging’s customers not only benefit from more efficient and safer work practices on future jobs. They also have the opportunity to contribute to the program’s success by contacting their local ABB Turbocharging service provider for an assessment of their facility before their next overhaul is due, and therefore further reducing the risk of an incident on site.

ABB Turbocharging’s training targets safe operations.

In 2012 Paul A. Thomas joinedABB Turbo Systems Ltd as the Head of Network Standards & BU Service Network OHS Advisor to the Global Network Support Department. Lead- ing up to this he held multiple positions between 2007 and 2012 in ABB Turbo- charging in Dubai, where his final position was that of service manager. He originally began his career as a service engineer in Melbourne, Australia, in 2004. He holds a global MBA with Hult International Business School and a certificate in Mechani-cal Engineering from the Victorian University of Technology, Melbourne, Australia.

“Working at Height” is one of ABB Turbocharging’s training programs for service personnel.

ABB Turbocharging


ABB Turbocharging - Tips for the operator

Why Turbine Side Washing (TSW) and coated turbine blades safeguard the TPL-C turbocharger’s high efficiency in dual-fuel applications.

Easy procedures as long-term investments

Text Shailesh Shirsekar, Photography ABB Turbo Systems Ltd

Dual-fuel engines in marine and stationary applica-tions generally run most of the time in gas mode and some percentage of the time on diesel oil or heavy fuel oil (HFO). Normally, the lubricating oil used in these engines is the same as that used with standard HFO engines, where the Total Base Number (TBN) is typically 30 or higher.

Experience has shown that such lubricating oils, used together with HFO, create deposits when running in gas mode. The chemical composition of the high TBN lubricants reacts with the gas in the cylinders, resulting in the formation of substantial contamination on the turbine-side components.

Explanation of deposits build-upOne of the basic additives used in these lubricating oils to neutralize the acidic combustion products from heavy fuel compounds is calcium carbonate (CaCO3). The chemical reaction that takes place between CaCO3 and the combustion products from fuel and/or lubrication oil compounds, such as sulfur oxides, results in the neutralization product calcium sulfate (CaSO4). Analysis of the deposits from tur-bine blades have shown the main constituents to be calcium (Ca) and sulfur (S) along with oxygen (O), mainly originating from the lubricating oil.

Under certain conditions the calcium sulfate could also react with moisture/water and form gypsum, calcium sulfate with crystal water CaSO4·½H2O, which can be very sticky and could contribute to the formation of hard deposits. This is a white/light gray colored Ca-compound which is typically found in gas engine exhaust system deposits.

Turbine Side Washing (TSW)In general, how TSW is carried out will be based on the type of fuel used. A turbine wash interval of ~150 h can be used as default. The interval can be further extended up to 500 hours, being guided by experience.The wash procedure is the same as when running

on gas. Switching to diesel mode is recommended when starting the wash sequence.

Coated turbine bladesSince 2008 it has been possible to install 6 coated blades (dragons’ teeth) on the turbine as an option for ABB’s TPL-A and TPL-C turbochargers operat-ing on HFO. The advantages of coated blades are multiple:– They protect the standard blades from wear, thus avoiding the costly repair or renewal of the blades.– The tip clearance is maintained within the tolerance limit, which helps to safeguard the high turbocharger efficiency.– Thermal loading of the engine is reduced.– Eventually, this results in fuel savings.

Contamination buildup on dual-fuel enginesExperience has shown that there is also some hard contamination buildup on the turbine diffuser of turbochargers installed on Wärtsilä dual-fuel en-gines. The formation of this layer may lead to wear on the turbine blade tip during operation. Dual-fuel engines, especially when operated in gas mode, are also sensitive to an increase in the tip clearance between the turbine blade tips and the turbine dif-fuser. Based on the positive experience from HFO operation, ABB Turbocharging also recommends installing coated blades for turbochargers on dual-fuel engines.

Although the turbine diffuser is highly resistant to deformation, it can deform if water is injected at too high a temperature, in other words when the cooling time is too short. It is therefore recommended that the turbine diffuser be checked for any ovalness before installing the coated blades. An oval turbine diffuser can cause rubbing of the turbine blades, which will result in the blade coating wearing away. An ABB Service Station would be able to assist you in measuring and assessing the reusability of the turbine diffuser.

On April 1, 2015 Shailesh Shirsekar took over as Regional Manager, Service Sales for the Asia Pacific region. In his previous position as senior manager technical service his main activities were claim management, breakdown investigation and feedbacks to the technical department for product improvement. He joined ABB Turbo Systems Ltd in April 2002. A marine engineer with an MBA, he worked until 2000 as chief engineer on ocean-going ships – mostly very large crude carriers.

Since 2008 it has been possible to install 6 coated blades (dragons’ teeth) on the turbine as an option for ABB’s TPL-A and TPL-C turbochargers operating on HFO. The advantages of coated blades are multiple.

ABB Turbocharging - Tips for the operator

Coated turbine bladesThe coated blades feature a wear-resistant coating material at the blade tip. The coating material is also used in cutting tools and its application on the blade tip scrapes off the hard contamination buildup on the turbine diffuser.

The wash sequence– Record turbocharger speed, temperatures and charge air pressure at normal output.– Switch to diesel mode and reduce the load to achieve an exhaust gas tempera-ture < 430°C at the turbo charger inlet.– Let the material temperature stabilize for at least 10 (preferably 15) minutes at < 430°C.– Start the water injection and adjust the water flow as needed:• TPL67-C and TPL69-A = 18 l/min per turbocharger• TPL71-C and TPL73-A = 24 l/min per turbocharger• TPL76-C and TPL77-A = 37 l/min per turbocharger– Stop the water injection after 10 minutes.– Let the engine run at the same low load for another 10 minutes before switching to gas mode and resuming normal load. As an alternative, switch to gas mode after the water injection but stay at low load for another 10 minutes.– Repeat the speed, temperature and pressure readings after at least one hour at normal output. Use the readings to compare and judge the wash result.


In general, how TSW is carried out will be based on the type of fuel used. A turbine wash interval of ~150 h can be used as default. The interval can be further ex-tended up to 500 hours, being guided by experience. The wash procedure is the same as when running on gas. Switching to diesel mode is recommended when starting the wash sequence.

28 NAFS MAY 2015

SURVITEC GROUPDriving down operational costs

In what ways can Survitec help customers manage the cost of compliance with the international safety regulations on liferaft servicing?At Survitec we are continually working with ship owners and ship managers to improve their operational efficiency and drive down costs. This may involve providing flexible longer-term contracts, introducing a liferaft hire pro-gramme, leveraging our network of suppliers and service stations or simply making the most of our wide product offering by purchasing more items from a single supplier. In recent years there has been a growing interest in our Global Hire programme as vessel owners and operators explore new ways to reduce annual servicing costs, control budgets and increase operational efficiency.

More specifically, how can Survitec’s Global Hire programme help?Shipping companies can benefit enormously from a switch to hiring, rather than purchasing liferafts, for their fleet. Our programme combines the concept of exchange hire with extended liferaft servicing. With exchange hire, cus-tomers no longer have to consider the complexity and frequency of liferaft servicing. Survitec simply exchanges a vessel’s liferafts when they need to be serviced. The system is quick and efficient. As soon as the vessel docks, the switch is made. A newly certified raft replaces the existing unit. There is minimum disruption. This makes it much easier to work around more remote or difficult ports and vessels spend less time in port. The customer also spends less time managing the servicing logistics.Combine this approach with our latest RFD Extended Service Liferaft (ESR) and you are on to a winner in terms of the overall cost of servicing. Our ‘intelligent liferaft’ only requires servicing once every 30 months. The product features intelligent sensors that can feed information to an external monitoring device. This allows the raft’s condition to be checked while in service by a ship’s crew. It means our liferafts can comply with the International Maritime Organisation (IMO) guidelines (IMO MSC.1/Circ.1328) on extended service intervals.

What sort of savings could a typical ship operator expect?The financial benefits of an exchange hire package using Survitec’s RFD Extended Service Liferaft (ESR) are typically around 20-25% compared with a traditional procure-and-service approach. With exchange hire, costs are not only predictable but the overall cost of ownership is lower. There is no capital investment, depreciation or transport costs to consider. On a typical five year contract the liferaft is exchanged just once. Compare this to the servicing or exchange of a traditional liferaft, which would be four times in five years.

Survitec’s Global Hire package has been popular with cruise operators for a number of years. What about other vessels?All types of vessels, from container ships and tankers through to bulk carriers, are now benefiting from the reduced costs, increased flexibility and operational efficiencies that come from our Global Hire programme. It is proving increasingly popular with the large ship management companies, whether operating in local or global waters. We offer a range of flexible exchange hire contracts from 5 to 10 years. At the end of the term the agree-ment can be extended at a discounted rate. Contracts can also be terminated early without onerous penalties. Our list of satisfied customers now includes a growing number of European shipping companies.

Can you point to any specific examples?One company that has benefitted from this approach has been Chemikalien Seetransport (CST) GmbH, which operates a fleet of 29 vessels from its main office in Hamburg and a satellite office in Cyprus. In late 2013 CST decided to unify its approach to installing and servicing liferafts. It wanted to have one type of raft installed on all of its tankers and bulk carriers. It was a logical decision that made sound business sense. By opting for our Global Hire package they have managed to make significant savings, particularly on the cost of using transportation barges in remote ports. The company has also cut the time and cost it spends on administra-tion.

How big is Survitec’s Global Hire programme worldwide?Survitec Group is a global leader in the manufacture and service of safety and survival equipment and our Global Hire programme has a proven track record in the industry. Now in its tenth year of operation, we currently have 9000 hire liferafts in operation of which over 5000 are extended service liferafts on exchange hire contracts.Through our representatives on the ground, our local service station network and our partnerships with reputable local agents, we offer our customers in Greece support 24/7 on all global hire contracts. Survitec is a well-estab-lished player in this market and we believe the concept of exchange hire, underpinned by the extended service liferaft, has truly come of age.

A slowdown in global commodity markets alongside the Greek financial crisis means the country’s shipping industry is facing another tough year. Greece’s merchant fleet includes about 4,000 vessels, which represents about 16% of global cargo tonnage. Malcolm Barratt, Survitec’s Global Hire Sales Manager, explains how he is working with the industry to help drive down operational costs for Survitec’s customers without compromising on safety.

Malcolm Barratt,Survitec’s Global Hire Sales Manager

Interview

SURVITEC GROUPGLOBAL EXCHANGE HIRE OF

EXTENDED SERVICE LIFERAFTS

Exchange------------------------------------------------------------

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

arrive at port...

Reduced Administration

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

Our dedicated Global Hire team will take care ofservicing schedules - you only need to tell us

where your ship will be...

Flexibility------------------------------------------------------------

Begin with only with one vessel and add more as and when existing liferafts are due

for a service...

Reduced Total Cost of Ownership

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

No capital investment, no depreciation of assets, just the guarantee of a fully serviced,

high quality product on board...

For further information please contact your local expert, Malcolm Barratt.Tel: +30 698 004 2468 / Email: [email protected]: www.survitecgroup.com

NAF Survitec Advert_V4.indd 1 11/11/2014 14:04


NORSAFE ASVery much prepared to meet future challenges

Do you believe that navigating the Arctic Sea Route, life, property, environment might be at risk or not and why?The simple act of navigating in itself always involves a part of risk. The art of Navigation not only demands com-petence, knowledge, attitude, understanding of the dangerousness, it also demands the seamen’s acquaintance with the environment. Consequently, it goes without saying if navigating is by fact a hazardous activity, all naviga-tions in polar region are connected with risk.However this risk can be substantially reduced, proper measures along with training and preparation shall contrib-ute to a safer navigation of these seas.As part of the measures, the Polar Code entering into force January 2017 which addresses the following issues and will prepare the seafarers to navigate these waters.Among the different chapters, 3 being very important ones, namely1. CHAPTER 2 - POLAR WATER OPERATIONAL MANUAL (PWOM)2. CHAPTER 8 - LIFE-SAVING APPLIANCES AND ARRANGEMENTS3. CHAPTER 11- VOYAGE PLANNINGThese chapters are giving guidelines on how to operate in these waters.

Safety very much depends on the proper condition of the equipment, proper procedures and the skill and team spirit of the crew. What is your opinion about that? Proper maintenance of LSA equipment is crucial for a safe and reliable operation, especially in harsh environ-ments as the polar waters. In our opinion, training in both maintenance and operation are a must in order to prepare for the worst. If the worst scenario should happened, a well-trained crew team and proper maintained lifeboat system could be the difference between survival or not.

Many technologies that are commonly used in more temperate areas, such as conventional lifeboats may not work in the Arctic environment. Do you believe that conventional lifeboats or liferafts are designed for safe evacuation in Arctic ice conditions, as well?Technologies and materials to be used in low temperatures need to be specially designed for this. For examples, the grade of steel used in the lifting equipment. Electrical, hydraulically components and oil need to be designed for low temperatures.The POLAR Code requires more equipment, such as personal and group survival kit, which will put extra weight on the boat and davit system. The Code also set a minimum of a survival habitat to 5 days, meaning more food and water, again extra weight.This extra weight is not taken into account in design of the standard SOLAS (LSA Code) lifeboats.The result of this is that the existing lifeboat and davit design will not meet the requirement as is.

Does your company proceeds with novel safety services especially designed for the Arctic Sea Route? Would you like to analyze those services?As we are a LSA manufacturer we do not demonstrate any services within the “Arctic Sea Route”. However, we do produce special designed lifeboat and davits for this trade.

Would you like to explain what the following points mean for Norsafe?1) Norsafe is a global market leader in marine life-saving systems for the merchant and offshore markets This means that in order to maintaining this position we, Norsafe, need also to be the leader in research and development of new and useful lifesaving equipment.

2) Design and develop high quality products in consulting with wide groups including customers, equip-ment end users and regulatory authorities. The equipment end-users are our most valuable source of improvements. In addition, close cooperation with the regulatory authorities are of outmost importance in order to improve the regulation to better save lives.

3) Norsafe is well prepared to meet future challenges, with a wide range of products, updated “state of the art” production facilities and innovative technology. Norsafe is very much prepared to meet challenges within the future requirements from regulations, standards and customer demands.Norsafe is just now developing lifeboat systems to meet, not only the POLAR Code, but also the different clas-sification societies’ requirements.

Norsafe is the global market leader in marine life-saving systems for the merchant and offshore markets. Norsafe manufactures the largest free fall lifeboat in the world, certified for a drop height of 47 meters, and has also received several Design Awards for its products. Nor-safe supplies and sells davits to fit all of our boats, - using our many years of combined experience and know-how to develop failsafe solutions that exceed industry standards.

Nils-Arild Henriksen,Manager Regulatory affairs.Norsafe AS

Interview


4) The concept behind Norsafe Academy Hellas.Located at the port of Lavrio in Greece, we propose courses especially designed for merchant crew, technical personnel and class representatives. Providing mandatory certification, preventive maintenance as well as operational courses, the training center gives the opportunity to carry out “hands-on” training with Norsafe Liferaft, FreeFall LifeBoats with davits, Conventional Lifeboats and Fast RescueBoat with davits. LSA specialists, Norsafe Instructors conduct training on new and modern equipment, dispensing their expertise throughout the world in the aim of ensuring the crew has the required competence needed to a success-ful evacuation process. The courses can be held in-house, offshore or at our facilities.Safety committed, Norsafe Academy has the mission to deliver hands-on LB training to ensure participants familiarization. Please give the company profile of Norsafe. Norsafe is the global market leader in marine life-saving systems for the merchant and offshore markets. Our company has grown rapidly over the past 25 years – from a small Norwegian company into a multinational group, with a worldwide presence.Norsafe manufactures the largest free fall lifeboat in the world, certified for a drop height of 47 meters, and has also received several Design Awards for its products. Norsafe supplies and sells davits to fit all of our boats, - using our many years of combined experience and know-how to develop failsafe solutions that exceed industry standards.Our policy has also been to strengthen the service network to support delivered equipment throughout its life span. Norsafe operate their own service hubs in most key ports, and with a network of service partners, offering a truly world-wide service network. Norsafe is well prepared to meet future challenges, with a wide range of products, updated “state of the art” production facilities and innovative technology. We were the first European lifeboat manufacturer to invest in full production facilities in China. Norsafe also an advanced davit manufacturing site in the west of Norway and a full production unit in Greece.Norsafe Watercraft Hellas employs 98 people who can be considered special-ists in manufacturing lifesaving equipment due to the experience that has been acquired over the past 40 years and even more so now, with Norsafe AS who is considered a world industry leader. Norsafe Watercraft’s range of products includes free fall and conventional lifeboats, partially enclosed lifeboats, rescue and fast rescue boats, patrol boats, pilot boats, ship tenders and ship to shore tenders. In addition a wide range of davits can be supplied to suit all aforementioned boats.

The company as part of the Norsafe Service Network has a strong and compe-tent service team that can offer:•24hour service & spare parts •Annual and 5 year inspections•Re-hooking, upgrading & refurbishments of most kind of lifeboats. •Service engineers ready for prompt departure to all locations either from Greece or from a number of Global Service Partners established in all main port locations.•Maintenance programs for fleet operations based on ‘Fleet Agreements’.In parallel to building lifesaving appliances, Norsafe Watercraft Hellas through its Academy located in the port of Lavrio- Greece also provides the following train-ings for daily operation & maintenance of lifesaving equipment, such as:•OEM product training,•Operation and maintenance training,•STCW training courses.

Market News

New world record to NorsafeNorsafe set a new world record June 25, 2015, when the 70 passenger GES50 MKIII was dropped from 40 meters with 10 persons on board. There has never before been a staffed lifeboat dropped from this height.“The feeling of diving into the water was amazing. It was even more exciting to know that no one else has done this before”, says Michael Røssland, Vice President Norsafe Academy Rosendal.The drop was completed successfully, and the triumphant crew emerged to an applause from the supporting crew and technical staff. “The feeling of be-ing weightless for more than 3 seconds of time felt like forever, although the wait up until the actual drop felt much longer. The crew was also surprised of the low G-forces/impact realized during the drop, and were therefore very pleased with the successful endeavor. “We knew in advance that there were no risks associated with the dropping of the lifeboat from the 40 meter height”, said Røssland.The free fall model used was a Norsafe GES50 MKIII with a capacity of 70 passengers. This is one of the largest and most advanced lifeboats in the world. Norsafe also holds the world record for highest drop without passen-gers on board. This record is 66.8 meters, and the drop was carried out with a Norsafe GES52, the largest free-fall lifeboat currently built by Norsafe.Norsafe’s newly opened training and test center in Rosendal, is capable of performing such unique drop tests. The new tower for free fall boats is 60 meters high and can perform drops up to 40 meters with crew on board. Accordingly, standard training drops utilizing free-fall lifeboats are arranged from 19 meters height.


Article

The ultimate solution with de-icing system for arctic environments

Glamox Group

LED-LIGHTS Solutions by GLAMOX

MAX ICE Glamox is the first lighting manufacturer to develop an Ex luminaire with constant high light output in cold areas. We have used our ex-pertise and know-how to make a luminary that stands the test of temperatures down to -41 ºC and up to +45 ºC. MAX ICE is covering the demands from ship owners who require luminaires for arctic areas. MAX ICE has a minimum lifetime of 50 000 hours, increasing at lower temperatures. Below 0 ºC, expected lifetime is up to 100 000 hours.

EXCELLENT LIGHT OUTPUT The light output for emergency light in minus degrees is excellent, the battery will also be charged at low temperatures. There is no glare, and the colour rendering is optimal.

ACCORDING TO MARINE REQUIREMENTS MAX ICE is designed according to IECEx, ATEX, Ex e hazardous areas and marine requirements. The housing is made in deep drawn acid proof stainless steel.

QUALITY BUILT ON YEARS OF EXPERIENCE MAX ICE is built with a high tolerance-level for severe vibrations. It starts and restrikes in cold areas, and is easy to install and maintain. MAX ICE is built on knowledge from the MAX range and long experience from the offshore market.

The Series 65 LED Navigation light with its innovative LED technol-ogy is the right light solution for arctic environments. It withstands very low and high ambient temperatures. Compared with conven-tional navigation lights, it sets new standards in terms of efficiency, lifetime, cost effectiveness and maintenance.

LED OUTPERFORMS CONVENTIONAL SOLUTIONS Depending on the ambient temperature, the LEDs offer a lifetime up to 110,000 hours. Cost intensivemaintenance is kept to a minimum. Series 65 consumes down to 2 W. That represents a reduction of up to 95% in comparison with conventional incandescent light bulbs.

EXTREMELY SAFEDue to the long lifetime of the LEDs there is no need to change the light source in rough environments.SPECIAL DE-ICING FUNCTION The de-icing function consists of a self-regulating processor con-trolled heating system and is more efficient than a standard 65 watt incandescent light bulb.

HIGH LEVEL OF RELIABILITYThe main and the back-up systems are compactly

integrated into one housing and galvanically isolated.

OPTIMISED THERMAL MANAGEMENTThe special engineered heat sink in combination with the heating system minimise the effectsof high/low ambient temperatures on the lifetime of the LED system.


Glamox Group Article

Glamox Group The Glamox Group is a global organization, with 1300 employees and sales and produc-tion in several European countries, as well as in Asia and North America. The annual turnover is EUR 268 million (2014). The Group owns a range of quality lighting brands includ-ing Glamox, Aqua Signal, Luxo, Høvik Lys and Norselight. Glamox is committed to meeting customer needs and expecta-tions by providing quality products and solutions, service and support. www.glamox.com/gmo

Agent for Greece: INTRA MARE www.intramare.gr


Market News

ABS, a leading provider of maritime and offshore classification services, is pleased that the International Maritime Organization (IMO) has formally adopted the remaining parts of the International Code for Ships Operating in Polar Waters (Polar Code).

According to ABS Shared Technology Director James Bond, an active participant on the IMO group tasked with establishing new require-ments, the Polar Code is essential for industry. “The formal adoption of the Polar Code is a powerful step forward toward safe and sustain-able Polar activities,” he says, noting that this milestone is the result of more than two de-cades of work led by the IMO to promote safety and reduce maritime environmental pollution in Arctic and Antarctic waters. The Polar Code, formally adopted on 15 May 2015 at the Marine Environmental Protection Committee (MEPC) meeting in London, cov-ers a broad spectrum of design, construction, equipment, operational, training, search and

rescue and environmental protection mea-sures. It is the first mandatory IMO instrument to formally introduce the notion of ice classes and sets a new precedent for the certification and approval of onboard equipment and safety systems exposed to low air temperatures and ice accretion. Entry-into-force is set for 1 Janu-ary 2017. The Polar Code will require ships operating in Polar waters to have a Polar Ship Certificate that states operational limits and the Polar Service Temperature for the ship. Operational limits are to be established based on proce-dures recognized by a flag administration per a circular being developed by the IMO.

Working through the International Association of Classification Societies (IACS), ABS played a leading role in developing POLARIS, a proce-dure that can be used to establish operational limits. ABS is streamlining the application of POLARIS guidance for use by operators and is prepared to coordinate with major flag adminis-

trations to clarify varying interpretations.

Recognizing the industry need for information as regulations change, ABS will publish the ABS Advisory Note on the Polar Code as an introductory knowledge book and general guid-ance in late 2015 to assist operators working to address compliance challenges. As a member of IACS, ABS has been integral in developing and promoting the IACS Unified Requirement for Polar Class Ships, which are directly referenced in the Polar Code’s regula-tions for hull structures and machinery. ABS representatives are working within IACS in various hull panel and machinery project teams to further improve these standards and develop effective unified interpretations, guidance, and new harmonized requirements to support the IMO regulations. Bond, who chairs the Expert Group to coordinate all Polar Code related task items within IACS, has participated as a mem-ber and technical adviser to the US delegation to IMO on Polar Code matters.

Polar Code Approval Establishes Industry Milestone

ABS Supports AMVER Awards Honoring Norway’s Commitment to Safety At SeaClassification society attends ceremony at US Embassy in Oslo recognizing local contributions to unique reporting system.

ABS, a leading provider of classification services to the global marine and offshore industries, con-tinued its long-standing support for the AMVER Awards at a ceremony in Oslo on Wednesday 3rd June.Hosted by The Acting Deputy Chief of Mission of the Embassy of the United States of America, Ms. Carmela Conroy, together with the U.S. Commer-cial Service, ABS and Applied Weather Technol-ogy, the ceremony took place at the US Embassy Residence. In 2014, 444 ships from 48 Norwegian companies received awards for making themselves available to assist in search and rescue activities anywhere in the world. Eleven Norwegian ships diverted to assist in these operations and saved four lives in 2014. “ABS is honored to support the AMVER Awards which recognizes the heroic efforts of the compa-nies and crews who go to the assistance of ships and people in distress at sea,” said Kirsi Tikka,

President and Chief Operating Officer, Europe Division, ABS. “It is important that the wider mari-time community recognize the significance of their efforts and the contribution that AMVER Members make to the safety of the global maritime com-munity.” “Volunteering to deviate from your course does not come without a cost. The US Coast Guard is

cognizant of this cost and thankful for our partners in the commercial shipping community who have supported AMVER for more than 56 years,” said Benjamin Strong, AMVER Director. “AMVER ships saved a total of 1,330 lives in 2014 and whether it is another commercial vessel, a yachtsman or a migrant in peril at sea an AMVER ship is ready and available to assist.”

ABS supports IMO adoption of a mandatory Polar Code

nafs March 2014 55


Article

in ECAs after 1st January 2015

Alfa Laval

The game-changing legislation taking effect 1st Janu-ary 2015 will reduce the allowed sulphur content for fuel burned in marine engines from 1.00% to 0.10% in Emission Control Areas (ECAs). Understandably, many ship owners and operators have questions about the huge impact this will have on their vessel’s fuel handling.Vessels can comply with the legislation either by installing a scrubber and continuing with HFO, or by using low-sulphur (LS) fuel when operating in ECAs. For those that choose the latter,it will have a major effect on the vessel’s fuel handling. Among other things, it will necessitate both the con-version of fuel tanks and the addition of fuel cooling equipment to secure the viscosity of the engine’s fuel supply.In this paper, we explore the operational implications of the ECA fuel change. The first part deals with overall issues such as equipment preparation and fuel storage, while the second part deals with the specific chal-lenges of common LS fuels and emerging alternatives.

Fuel handlingFuel issues This section deals with key issues raised by the change in fuels. While the underlying factors are the same, the considerations differ depending on how much time the vessel spends in ECA operation.

The underlying factorsFor the last 30 years, vessels have been designed for HFO operation. Today all engines, both main and auxiliary, can run on HFO. This means that all systems – tanks, separators, pumps, filters, boosters and engines – are made to handle high- density, high-viscosity oil that requires a great deal of heating energy.HFO with 1.00% sulphur is essentially “normal” HFO with a lower sulphur value, which means

it is handled in the same way as other HFO. While the vessel is technically handling two grades of fuel, its operation is the same in practice: the fuel must be heated the whole way from storage tank to engine inlet.By demanding fuel with 0.10% sulphur, MAR-POL Annex VI is causing a paradigm shift in the marine industry. To meet the legislation, vessels must change to other fuels, the most likely be-ing gas oil (DMA, DMZ and DMB). Yet the fuel buyers are not the only ones affected.Fuel production is also changing, including the way that gas oil is manufactured at refiner-ies. One result of this is the greater amount of wax found in marine diesel oils and marine gas oils. When ordering DMA, DMZ or DMB, the fuel received today will be different from the oil received in the past, which leads to new

considerations.These factors affect all vessels in ECA operation. However, the issues are different for vessels in 100% ECA operation than for vessels that travel in and out of ECAs.

Issues for vessels in 100% ECA operationFor vessels without a scrubber that spend 100% of their time in ECA operation, there is no alternative but a fuel with a maximum 0.10% sulphur level.The tanks must therefore be prepared for this kind of fuel, i.e. stripped and cleaned. Simply emptying the tanks and filling them with the new fuel is not a good solution, because the LS fuels currently in the tanks contain at least 1.00% sulphur. The new fuel’s sulphur content


Alfa Laval

is already so close to 0.10% that even small amounts of the 1.00% fuel will put its sulphur level out of compliance.Accumulated pollution in the tank is also an issue, especially if a long time has passed since the last tank cleaning. If the pollution is considerable, it may contaminate the new fuel to a level where even the separator will have problems removing it. Lighter fuels will have a washing effect on the tanks, causing pollution to come loose over time and contaminate the fuel for a lengthy period to come.The only viable solution is thus to empty the tanks and to clean them to a point where the new fuel will not be contaminated. Keep in mind that pipes and other equipment like filters and strainers also contain high-sulphur fuel, which means it may take time until the high-sulphur fuel has completely left the system.Remember as well that MGO/MDO, unlike HFO, is prone to bacterial growth. The operator should make an inspection during tank cleaning to ensure that water does not enter the storage tanks.Finally, when changing to MGO/MDO it is possible that the pumps in the booster system

will begin to leak due to sealing wear that has been plugged by the higher-density HFO. When the HFO is washed away, larger gaps in the seal will allow the lower-density MGO/MDO to escape. This can be avoided by changing to magnetically coupled pumps that are absolutely leakage-free.

Issues for vessels travelling in and out of ECAsBefore the new ECA legislation, MGO/MDO was only used for auxiliary engines and boilers when at berth in ECAs. This meant only a lim-ited amount was needed. Now, when LSMGO/MDO is required for the main engine as well, vessels travelling in and out of ECAs will have to calculate their consumption and be sure to have a sufficient amount on board. The ex-tended storage poses significant challenges.Above all, it is absolutely paramount that MGO/ MDO is never mixed with HFO. There are several reasons for this, but the most impor-tant is the fuel sulphur level. Since LS fuel is already very close to the 0.10% limit, even a little high-sulphur fuel mixed in will make it non-compliant.

The supplier is responsible for seeing that the fuel sulphur level complies with MARPOL An-nex VI when delivered. However, if the sample takenduring bunkering shows the correct value and the sample taken at the engine inlet shows an elevated sulphur level, it is the vessel’s respon-sibility – and the vessel will be fined.Yet another reason to avoid mixing is fuel stability. The mixing of HFO and MGO/MDO is a known issue that can lead to unstable oil. In addition, there are indications that MGO/MDO and new alternative oils can become unstable when mixed. Alfa Laval’s recommendation is to keep the fuel types absolutely segregated, and to have dedicated tanks for the LS fuel used on board.Due to the larger amount of MGO/MDO needed for ECA operation, some HFO storage tanks will need to be converted into MGO/MDO stor-age tanks. In other words, some bottom tanks and wing tanks previously used for HFO will now be used to store gas oil. During the con-version, it is important that checks are made to secure adequate storage for the new fuel.

Article

Article

Alfa Laval

Fuel challenges This section deals with specific fuel handling aspects and provides Alfa Laval’s fuel handling recommendations. It covers aspects common to LS fuels, as well as aspects specific to certain grades and new LS fuel alternatives. When considering alternatives for meeting the 0.10% sulphur limit in ECAs, it is important to differ-entiate between alternatives from established suppliers and alternatives from independent fuel suppliers.

Fuel heatingBelieving that heating is not necessary with gas oil, some operators consider blocking off the tank heating in order to prevent water from leaking heater coils from entering the tanks. However, this is a misunderstanding that can prove expensive in the end. Heating is still needed for gas oil due to the increasing amount of wax it contains. More-over, some of the alternative fuels now entering the market must be handled in the same way as HFO, as will be discussed later.Handling recommendations:• Keep the MGO/MDO in the storage tanks at 30°C, especially during winter conditions, to prevent wax formation where the fuel meets outside temperatures.• If a separator is used to clean the MGO/ MDO, a preheater should be used to raise the tem-

perature to 40–45°C. This will ensure that the wax is not removed in the separator.• If an alternative fuel is used, be sure to store it at a correct temperature for that fuel, which is usually 10°C above its pour point.

Water intrusionOne of the issues in storing MGO/MDO on board is the risk of bacterial growth in the oil, a problem that cannot occur with HFO. The only way to avoid bacterial growth for certain is to removethe oxygen-rich water from the oil, as bacteria are dependent on oxygen and water to grow.The conversion of bottom and wing tanks for LS fuels creates a water removal issue, because these tanks offer no possibility of drainage. Alfa Laval recommends installing a small separator such as the MIB 303 purifier, which will remove the water from the tanks and prevent bacterial growth. In addition, the separator will clean the oil and keep it free of other contamination.Handling recommendations:• Keep the tanks as full as possible when storing fuel for longer periods, because there will always be some condensation in the tanks. The less area there is for water to gather, the less water will enter the oil.• After conversion and cleaning, check the tanks for leaks from the heating coils. Also checkfor water intrusion from other tanks, e.g. ballast tanks and cargo tanks, or from outside via

cracks in the hull.• If there is no possibility of drainage, a small separator should ideally be installed to remove the water. Specific considerations for DMA, DMZ and DMBDMA and DMZ are essentially the same fuel with different viscosities according to ISO 8217. DMA has a viscosity of 2cSt @ 40°C, while DMZ has a viscosity of 3cSt @ 40°C. The advantage of these fuels is that they are well-known products that are generally available everywhere, although the law of supply and demand might cause this to change after 1st January 2015.The sulphur level in these fuels according to ISO 8217:2010 is a maximum of 1.50%, so the buyer must specify the 0.10% needed for ECA operation. When travelling to ports in winter conditions, it is also important to specify winter-grade fuel when ordering.Because DMA and DMZ are clear and bright, it is not easy to add other products that might contaminate them. What can be added, as is already being seen, are biofuels. These should not be in the fuel according to ISO 8217, but they are almost impossible to avoid due to the way that gas oils are handled.The issue with biofuels is that they are hydro- philic, which means they retain water on a molecu- lar level. Since this can promote bacte-


Alfa Laval

rial growth, it is another argument for installing a small separator to remove water from the storage tanks.DMB is yet another gas oil with almost the same characteristics as DMA and DMZ. However, the density, water content and total sediment allowed for DMB by ISO 8217 are slightly higher.The drawback with DMB is that the fuel is not necessarily clear and bright. It may contain more contamination and should always be cleaned with a separator before use. Like DMA and DMZ, it may contain biofuels and a sulphur content of 0.10% must be specified when ordering.Handling recommendations:• For the greatest safety, run all fuel through a separator to ensure the removal of all contami-nants – including water.• If the fuel is not clear and bright, it should absolutely be cleaned in a separator before consumption. Some fuels are dyed black, and there is most likely a reason for it. These fuels may contain even more contamination, e.g. cat fines.• The separator must be independent from the usual HFO separation system, due to the higher sulphur content of the HFO.• Due to wax content, a heater should ideally be used to heat the oil to 40–45°C.

Alternative fuels from major suppliersSome major oil suppliers have introduced new fuel grades to meet the demand coming in 2015. These fuels are most likely of good qual-ity, produced from well-known sources and not likely to damage machinery or be harmful to the vessel’s crew. They will not be available to

bunker traders and are only being sold through major suppliers.What must be remembered is that marine fuel is only 2–4% of the total fuel market. It is a side business for the major suppliers. When they introduce marine fuels, it is only because the market is there and the fuels cost nothing extra to produce. The fuels will be available only in certain areas of the world, and only when it is convenient for the supplier.Preparing a vessel to operate on these fuels alone is thus a questionable approach. If the fuels are unavailable, the vessel will need to take whatever is on hand. This may be MGO/MDO that has to be cooled before consump-tion, or alternative fuels from bunker traders where quality might be an issue.Handling recommendations:• The fuel should not be mixed with other fuels. Mixing could create instability that would render the fuel useless.• In most cases, the fuel should be treated in the same way as HFO with regard to heating and separation needs.• The fuel cannot be separated in the same system as normal HFO, due the normal HFO’s higher sulphur content.• The separation temperature must be set ac-cording to the viscosity of the oil. Example: Fuel with a viscosity between 25 and 45 cSt@ 50°C corresponds to IF 40 type oil in the Alfa Laval capacity table, which means a sepa- ra-tion temperature of 80°C should be sufficient.• If the separator used is of the purifier type, the gravity disc will need to be adjusted according to the oil’s density.

Alternative fuels from bunker traders

Some major bunker traders are also introducing their own blends for compliance with MARPOL Annex VI. These fuels may or may not be of good quality, and they may have components that are not usually found in fuel oils.It is important to remember that the change in ECA legislation concerns only the sulphur content of the oil. All other parameters are operational issues. This means that sulphur content is the only parameter the suppliers are blending for, and the results may vary consider-ably depending on the chosen cutter stock. Certain types of chemical waste can theoreti-cally serve as good cutter stock, for example, but the result will have a devastating effect on onboard equipment.In other words, these fuels must be approached with caution. Some independent bunker trad-ers are known to use blending stocks that are not traditional, but which are convenient and cheap. This can lead to oils that are dangerous to handle and use aboard ships, even if ISO 8217 states that the oil should be free of chemi-cals that are harmful to crews and equipment.If there is an increased demand in the market for alternative LS fuels, it may lead some of these brokers to use cutter stock they would not use otherwise – either deliberately or by accident.Handling recommendations:• The fuel should not be mixed with other fuels. Mixing could create instability that would render the fuel useless.• In most cases, the fuel should be treated in the same way as HFO with regard to heating and separation needs.• The fuel cannot be separated in the same system as normal HFO, due the normal HFO’s higher sulphur content.• The separation temperature must be set according to the viscosity of the oil, as with alternative fuels from major suppliers.• If the separator used is of the purifier type, the gravity disc will need to be adjusted according to the oil’s density.

General recommendations for fuel handlingCare must be taken when separators and pumps are serviced. Due to the risk of harmful chemicals present in the oil, surgical gloves are recommended to prevent any skin contact with it. The chemicals are not normally found during testing unless additional tests are performed. Be sure to smell the oil as well. Some oils have a strong and unfamiliar smell that may indicate the presence of chemical contamination. If the oil’s smell is strong, be careful when handling it. Use gloves and be sure to secure good ventilation.

Article



Market News

Trends in pricing are an obvious factor to

consider when examining the feasibility

of new fuels, but sustainability and safety

also have an impact on the ultimate

affordability of change. DNV GL has

released a position paper that presents a

methodology for evaluating alternative

fuels, adding sustainability and safety

considerations in the discussion.

“The Fuel Trilemma: Next Generation of Marine Fuels” looks at the rapidly diversifying fuel market from the perspective of affordability, sustainability and safety. These three factors will govern the importance of any energy source chosen to meet regulatory requirements for CO2, SOx and NOx – requirements that are already pushing the limits of what can be achieved with conventional fuels and exhaust gas cleaning technology.

A growing diversity of fuel options has seen LNG becoming well established and opened some potential for biofuels to gradually replace fossil fuels. Electricity from the grid, methanol and hydrogen have their place for certain geo-graphic areas and ship types, too.“In all cases, the cost associated with machin-ery, as well as the expected fuel price, will play a dominant role for shipowners as they make changes to their fleet,” says Christos Chryssa-kis, Senior Researcher at DNV GL. “However, safety and sustainability have an impact on affordability. Sustainability, assessed from a lifecycle perspective, will determine the avail-ability of various fuels in the future, and could constrain the energy mix locally or globally.“Novel design solutions may introduce a level of complexity that affects newbuilding costs and operational reliability. Even well-known solutions such as LNG involve considerable ship design and equipment changes to ensure safe operation.” But there are external risks to be considered. A major accident could turn

regulators and the general public against an otherwise promising fuel option. “DNV GL advocates that the risks are manageable. One of the premises is that safety should head the agenda from the very beginning of a ship design project,” says Chryssakis.The position paper analyses affordability, sustainability, safety and reliability and includes case studies involving LNG, shore-based electricity, biofuels (including pyrolysis oil and biomethanol) and hydrogen. It presents the benefits and challenges for each option.

DNV GL takes a broad view on the cost of safety and sustainability to alternative fuels

DNV GL’s unmanned FLNG Concept boosts safety and reduces costsDNV GL has developed a new unmanned floating LNG concept that overcomes many of the chal-lenges currently faced by those looking to unlock the potential of remote offshore gas fields.Called Solitude, the concept demonstrates how technological advances – most of the technology already within reach - can be combined into a solution that offers some 20 percent reduction in annual OPEX, only adding a few percent increase in CAPEX and at the same time increase the overall safety.FLNG technology is developing rapidly as part of the industry’s quest for resources in more remote waters. A number of concepts have been discussed, but only a few are currently under con-struction, as many oil and gas companies have experienced double-digit growth in both capital and operational expenditure over the last decade.Foreseeing the need for more remote projects to be able to overcome even more challenging cost barriers, whilst still meeting increasingly stringent safety and environmental standards, DNV GL embarked on an Extraordinary Innovation Project to explore the future of LNG technology. “Solitude has been developed with maintainability foremost in mind,” says Elisabeth Tørstad, DNV

GL CEO Oil & Gas. “By changing the focus from maximum efficiency to maximum reliability, and selecting robust processing options with built-in redundancy, we were able to develop a solution that ensures production levels and boosts the economic viability of FLNG projects.”Solitude makes use of advanced but mainly avail-able technology to provide its power. Power that would otherwise be generated by high-mainte-nance gas turbines can as an example be gener-ated by fuel cells. This improves power generation reliability and reduces the unit’s environmental footprint.Equipment throughout the FLNG is modularised and monitored from shore with much of the routine maintenance and fault correction carried out by self-programming autonomous inspection and maintenance units (robots). The topside has a system of rails that run along each process train, providing these robots with access to all the equipment.Wireless sensor networks act as eyes, ears and noses, feeding information to a condition monitor-ing system that overseas fault detection, proactive maintenance and repair planning.As there will be no one living on board or working

on the topside during normal operation, the asso-ciated personal safety risks are eliminated. When people do enter for large maintenance campaigns, the topside would be prepared for a safe working environment. A new support and accommodation vessel concept and its associated docking system on the FLNG further boost the safety of interven-tions. “Existing frontier oil and gas projects have resulted in tremendous technological develop-ments, particularly in the subsea realm, and Soli-tude draws on this,” says Ms Tørstad. “Operators are already controlling subsea installations and simple, fixed offshore installations from shore. Given the on-going advances in autonomous sys-tems and remote operations, unmanned offshore installations are a natural development over the next few decades.”“While Solitude is a holistic concept, many of its solutions can be implemented independently – and some are already available today. These projects are our way of thinking out loud. Our aim is to present high-level concepts that can form a basis for discussion and be further developed in collaboration with the industry. We see Solitude as a new opportunity for the future,” ends Elisabeth Tørstad.

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Market News

Στην διεθνή άσκηση «TRITON 2015», που πραγματοποιήθηκε την Τετάρτη 3 Ιουνίου στο πλαίσιο του εορτασμού της Παγκόσμιας Ημέρας Περιβάλλοντος, συμμετείχε με μεγάλη επιτυχία η ΤΕΧΝΙΚΗ ΠΡΟΣΤΑΣΙΑΣ ΠΕΡΙΒΑΛΛΟΝΤΟΣ Α.Ε. (ΤΠΠ).Η άσκηση συνδιοργανώθηκε από το Αρχηγείο Λιμενικού Σώματος - Ελληνικής Ακτοφυλακής, τον Ευρωπαϊκό Οργανισμό για την Ασφάλεια στη Θάλασσα (European Maritime Safety Agency - EMSA) και τα Ελληνικά Πετρέλαια Α.Ε. (ΕΛ.ΠΕ.) και αφορούσε περιστατικό διαρροής 700 m3 βαρέος κλάσματος πετρελαίου (Heavy Fuel Oil – HFO) από δεξαμενόπλοιο το οποίο προσέκρουσε στις εγκαταστάσεις των ΕΛΠΕ στην Ελευσίνα.Η ΤΠΠ ως ανάδοχος της EMSA για την αντιμετώπιση ρυπάνσεων πετρελαιοειδών μεγάλης κλίμακας στην περιοχή της Ανατολικής Μεσογείου συμμετείχε στην άσκηση, η οποία πραγματοποιήθηκε στον θαλάσσιο χώρο μπροστά από τις βιομηχανικές εγκαταστάσεις των ΕΛ.ΠΕ. Ελευσίνας, με το εξοπλισμένο για αντιρρυπαντικές εργασίες δεξαμενόπλοιο «AKTEA OSRV» και το πλοίο πολλαπλών χρήσεων «ΑΙΓΙΣ Ι». Παρά τις δυσμενείς καιρικές συνθήκες τα εξειδικευμένα συνεργεία της εταιρείας πέτυχαν να αναπτύξουν

τον εξοπλισμό με άρτιο τρόπο και σε εξαιρετικά χαμηλούς χρόνους, στοιχεία πολύτιμα για την επιτυχή αντιμετώπιση ενός πραγματικού περιστατικού. Παράλληλα, τα σκάφη της ΤΠΠ «ΑΚΤΑΙΑ 4» και το νέο σκάφος του ομίλου «ΑΕΛΛΑ» ενεργοποιήθηκαν στο πλαίσιο σύμβασης προστασίας του θαλασσίου περιβάλλοντος με τα ΕΛ.ΠΕ. στη φάση της άσκησης που αφορούσε της εργασίες αντιμετώπισης της ρύπανσης στις εγκαταστάσεις τους.

Η ΤΠΠ παρείχε επίσης ειδικό φορητό εξοπλισμό για την αντιμετώπιση πετρελαιοκηλίδων όπως ελαιοσυλλέκτες (skimmers), πλωτά φράγματα κ.α., ενώ προχώρησε σε προσομοίωση καθαρισμού της παραλίας Φονιάς στην Ελευσίνα υπό την εποπτεία της Λιμενικής Αρχής και με την υποστήριξη της Ελληνικής Αστυνομίας και του Πυροσβεστικού Σώματος. Η επιτυχημένη συμμετοχή της ΤΠΠ στη Διεθνή Άσκηση ΤΡΙΤΩΝ αποδεικνύει έμπρακτα τις υψηλές δυνατότητες των έμπειρων συνεργείων της εταιρίας η οποία είναι η μοναδική στον Ελληνικό χώρο που μπορεί να αντιμετωπίσει σοβαρά περιστατικά θαλάσσιας και παράκτιας ρύπανσης.

Η ΤΕΧΝΙΚΗ ΠΡΟΣΤΑΣΙΑΣ ΠΕΡΙΒΑΛΛΟΝΤΟΣ στη Διεθνή Άσκηση ΤΡΙΤΩΝ 2015

Choosing the best hull coating for ice-going ships and icebreakersThe number one consideration in a hull coating for ice-going vessels and ice-breakers is the ability of the coating to protect the hull in the harshest marine environment there is. Ecospeed has been recognized by Lloyd’s Register as an abrasion resistant ice coating. Experience has shown that Ecospeed resists the ice far better than the most generally used specialized ice coatings. The coating is extremely tough and resilient. It stays on the ship longer than other ice coatings and holds up much better, providing smooth protection for the hull for years. Applying Ecospeed is a simple process. Minimum overcoat time is only a few hours and there is no maximum, making it easy to fit into your drydock or new build schedule.

MARITIME

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

vessels, benefitting your business and the maritime industry as a whole. With DNV GL your fleet is in safe hands. Can you afford anything else?

Learn more at dnvgl.com/maritime


Market News

The Navis Engineering dynamic positioning control system and autopilot onboard the revolutionary icebreaking rescue and emergency vessel Baltika have been approved as meeting performance expectations, following a searching set of Arctic ice trials in the Kara Sea. Developed by Finnish company Aker Arctic Technology, Baltika is the first ship ever built with an asymmetric hull that allows her to break ice not only ahead and astern, but also at an oblique angle. In this way, the icebreaker can open a

channel in ice whose width is disproportionate to the vessel’s relatively small size. The innovative, multifunctional vessel is equipped with the Navis Nav DP4000 (DP System) and the Navis AP4000 Heading control system (autopilot).Navis Engineering and Aker Arctic have a scientific and technical cooperation agreement covering the joint development of technology for dynamic positioning systems for icebreakers and ice-class vessels. Ice trials were conducted around the northern tip

of Novaya Zemlya and across the Kara Sea to the Gulf of Ob, close to the Sabetta terminal area. The trials involved performance tests in two distinct ice thicknesses in ahead and astern directions as well as in the oblique mode. Various operational tests were also carried out in order to determine the maneuverability and operational capability of the vessel. Although the ice conditions in the area were at the upper end of the vessel’s designed icebreak-ing capability and the ice in the Gulf of Ob was considerably stronger than typical sea ice, Baltika exceeded performance expectations, with the set targets being surpassed a clear margin. The vessel broke 1.2-metre thickness level ice in continuous motion when proceeding bow first and achieved a speed exceeding 3 knots in the astern direction. The 20.5 meters width vessel features an asym-metrical hull and an asymmetrical arrangement of its three azimuthing thrusters, enabling it to break ice and form a channel up to 50m wide in the oblique mode. The Navis Nav DP4000 is fully capable of dynamic positioning control during the oblique operational mode, in line with Baltika’s distinctive icebreaking action. Feedback on the Navis Nav DP4000 has proved positive with crew acknowledging its operational simplicity and reli-ability after the trials.

Baltika ice trials mark dynamic positioning first

Helm report pinpoints workboat and OSV safety shortcomingsSome 50% of crews working on offshore support vessels are willing to compromise safety rather than say ‘no’ to clients or senior management, while nearly 80% believe commercial pressures could influence the safety of their working prac-tices. The chilling findings, released to coincide with this week’s International Maritime Organiza-tion Maritime Safety Committee meeting, come from a new report on workboat and OSV safety commissioned by operations and maintenance management software specialist Helm Operations. ‘The Impact of Crew Engagement and Organiza-tional Culture on Maritime Safety in the Workboats and OSV Sectors’ is the first maritime safety study specific to workboats and OSVs and will be finalized in time for World Maritime Day 2015, on September 26. The independent report will sum-marize six months of research by Dr Kate Pike and Emma Broadhurst of Southampton Solent University. It draws on original analysis of Port State Control detention records, feedback from 50 offshore companies, incident case studies, and

input from leaders in best practice.“This is a major contribution to knowledge in the industry, highlighting the link between the human element and safety performance in this distinct sector,” says Ron deBruyne, CEO and Founder of Helm Operations. “It tests often repeated regulatory assumptions, establishes the realities of workboat and OSV safety, and provides key recommendations aimed at improving maritime safety.” Despite the inherently risky nature of their work, many workboats are not bound by SOLAS or the International Safety Management (ISM) Code. Both the Paris and the Tokyo Memoranda of Understanding (MOU) data show that 27% of workboat deficiencies relate to certificates and documentation, the report says.“This report identifies shortcomings in current safety cultures, and makes recommendations on how the workboat and OSV sectors can enhance and audit safe working practices,” says deBruyne. An online survey drawing on 50 key offshore com-panies saw 34% of respondents saying their com-

pany needed to offer additional operational and technical training. Worryingly, 50% found it difficult to say ‘no’ to a client or senior staff demanding ac-tions that might compromise safety. Some 78% of respondents believed that commercial pressures could influence safety.“We’re concerned that the research also confirms how under-reporting of near misses can under-mine an entire safety culture,” says deBruyne. “This is partly due to the repercussions of reporting. Better safety management procedures, improved safety culture and crew wellbeing mean lower workboat and OSV deficiencies and deten-tions.” To support this contention, the report identifies a set of eight safety criteria to help companies establish safety management systems that follow the principles set out in the ISM Code. It offers recommendations on communication; empower-ment of employees; feedback systems; mutual trust; problem identification; promotion of safety; responsiveness; and safety awareness.

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The Asset Integrity Management scheme for ro-pax ferries covers fire risk mitigation, single-failure risk assessment, enhanced planned maintenance and condition-based monitoring and also food and bacteriological risk management; the initiative covers also specific training for ro-pax crews, including behavioural training to avoid and manage crises,Paolo Moretti, General Manager Marine, RINA Services, says, “With over 300 ferries in our class we are the world leaders in ro-pax ferry safety. That gives us two things. One is a lot of experience and feedback from vessels in service, the other is a sense of responsibility. We feel that as the class of choice for these types of vessel we should show a lead in safety standards which go beyond regulatory basics.”RINA’s package of initiatives builds on its recent work with major cruise and ferry operators to extend tailored risk management services to the marine industry. Moretti says, “Our experience shows that operation and maintenance of these vessels merit particular attention. Extending targeted risk-manage-ment to ro-pax operation will bring benefits for operators and in overall safety.” Specific parts of the ro-pax package are a fire risk identification and miti-gation service, a series of training courses for crews and shore staff which focus on teamwork and behaviour in a crisis and a service to identify and mitigate the risk of any single failure impacting the ship and its opera-tions severely. There is also a focus on condition-based monitoring and enhanced and targeted planned maintenance and a bacteriological risk assessment and mitigation service. All of the components are brought together under one Best Management scheme to monitor and follow up the component parts in operation.The first company to use the new package is Grimaldi Lines which will implement the measures on the 22.5 knot 2003-built ro-ro pax vessel Florencia.The package builds on work done last year with major passenger fleet

operators including Carnival, MSC Cruises and Moby Lines to extend an approach to operations and maintenance based on risk-prevention, as-sessment and management.“What we are doing is bringing the disciplines used in offshore industry into passenger ship operations,” explains Moretti. “It began with a hot spot analysis service and we have extended that to a Single Point of Failure standard approach. The scope of this analysis is to assess the risk as-sociated with a single failure of particular equipment or systems which may have severe consequences on the ship’s service and operation and to identify the most appropriate mitigating measures to be implemented. The analysis evaluates the ship’s system availability in the case of any single failure.”The systems to be analysed, which can include propulsion and safety systems, navigation systems, sanitation and hotel services, the conse-quences to be considered for the people on board and the definition of likelihood are all decided in cooperation with the customers depending on their objectives. “We think of this as a Marine Asset Integrity System, and that was the platform for developing a specific package for ro-pax ferries,” says Moretti. “As it goes beyond prescriptive requirements it can be tailored to the individual circumstances, ships and routes of each operator. Our experience helps them to focus on the things that might go wrong and the consequences if they do, and then our risk management services help to find ways to limit the likelihood of those critical issues going wrong. It means taking a long hard look at how big complex systems like ro-pax and other passenger ships work. It covers not just machinery and systems and operations but issues such as bacteriological risk, which is a big concern for passenger ships. Simple in principle, very complex in practice and requiring both experience and specific skills.”RINA is the global classification leader for passenger ferries and joint leader in the combined cruise and ferry market globally.

Market News

RINA launches major ferry safety initiativeItaly-based classification society RINA has launched a major ferry safety initiative.

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DNV GL rewarded three engineers for their scientific research at Nor-Shipping today and presented them with the DNV GL Award for Young Professionals. This year’s theme was finding in-novative ideas for increasing safety, efficiency and sustainability in the maritime industry. As well as seeking out the best new research, the award aims to support young professionals in the maritime field and demonstrates how varied and interesting the engineering profession can be. Overall, more than 30 people from 16 different countries took part in the competition.

“We have a lot to learn from young professionals. Their fresh and innovative ideas help us find new ways to address and overcome the challenges the industry faces today and in the future,” says Tor E. Svensen, CEO DNV GL – Maritime, who presented the awards to the winners in a ceremony at Nor-Shipping today.The prize in the category “Safer” and 1,000 Euros went to Alexander Iley from the University of South-ampton in England. Iley won the award for his third-year thesis “Embarkation Modelling for Improved Lifeboat Design”, which demonstrates how modern

simulation technology can make cruise ships safer by considering realistic variations of scenarios.Eva Herradón de Grado’s paper “Predicting Added Resistance in Wind and Waves employing Artificial Neural Nets” won the award in the category “Smarter” and 1,000 Euros. The master’s student at the Polytechnic University of Madrid prepared her winning paper for an international conference. Wind and waves slow vessels down and increase their fuel consumption. Therefore, Herradón de Grado’s approach holds great potential for improv-ing methods to better quantify this effect during the early stages of ship design.The award in the category “Greener” and 1,000 Euros went to Damien Ducasse, who won it for his master’s thesis “Theoretical and Numerical Analysis of Oscillating Water Column Wave Energy Devices”. His simulations show how a so-called attenuator-type wave energy converter, which is made of 40 water column (OWC) chambers, could be optimized to increase each chamber’s energy absorption – making the device much more efficient.The submissions for next year’s DNV GL Award for Young Professionals can be handed in between the 1st of January and the 31st of March 2016. Caption: Tor E. Svensen, CEO of DNV GL – Maritime (far left), with the winners of the 2015 DNV GL Award for Young Professionals (from left to right, Alexander Iley, Eva Herradón de Grado and Damien Ducasse).

DNV GL Award for Young Professionals: Towards safer, smarter and greener shipping

DNV GL launches external hearing of new rule set

More than 800 customers and stakeholders will receive the new DNV GL rules, as part of an extensive external hearing process before their publication and entry into force. The rules are the signature of the classification society, forming the basis of the organisation and playing an essential role in DNV GL’s work to make the maritime indus-try safer, smarter and greener.The merger of DNV and GL brought together a set of competencies, cultures and histories that

stretch back 150 years – embodied in the rule sets of the two organisations. The formation of DNV GL represented a unique opportunity to undertake a comprehensive review, update and integration of the rules.“From the beginning of this project, we wanted these rules to be unique in the way they reflected industry experience and input. So our objective has been to have our customers and stakeholders deeply involved throughout the development and implementation process. Already, at the recent Nor-Shipping trade fair we signed several joint development projects with leading yards to work together with us to ensure the rules deliver the quality, safety and process efficiency our custom-ers expect,” says the COO of DNV GL – Maritime, Knut Ørbeck-Nilssen, who will take on the role of CEO in August.

Rules for classification need to be practical, clear, consistent and easy to use. So the decision was made to have the structure of the rules comple-ment the typical design process. To give shipyards and designers starting out on a new project an

easy entry point 38 Ship Type Class Notations have been defined. All ship type related require-ments are now found in one place.“One of the areas where we truly believe the rules will set a new standard for the industry is in the hull structure rules. The new advanced load concept is a major step towards a more realistic representation of the environmental loads. Along with our state-of-the-art capacity models, this concept will increase the consistency in the safety level applied for the complete hull structure. In addition, this approach will also accommodate the challenges related to development of novel and unusual designs. They could be a real game changer for our customers,” said Geir Dugstad, Head of Division Classification in DNV GL – Maritime.Once DNV GL has received the feedback from its customers and stakeholders from the hearing, this input will be processed and incorporated into the rules. The launch and publication of the rules is expected to take place in October 2015 and the new DNV GL rules will enter into force on 1 January 2016.

Market News

Knut Ørbeck-Nilssen, COO of DNV GL - Maritime who will take on the role of CEO in August.

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RINA’s 1st Seminar in Cyprus was organized on the 28th of May 2015 at the former Carob Mill, the largest listed industrial building in Cyprus built on the west side of the Medieval Castle of Limassol.The event, that marked also the opening of RINA Office in Limassol, attracted the attention of local Shipping Community and was attended by many technical and operations professionals from many of the Shipping Companies established on the Island.The guests were welcomed by Mr. Kyriakos Neophytou, the local Manager of RINA’s Office in Limassol, who thanked the participants for their presence and promised more of this kind of events to be organized by RINA in the future.The seminar was coordinated by Mr. Spyros Zolotas, RINA Area Manager for Greece and Cyprus who briefly referred to the presence of RINA in the area. Cyprus is an important market for RINA and the establishment of a local office in Limassol has been of importance.The RINA Limassol Office is directly supported by the RINA Area Office of Piraeus that is one of the most important offices of RINA worldwide, especially as regards Marine Activities. It offers 360 degree services to its clients in clas-sification, plan approval, technical support, yachting classification services, ISO certification services and training.The General Manager for Greece, Middle East and Africa, Mr. Stefano Bertilone, referred to the global presence of RINA Group today and the latest acquisi-tions of the Group that further reinforce its services provided in the Marine, the Oil & Gas and other sectors. The great spectrum of services provided today by the Group, were lively presented to the participants through the latest RINA corporate video.The technical and main part of the evening followed with interesting presen-tations. Mr. Michael Markogiannis, Manager of RINA Piraeus Plan Approval Cen-ter, updated all the participants through a dedicated presentation on the latest developments of Rules and Regulations at IMO and IACS level. Mr. Matteo Fio-ri, RINA Container Ships expert, presented “Container ship safety and advanced

technical services dedicated to Shipping” with a lot of information on the strength issues of large container ships and the services provided by RINA in this sector, like the Route Specific Lashing and the Hull Monitoring Class notations.After a short coffee break, presentations were followed on the very important issue of human resources and the training/asessment of seafarers through a dedicated presentation on “Certification of Competency Management systems” by Mr. Paolo Moretti, RINA General Manager Marine and Mr. Alessandro Mura, RINA Academy Senior Advisor.The attendees were updated on the latest developments as regards the hot topic of air emissions monitoring and a dedicated presentation on “MRV - CO2 Emissions” was delivered by Mr. Alessandro Pescetto, RINA Marine Software Solutions & Ship Performance Monitoring expert. Mr. Pescetto also presented the solution offered by RINA in the energy manage-ment field which is the InfoSHIP EGO – energy governance software suite, a modular system connected to ship navigation equipment, ship automation and other sensors providing a reliable and complete ship energy governance system with real time monitoring on board and ashore.The technical presentations closed with Mr. Franklin Karkada, Head of Fleet Performance, Innovation & Research at MSC Shipping Cyrpus, who delivered an interesting presentation on “Energy Efficiency and Monitoring”, a result of the experiences gained in this field by the large fleet of his Company.The Q&A time has been active and many points on the variety of topics present-ed during the seminar were discussed among the participants and clarifications were given by the RINA experts.In his conclusions prior to the cocktail that followed, Mr. Zolotas, repeated that this is the first of a series of events that RINA intends to organize in Cyprus with the scope to offer its expertise to the market. The interactive approach to this kind of seminars is important in offering support on the topics of interest for the Industry and in promoting the exchange of ideas that is always to the benefit of awareness.

Market News

RINA Cyprus seminar attracts the attention of the Shipping Community in Limassol

Mr. Franklin Karkada

Mr. Stefano Bertilone, Capt. Aleksander Lego-wski, Managing Director & COO at Oester-reichischer Lloyd Seereederei (Cyprus)Ltd.

Mr. Kyriakos Neophytou

Mr.Paolo Moretti, Mr. Alessandro Pescetto, Mr. Spyros Zolotas, Mr. Stefano Bertilone, Mr. Matteo Fiori, Mr. Alessandro Mura, Mr. Kyriakos Neophytou

General Overview

Mr. Spyros Zolotas, Mr. Stefano Bertilone, Mr. Matteo Fiori, Mr. Michael Markogiannis

nafs March 2014 51

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Market News

Q2 TSAVLIRIS ACTIVITIES


Bulk Carrier “GOODFAITH”

Οn 11 February 2015, the Bulk Carrier “GOODFAITH” (GT 16,446, DWT 27,308) grounded on the north west coast of Andros island, Greece in adverse weather conditions. All 22 crew members were rescued by Puma helicopters and by Special Forces from the shore. During the incident the vessel was on passage in ballast, from Elefsis, Greece to Odessa, Ukraine. On the same day, Tsavliris Salvage were contracted to provide salvage assistance.The S/T “MEGAS ALEXANDROS” (6,250 BHP, 73 TBP) was mobi-lized from her Piraeus station and EPE S.A. (Environmental Protection Engineering S.A.) was engaged to provide environmental protection and antipollution services. The oil recovery vessel “AEGIS I” mobilized from Lavrion, Attica and arrived at Port of Gavrion, Andros, with salvage and antipollution teams onboard.

Due to adverse weather conditions prevailing in the area, the salvage team was not able to board the casualty either by sea or by land. At the same time the S/T “MEGAS ALEXANDROS” stood by close to the casualty.The salvage team managed to board the vessel on 15 February in order to carry out an inspection. It was reported that the engine room, the fore peak tank, and the cargo holds No 1, No 3, No 4 and No 5 were flooded, whilst cargo holds No 4, No 5 and the engine room were contaminated with fuel oil. The vessel was wedged between rocks aft and had a 12-de-gree list to port.On 21 February, the weather abated enabling the “MEGAS ALEXAN-DROS” and the “AEGIS I”, to proceed to the casualty’s position with a salvage team, including divers and an array of salvage equipment.All necessary preparations were made and the pumping out of fuel oil began from the engine’s room service tank to the “AEGIS I”.The removal of bunkers/pollutants was completed on 28 March. About 300 MT of fuel oil and 10 MT of diesel oil were pumped out. Demobiliza-tion of personnel, crafts and equipment commenced on 29 March.

”LADY M”

On 13 May 2015, the Aframax Tanker “LADY M”, laden with about 93,000 metric tons of low sulphur fuel oil, immobilized about 500 nautical miles south of Azores due to a fire in the main electrical panel. On 14 May the

S/T “TSAVLIRIS HELLAS” was mobilized from her permanent salvage station at Ponta Delgada, Azores to the assistance of “LADY M”.On 16 May the “TSAVLIRIS HELLAS” arrived at the scene of casualty and towage commenced towards Las Palmas later on that day. The tow arrived at the Gran Canaria area on 27 May. A skeleton team boarded the casualty by helicopter to prepare the vessel for inspection. A detailed Tsavliris Salvage Plan was approved by the Harbour Master. After all necessary Spanish Maritime Administration’s Surveyor Team inspections, the entry permission was granted by the Maritime Coordination Center. On 31 May the vessel entered Spanish territorial waters, proceeded to Las Palmas port and, berthed alongside at ‘’Leon Y Castillo Maciente’’ container terminal with the assistance of four port tugs. The “LADY M” was then supplied with electricity from portable diesel driven generators provided by the Salvors.

On 1 June the vessel was shifted at “Reina Sofia” berth as well as the “TSAVLIRIS HELLAS” in order to provide stand-by and safety services. The supply of inert gas to the cargo tanks from a portable shore Inert Gas Generator (IGG) commenced together with the supply of steam to the cargo tanks heating coils by a Steam Generator in order to bring tem-peratures to a safe level. The heavy portable equipment was airlifted from Holland to the Canary Islands by cargo plane. The cargo was later as-sessed by a chemist team and found to be safe in all the circumstances and at no risk of becoming lost or damaged. Demobilization of personnel, crafts and equipment commenced on 12 June 2015. Dredger “Tiandao” The cutter suction dredger “Tiandao” caught fire, capsized and sank at the Port of Gizan in Saudi Arabia, end of November 2014.CHEC, a Chinese civil engineering (harbour construction) company, owners of subject dredger, responsible for her refloating/raising, engaged Huta Marine Works’ 1,200 tons SWL sheer leg crane (Huta 311) for the operation.

On 1 December 2014, TSAVLIRIS SALVAGE were contracted by Huta Marine Works to provide technical consultancy/support including plan-ning, surveillance and risk assessment.After the successful refloating operation of the sunken dredger “Tiandao”, the project was finalised on 22 April 2015.

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Working togetherfor a safer world

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

Meet the teamthat’s exploringtomorrow’s fuelsHere’s to today’s explorers. The visionaries behind GMFT2030 can see thefuture of fuel demand, and share their vision withthe rest of us.

Lloyd’s Register and University College London areproud to share our findings on the future marinefuel mix to 2030, so that today we can all negotiate arapidly changing future. Find out what we’ve discovered so far:

Dimitris ArgyrosLloyd’s Register Project manager for GMFT2030

Dr Tristan SmithLecturer at UCL Energy Institute

www.lr.org/gmft2030

CD3532_LR_Marine_Advertising_Press_Ads_A4_AW.indd 1 08/05/2014 14:00:39

Market News

European Tugowners Association: The successful AGM 2015 in Athens hosted by Tsavliris Salvage


Hosted by its member Alexander G. Tsavliris & Sons Maritime Co the Eu-ropean Tugowners Association gathered in Athens for its highly attended 52nd Annual Meeting, between 13th and 15th May.The programme included a meeting of the Supervisory Committee, the Annual General Meeting of Members, a Conference and a Social Day.The Supervisory Committee and the Annual General Meeting of Members noted and reconfirmed with satisfaction the recent incorporation of ETA as a non-profit organisation under Belgian Statutory Law and its registra-tion in Brussels acquiring legal personality forthwith.Matters discussed by the Board of Directors were the successful outcome of the European Shipping Week in Brussels in March 2015 with the initia-tive of ECSA, to which ETA contributed actively in its capacity as member of the Steering Committee.The members elected Mr Mario Mizzi (CEO of Tug Malta) as their new chairman in succession to Mr Peter Vierstraete (General Manager of SMIT Towage Northwest Europe) and Mr Leendert Muller (Managing Director of Multraship Towage & Salvage BV) to the position of Deputy Chairman. Both will serve on the Board of Directors for two-year terms.The European Tugowners Association was formally established in London on 1 July 1963 and transferred to Brussels in 2002. It is one of Europe’s oldest maritime trade organisations. The Association is widely recognised as the sole representative body of European tugowners and operators striving for safe and efficient maritime transport and port servic-es within Europe. Since 1964, Full and Associate Members gather each year, invariably in one of the European littoral countries where members

operate. The first AGM of the ETA in Greece took place 50 years ago in Piraeus, in 1965, followed by the ETA in 1976 in Athens, 1982 in Corfu and 1993 in Crete. At present, the ETA has 81 full members in 21 countries that own or operate a combined fleet of some 700 tugs in European ports/installa-tions. Each member-country has a Representative on the Supervisory Committee, nominated by the full members of the individual countries or the respective national tugowners’ association. Nicolas A. Tsavliris is the Representative for Greece.

Tsavliris Salvage: New exclusive collaboration in GermanyTsavliris Salvage Group appointed Walter J. Hinneberg GmbH, Hamburg, to be their exclusive representative for the German Shipping and Marine Insurance market.Messrs Hinneberg have a solid establishment going back over 60 years in the shipbroking and shipbuilding business. The company was founded by Walter J. Hinneberg in the 50’s and has since developed a significant network. They enjoy an excellent reputation in the German and interna-tional shipping market.Their core business is newbuildings and sale-and-purchase, however through their considerable general experience in shipping they are well placed to handle salvage, towage and maritime services. Their clients extend beyond the German KG investors, to household liner shipping and ship management companies.

Photo Caption: Mr Andreas A. Tsavliris, Principal of Tsavliris Salvage and former President of the International Sal-vage Union, Mr Peter Vierstraete, former ETA Chairman and General Manager of SMIT Northwest Europe, Mr Nicolas A. Tsavliris, Principal of Tsavliris Salvage, Mr Ioannis Theotokas, Secretary General of Maritime Affairs, Mr Alex Gigilinis, President of Gigilinis Group, and the newly elected ETA Chairman Mr Mario Mizzi, CEO of Tug Malta

Working togetherfor a safer world

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

Meet the teamthat’s exploringtomorrow’s fuelsHere’s to today’s explorers. The visionaries behind GMFT2030 can see thefuture of fuel demand, and share their vision withthe rest of us.

Lloyd’s Register and University College London areproud to share our findings on the future marinefuel mix to 2030, so that today we can all negotiate arapidly changing future. Find out what we’ve discovered so far:

Dimitris ArgyrosLloyd’s Register Project manager for GMFT2030

Dr Tristan SmithLecturer at UCL Energy Institute

www.lr.org/gmft2030

CD3532_LR_Marine_Advertising_Press_Ads_A4_AW.indd 1 08/05/2014 14:00:39


Market News

VIKING extends popular liferaft exchange program to Japan

VIKING LifeCraft™ concept welcomed at IMOVIKING Life-Saving Equipment took an important step on the road to gaining approval for the VIKING LifeCraft™, its innovative alternative life-saving appliance (LSA) for pas-senger ships.

The concept was presented to the International Maritime Organization’s Sub-Committee on Ships Systems and Equipment in London on 25th March, with the full support of the Danish Maritime Authority. More than 180 delegates stayed beyond the day’s normal business to hear from Niels Fraende, VIKING Life-Saving Equipment vice president and Hen-ning Luhmann, Meyer Werft head of naval architecture.

With full prototype testing of the LifeCraft™ nearly complete, the audi-ence heard that the system has been performing in line with expectations. Mr Fraende said the approvals pro-cess for the alternative LSA had been ‘a challenge’, but added that progress had been made by taking a practical approach to IMO guidelines (MSC 1/Circ. 1455, MSC. 1/ Circ. 1212 and SOLAS III/38).

VIKING Life-Saving Equipment aims to secure the first approvals from flag states by the end of 2015.

Leading marine and fire safety equipment and service provider, VIKING Life-Saving Equipment (VIKING) is stocking ready-packaged liferafts to provide fixed-price liferaft exchange to vessels calling Japanese ports.“The world of shipping is dominated by a small group of countries,” says Henrik Uhd Christensen, CEO of VIKING Life-Saving Equipment. “Japan rates in the top three in terms of deadweight tonnage and newbuild-ing, so locally based shipowners have a broad set of needs for marine safety. To answer these needs, we have moved to extend our capabilities in the region – further it will also allow us to offer exchanges for the many foreign vessels calling Japanese ports.”The new investment in safety servicing infrastructure comes on the tails of a sole agency agreement signed between the safety equipment manufacturer and Japan’s MOL Techno-Trade (MOLTECH) in November 2013. The agreement enabled MOLTECH to offer the full range of VIKING safety solutions, including industry-leading Shipowner Agreement (SOA) contracts. Popular with shipowners around the world, a SOA combines global product availability and servicing with financing in fixed price structures – and with service schedules managed from a single point of contact at VIKING.“This is the first time we’ve been able to offer fixed-price liferaft exchange agreements in Japan itself,” says Henrik Uhd Christensen. “Previously, shipowners sailing under international flags had to call in at nearby ports in Korea, for example, to enjoy the benefits of the VIKING SOA fixed-price exchange programme.”VIKING has already enjoyed many years of representation on the Japanese market. During this time, the role of existing distributors has remained largely unchanged, although distribution is now under the overall control of MOLTECH.

VIKING’s CEO is confident that Japanese shipowners with vessels sailing under foreign flags will welcome the new opportunity to simplify and streamline liferaft servicing: “As usual, the attraction is the predictability of costs under this type of agreement. We are building up a sizeable stock of exchange liferafts now. And in fact, we’ve already conducted the first exchanges with Japanese management companies, and we expect to sign several more agreements in the near future.”

Minoru Kusano, Director at MOLTECH sees VIKING’s expansion not only as a positive development for Japanese shipowners who have vessels sailing under foreign flags, but also as a strong statement of satis-faction with the partnership between the two companies.“We entered into the alliance with VIKING because we saw a need in the Japanese market for a range of safety equipment and services that wasn’t able to be provided by anyone else,” he says. “This latest invest-ment is another step in our joint commitment to bringing the very best safety solutions.”


Market News

Safety issues uppermost in regulatory thinking dominate second quarter training package re-leases from Seagull Maritime, with the E-learning specialist focusing on frontline hazards faced by modern seafarers. New computer-based training (CBT) modules to join the Seagull Maritime portfolio include two courses focusing on enclosed spaces - one of the most hazardous areas for shipboard work. Gas measurement, a safe atmosphere (CBT0425) is the first of two modules concerning gas measurement in enclosed spaces and cargo tanks and is aimed primarily at operational level crew. CBT0425 covers evaluating the atmo-sphere in an enclosed space, itemizing possible contaminant gases, assessing explosion and fire risks, and confirming that the enclosed space is fit for entry. It also details terms related to expo-sure limits for airborne toxic substances and sets out the principles of the inerting and gas-freeing of enclosed spaces. The complementary module Gas measurement, measuring instruments (CBT 0426) also covers gas measurement in enclosed spaces and cargo tanks, but focuses on the use and maintenance of the portable instruments that check atmospheres. Again, the course is primarily aimed at operational level staff, but could also be a useful refresher for management. Bent Christoffersen, Seagull Maritime Director Training Content, says: “Entry into enclosed spaces is a high priority safety issue and the right training is crucial. These modules update an earlier Seagull CBT, reflecting new SOLAS rules that came into effect in 2015, while we have also taken the opportunity to enhance user-friendliness. Without being alarmist, these type of training modules can save lives.” Other new CBT modules from Seagull Maritime also address safety-critical operations. The new module Use of Liferafts (CBT 0298) reinforces the knowledge gained by support level crew that have attended an STCW personal survival course, for example. After completing the module the learner will be able to launch, embark and prepare a life raft for survival should a vessel need to be abandoned at sea. Meanwhile, Bulk carriers unloading (CBT 0349) focuses on safe unloading of bulk carrier pro-cedures, augmenting Seagull Maritime’s continuing training development initiative targeting the sector. Seagull Maritime released six new bulker titles were released in 2014, and CBT 0349 is the first of four covering bulk carrier crew and management planned for release this year. Seagull Maritime is also developing CBT tools specifically for the offshore segment, again with the emphasis on safety. Personal safety for offshore vessels (CBT 0320) is based on the com-pany’s existing generic personal safety module (CBT 1) but has been adjusted to reflect specific offshore vessel needs. As part of a growing offshore portfolio, the company has also launched Lifting and slinging, roles and responsibilities (CBT 0318). According to Mr Christoffersen: “The offshore vessel segment has very specific requirements and we are moving towards having a comprehensive range of tools for their training needs. By the end of 2015, a total of 12 offshore-specific CBT modules will be available.”

Seagull Maritime E-learning addi-tions meet safety imperatives

Servowatch Systems turns KNRM dreams into realityServowatch Systems chief executive officer Wayne Ross has praised the Royal Netherlands Sea Rescue Institution (KNRM) for winning last month’s prestigious KNVTS Ship of the Year Award for its revolutionary new search and rescue boat, Nh1816.“We are proud to have been associated with this revolutionary vessel,” said Ross. “The Nh1816 is the first in a series of next generation SAR 1906 vessels Damen has delivered to KNRM and rightly seen as the most advanced all-weather, self-right-ing search and rescue boat in the world.”Ross explained that Servowatch Systems has been involved in the project from the outset as KNRM required a vessel with an “exceptionally high level” of automation and systems integration. “We were able to meet the requirement with our turnkey ServoFusion solution,” said Ross. “Exten-sive integration has enabled KNRM to analyse all the data from various systems, including propul-sion plant, auxiliary machinery, electrical systems, communication and navigation systems, HVAC and all safety and security management platforms. The integration of all components like this provides a means of real-time data exchange for ship-to-shore communications, which is sacrosanct to the suc-cess of any SAR operation.”Gerard Burema, KNRM’s Head of Strategy & Innovation, said; “Servowatch listened to our dreams and visions and brought them to reality. The Servowatch Integrated Platform Management System (IPMS) has elevated our SAR vessel into a new dimension, where information technology not only helps the crew operating the vessel, but also supports them with their main assigned task – searching and rescuing people.”KNRM’s next-generation lifeboat is a 35 knot self-righting search and rescue vessel with an aluminium hull and composite wheelhouse with ca-pacity for 125 persons. The hull design is based on the Sea Axe bow, a hull form pioneered by Damen Shipyards Group, Delft University and Marin, and adapted for lifeboat operations. The vessel was delivered in April 2014 following the success of North Sea seatrials in January, where the test crew confirmed that the vessel out-performed her predecessor, the Arie Visser class.Nh1816 will showcase its new vessel and technolo-gies in January when it will make way across the North Sea to attend a media event in Heybridge.

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Market News

The 18th annual meeting of the Hellenic and Black Sea Committee of Bureau Veritas was held on the 22nd of May 2015 under the Chairmanship of Mr. George Procopiou and the presence of the Bureau Veritas Management, namely Mr. Didier Michaud-Daniel, Chief Executive Officer of Bureau Veritas, Mr. Philippe Donche-Gay, Executive Vice-President, Managing Director Marine & Offshore Division, Mr. Di-dier Bouttier, Senior Vice President Marine & Offshore Division South Europe, Middle East & Africa Zone, Dr. John Kokarakis, Technology & Business Development Director Marine & Offshore Division, Mr. Lambros A. Chahalis, Vice President Regional Chief Executive Hellenic & Black Sea Region, Mrs. Paillette Palaiol-ogou, Marine Marketing & Sales Director Marine & Offshore Division, Mr. Anastasios Angelopoulos, Ma-rine Chief Executive for Greece & Cyprus, Mr. Claude Maillot, Senior Vice President In charge of the Marine & Offshore North Asia Zone, Mr. Philippe Boisson, Communication Director & Mr. Michael Sterghiou, Director SE Europe Bureau Veritas Commodities.This year the Committee event took place in the “Argentikon Luxury Suites”, located at Kambos, Chios Island.The meeting, chaired by Mr. George Procopiou, com-

menced with Mr. Didier Michaud-Daniel presenting the Bureau Veritas Group Activities for the year 2014, which showed once again a continuation of the strong growth of the Group. Mr. Philippe Donche-Gay pre-sented to the members of the Committee the Marine & Offshore Activities for the year 2014, show-ing similar growth.

Mr. Claude Maillot, based in Shanghai, presented an update of the Asian Ship-yards & responded to questions regarding the new buildings in China, Korea & Japan.Dr. John Kokarakis provided answers to the critical questions associated with retrofitting LNG as fuel to non-LNG carriers. He also underlined the shipping industry’s need to deal with emission regulations in a holistic way.During the Committee meeting, members’ spouses had had the opportunity of participating in a very interesting excursion at both Pyrgi and Mesta. After the meeting, all participants enjoyed the

hospitality of Mr. & Mrs. George Procopiou in their residence at Kambos.Finally, all participants to the Committee meeting & guests of the Chian local community concluded the day with a gala dinner at “Argentikon Luxury Suites”.During the three-day event all Bureau Veritas’ guests enjoyed the warm hospitality of the Chian Shipown-ers involved, for which, special thanks are to be extended to Captain Panagiotis N. Tsakos, especially as regards the yacht cruise from Chios’port to Kar-damyla and the lunch in his manor, to Mr. Antonios D. Faraklas for the excellent lunch at Karfas, and to Mr. Lucas N. Ktistakis for the drinks at his residence & the dinner at Komi.

The 18th annual meeting of the Hellenic and Black Sea Committee of Bureau Veritas

BV Certificates Product Shipping & Trading S.A with ISO 9001, 14001, OHSAS 18001, and ISO 50001

In the traditional premises of Yacht Club of Greece, Bureau Veritas Vice President & Regional Chief Executive for the Hellenic & Black Sea Region, Mr Lambros Chahalis, handed out on Tuesday June 2nd,2015, to the owner, Mr Petros Pappas, and to the Chief Operating Officer of Messrs. Product Shipping & Trading S.A., Mr Stylianos Siafakas, the BV Certifi-cates of the Company’s Management System Compliance with ISO 9001, 14001, OHSAS 18001, and ISO 50001 standards’ requirements, as well as an especially for the occasion crafted commemorative plaquette. The assembled company’s executives and operational managers directly involved in the system’s implementation and successful certification process then jointly dined with the BV Piraeus operational managers and with a distinguished delegation of the Marshall Islands’ Register officials, as well as with representatives of the Hellenic maritime administration, in the presence of Mr. Didier Bouttier, Senior Vice President BV Marine & Offshore Division South Europe, Middle East & Africa Zone, Mr. Anastasios Angelopoulos, Marine Chief Executive for Greece & Cyprus, Mrs. Paillette Palaiologou, Marine Marketing & Sales Director of BV Marine & Offshore Division, Dr. John Kokarakis, Technology & Business Development Director BV Marine & Offshore Division, and of Mr. Nikolaos Trilizas, Industry & Facilities General Manager, who thus underpinned the significance of the company’s achievement.

Photo (from left)L.A. Chahalis, P. Pappas, S. Siafakas, I. Merkouris, N. Kallergis, A. Pappas, K. Petrinioti & N. Rescos

We support innovative solutions to improve energy efficiency

and reduce emissions

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For more information, please contact: Bureau Veritas Hellas A.E. 23, Etolikou Str. - 185 45 PIRAEUS Tel: +30 (210) 40 63 000 Fax: +30 (210) 40 63 063 Email: [email protected] Visit us on: www.bureauveritas.com - www.veristar.com - www.bureauveritas.gr

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Market News


With fewer and fewer fish in our seas, fish farming has grown to become an enormous industry worldwide – with billions of dollars in revenue and continued growth forecast for decades to come. Like any industry of this size and growth rate, fish farming requires a reliable, high-throughput production apparatus to keep up with market demands. And, while they may not be the first thing most people associate with fish farming, the pumping systems used by today’s leading farms have become a busi-ness-critical factor in keeping costs down and production capacity up.

A growing industry Fish farming’s share of total fish consumption has increased from around five percent in 2007 to approximately 50 percent today. By 2030, ac-cording to a study jointly conducted in 2014 by the World Bank, the FAO and the IFPRI, heavy demand may see the industry serving two-thirds of worldwide needs. A variety of factors are driving this growth, which has seen the average person’s intake of fish double since the 1960s. Among these are the widely accepted belief in the need for omega 3 fatty acids, expanding consumer wallets, and highly modernised production systems. For the world, fish farming is a necessary development, helping to compen-sate for the continued depletion of wild fish reserves. At the same time, responsibly conducted fish farming is generally kinder to the environ-ment, with 1 kg of carp, for example, requiring around 15 times less food to bring to market than the equivalent amount of beef. In global terms, Asia leads the industry. And with good reason. China, for example, will consume as much as 40 percent of annual food fish production by 2030, and is investing heavily to enable fish farming as a food source for its immense and growing population.

Scandinavian tradition Scandinavia is no stranger to fish farming, either. In the Faroe Islands alone, the industry accounts for around 50 percent of BNP. This far-flung archipelago, with its unspoiled nature and waterfalls, has a long tradi-tion of fishing, and has made the transition to fish farming in leaps and bounds. Peter Laursen, Area Sales Manager for Denmark-based indus-trial pumping systems manufacturer DESMI A/S, is a frequent visitor to the Islands. He is very familiar with best practice farming methods and, in particular, with the role his company’s pumps play in keeping production up and running. “Last week, I visited a major fish farming company in the Faroe Islands that’s building a huge facility for breeding and slaughtering salmon using the fjords, and another facility for producing feed,” he says. “Despite my years in this industry, I’m still impressed by the scale of things, and I’m very interested in the difference that can be made by using today’s technologies to modernise fish farming and processing.”

Fish under pressure In a typical, large-scale fish farm factory, daily loads of live salmon arrive by large ‘well boats’ before being pressed into the facility with the aid of

giant pumps. For the Faroe Islands producer, DESMI is providing pump-ing systems to provide the new facility with seawater, helping these ves-sels to offload by creating a flow of water in large onboard tanks that is then released with the fish when a valve is opened to the plant. “The job doesn’t stop there, of course,” Peter Laursen continues. “With regulatory authorities careful of threats to the environment, well boats aren’t allowed to release water before it has been treated with UV or similar techniques to remove or incapacitate potentially invasive organisms.” DESMI’s systems are also present in the processing plant itself, where large quan-tities of seawater need to be moved around as an indispensable part of production.

Advice for purchasers For those investing in up-to-date pumping systems for their vessels and processing plants, Peter Laursen has good advice to share. “Typically, you’ll need huge pumping capacities – as much as 1,000 cubic metres per hour at quite low pressure. The machinery needs to be able to withstand the wearing effects of sea water, so we use bronze alloy, which is the same robust material as used for seawater cooling on commercial vessels. Our marine pumps are all equipped with heavy ball bearings, too, rather than the sleeves and other mechanical parts used in many other ap-plications.” Peter Laursen goes on to explain that, while investments in such systems are significant, the costs of cutting corners can be far worse. “Reliability is a must, because a low-quality pump can stop the process entirely, quickly resulting in tons of rotting fish and heavy daily losses. It’s a major business risk that simply has to be dealt with.” With so much at stake, producers take other precautions, too, such as stand-by pumps that are always ready to take over if the worst should happen. In Peter Laursen’s opinion, however, the best line of defence is always to ensure the primary systems are as reliable as possible. With fish products already a high-priced consumer item, Peter Laursen advises producers to take advantage of low-energy systems, too – an area where

DESMI: High quality pumps help fish farms handle growth

Pumping systems manufacturer DESMI’s Peter Laursen offers advice to farmed-fish processing plants looking to invest in high-reliability, scaleable pumps to meet production pressures.


DESMI has carved out a particular niche for itself and its customers. Low energy consumption is assisted by frequency converters that enable pumps to increase or decrease the power generated by their electrical motors depending on the current processing load.

The customer is king High on Peter’s list of recommendations, too, is something that a quick glance through a manufacturer’s catalogue won’t usually reveal: flex-ibility. “For the plant we’re talking about here, the vertical pumps that are usually used turned out to be too tall for the factory pump room, due to the customer having to lower the building’s ceiling for other reasons. The problem showed up quite late in the delivery schedule, but due to our decades of experience with pumps of all types – and a comparatively flat decision-making structure within DESMI, we were able to move from idea to final design in a remarkably short time. Everyone from design engineers to management got behind the project, keeping bureaucracy at bay and staying tightly focused on the customer’s needs and priori-ties.” Flexibility has long been a key competitive advantage for DESMI, whose products are based on a philosophy that, while around 80 percent of a pump type may be standardised, there is still plenty of room to add specific features for a particular application or customer.

Reliable reputation Peter Laursen’s role as Area Sales Manager for DESMI’s fish farming pump systems is helped along by a solid reputation built up by the com-pany over many years. “We’ve been working with fish farming pumps for more than 10 years. But many people in the industry know us from other applications and ask to have our pumps for their fish farming facilities, too. So our reputation for good, reliable products, good service and ease of access to spare parts in the marine sector has carried over to this industry, too.” DESMI is expecting strong growth for the future. In China, for example, the largest fish farming country in the world, efficient production of food is a key priority. And fish farming’s high efficiency and sustainability makes it a highly attractive focus area. “We will be more active in Asia going forward,” says Peter Laursen. “Asian fish farming is done differently, but all such plants require pumps to add new water to the plant or to circulate water to maintain a certain temperature, so there is plenty of room for us to grow. And, while a new plant may not be built every day, well vessels are constantly being launched from the world’s shipyards – and each one is potentially a good home for a DESMI pumping solution.”

Market News

DNV GL and Jotun cooperate on hull performance

DNV GL and the Norwegian paint manufacturer Jotun signed a cooperation agreement to work on improving hull performance at Nor-Shipping. The project will bring together two performance management services, Jotun’s Hull Performance Solution and DNV GL’s ECO Insight solution, to collect and analyse data on hull degradation. This will enable customers to cut their fuel bills and reduce emissions.

Experts suggest that hull and propeller degradation accounts for up to 17 per cent of the world fleet’s fuel costs and greenhouse gas emissions. Ad-vanced hull coatings solutions or more regular hull and propeller cleaning are already widely accepted as effective preventive measures. However, there is no conclusive evidence showing which coating solution is the most effective or when and how often propellers need to be cleaned.“Our Hull Performance Solution (HPS) combines state-of-the-art hull coatings and application technologies with ISO-CD-19030-2 compliant performance measurements and high performance guarantees – helping customers reduce fuel costs and emissions by up to 16 per cent,” says Stein Kjølberg, Global Sales Director, Hull Performance Solutions at Jotun.DNV GL will provide Jotun with hull and propeller performance computa-tions based on computational fluid dynamics (CFD) models that include the complete operational range of the vessel. “This approach generates a much greater amount of baseline data than a conventional model tank test could deliver and provides customers with the information they need to prove that they reduced both fuel consumption and emissions to charter-ers for example,” explains Dr. Torsten Büssow, DNV GL’s Head of Fleet Performance Management.ECO Insight computations also show how much resistance is added over time due to hull fouling. The portal further provides customers with the op-portunity to benchmark measured hull and propeller degradation with other ships in their fleet as well as relevant peer group averages.Caption: DNV GL and Jotun signed a cooperation agreement at Nor-Shipping today to work on improving hull performance. From left to right: Dr. Torsten Büssow, DNV GL’s Head of Fleet Performance Management; Albrecht Grell, Director of the Maritime Advisory division at DNV GL; Geir Boe, Vice President Marine Coatings at Jotun; and Stein Kjølberg, Global Sales Director, Hull Performance Solutions at Jotun.


Market News

ERMA FIRST the leading Greek manufacturer of BWTS has signed an MOU with DSEC, Korea’s shipbuilding and offshore engineering expert, on Monday the 22nd of June for the BWTS retrofit market.This co-operation will offer to ship owners a turnkey solution for their vessels, combining the vast engineering capabilities of DSEC with an extremely simple, robust and efficient technology ,used by the ERMA FIRST / ERMA FIRST FIT BWTS.More than 40.000 vessels will have to comply to the IMO Ballast Water Management Convention while more and more owners are in the process of making decision on how to best comply with the US ballast water regulations.Mr Konstantinos Stampedakis , Managing Director of ERMA FIRST stated that “ Following a very successful presence of ERMA FIRST in the Korean Market , we are now expanding our capabili-ties to offer a first class service to our customers in Greece and abroad”.Both DSEC and ERMA FIRST wish to promote further the excel-lent bilateral relations existing between the shipping and shipbuild-ing communities of both Greece and Korea, in particular in the fields of marine and ship technology and equipment such as BWTS and LNG FGSS.DSEC Co., Ltd. a subsidiary of DSME, was founded to contribute to the shipbuilding and shipping industry in accordance with global network business planning of DSME. Ermafirst ESK Engineering Solutions S.A., is a company headquartered in Greece which was established for the purpose of providing to the marine, shipping and shipbuilding industry worldwide turnkey environmental solutions, offering the innovative ERMA FIRST Ballast Water Treatment System.

ERMA FIRST: Cooperation Agreement with DSEC for BWTS retrofit

Επιχειρηματική αποστολή της HEMEXPO στην Κίνα

ERMA FIRST’s Managing Director with Mr. ManSoo Kim, DSEC’s President and CEO.

Άγκυρα στη ναυπηγική αγορά της Ασίας ρίχνουν οι Έλληνες Κατασκευαστές ναυτιλιακού εξοπλισμού - HEMEXPO. Έναν χρόνο μετά το άνοιγμα της αγοράς της Νοτίου Κορέας, πολυμελής αντιπροσωπεία των εταιρειών της HEMEXPO πραγματοποίησε επιχειρηματική αποστολή στη Κίνα, θέτοντας τις βάσεις σύσφιξης της συνεργασίας ανάμεσα στις δύο πλευρές υπογράφοντας μνημόνιο συνεργασίας με το Εμπορικό επιμελητήριο της Κίνας. Το μνημόνιο περιλαμβάνει ενέργειες προώθησης και επέκτασης της συνεργασίας σε θέματα εμπορίου και επενδύσεων καθώς και εστιάζει στην ανταλλαγή οικονομικών και τεχνολογικών πληροφοριών με σκοπό την κατανόηση της αγοράς και τον εντοπισμό σχετικών επιχειρηματικών ευκαιριών.

Τα μέλη της HEMEXPO με επικεφαλής την πρόεδρο κα Ελένη Πολυχρονοπούλου επισκέφτηκαν αρχικά το Πεκίνο. Στην αποστολή συμμετείχαν εκτός της προέδρου, ο κ. Μανώλης Χειλαδάκης, Γενικός

Διευθυντής της Alumimox, ο κ. Κωνσταντίνος Σταμπεδάκης, Γενικός Διευθυντής της Erma First, κ. Χρήστος Κούκης, International Sales Manager της Erma First, o κ. Qiqi Qiu, της Raycap, o κ. Schaffrath Guido, της Viohalco Holdings και οι κκ Νικόλαος Καραμούτας, Jaap Van Leeuwen, Wang Liang οι οποίοι αντιπροσώπευαν τις εταιρείες Olympia Electronics, A. Mallios και Selma μέσω της εταιρείας Tulive.

Η επιχειρηματική αποστολή της ΗΕΜΕΧΡΟ πραγματοποίησε συνάντηση στο Υπουργείο Εμπορίου της Κίνας (MOFCOM), με εκπροσώπους του Υπουργείου, τον κύριο Sun Liwei και του Εμπορικού Επιμελητηρίου της Κίνας (CCCME), τον κύριο Zhang Yujing. Την συνάντηση τίμησε με την παρουσία του ο Γενικός Γραμματέας Διεθνών Οικονομικών Σχέσεων και Αναπτυξιακής Συνεργασίας, κ. Γιώργος Τσίπρας, ο οποίος πραγματοποίησε επίσκεψη στο Πεκίνο τις ίδιες μέρες. Κατά την διάρκεια της συνάντησης, παρέστη στην

υπογραφή μνημονίου συνεργασίας μεταξύ της ΗΕΜΕΧΡΟ και του CCCME, το οποίο θεωρείται προπομπός για την περαιτέρω συνεργασία με μεγαλύτερα ναυπηγεία της Κίνας. Η υπογραφή του εν λόγω κειμένου αποτέλεσε το επιστέγασμα των συντονισμένων ενεργειών της Γενικής Γραμματείας Διεθνών Οικονομικών Σχέσεων του ΥΠΕΞ, της HEM-EXPO και μελών της ελληνικής ναυτιλιακής κοινότητας, η οποία ανοίγει τον δρόμο για τη συμπερίληψη των ελληνικών εταιρειών ναυτιλιακού εξοπλισμού στην επίσημη λίστα προμηθευτών των κινεζικών ναυπηγείων.

Στην συνέχεια ακολούθησε γεύμα μεταξύ των συμμετεχόντων ενώ το απόγευμα της ίδιας ημέρας, η αντιπροσωπεία της ΗΕΜΕΧΡΟ συναντήθηκε με τον Αντιπρόεδρο του ναυπηγείου AVICSHIP, Mr. Jack Hu, ο οποίος υπέδειξε ιδιαίτερο ενθουσιασμό κατά την παρουσίαση των καινοτόμων προϊόντων της ΗΕΜΕΧΡΟ και επιβεβαιώθηκαν οι καλές σχέσεις.

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Market News

Lloyd’s Register (LR) has, for the second consecu-tive year, verified Orient Overseas Container Line’s (OOCL) greenhouse gas (GHG) emissions data submitted to the Business for Social Responsibil-ity (BSR) Clean Cargo Working Group (CCWG) Environmental Performance Metrics Assessment (EPMA) tool, as true and accurate. OOCL is one of the world’s leading integrated international contain-er transportation companies with a clear commit-ment to reducing its carbon footprint, and continues to be a strong industry proponent of emissions data integrity and environmental performance.Commenting on the achievement, Mr. Simon Batters, LRQA Head of Strategic Marketing, said, “We are pleased to once again support OOCL’s green objectives and their efforts in environmental stewardship through our verification work. OOCL’s accomplishment is a testament to their environmen-tal commitment, through publicly demonstrating yet again that the environmental performance data of their fleet is prepared with high accuracy, complete-ness and transparency. This latest achievement also builds on Lloyd’s Register’s solid track record

of enabling shipowners to improve performance while reducing environmental impact.”The confirmation by Lloyd’s Register Marine and LRQA – both of which are members of the LR Group and hereafter collectively referred to as LR – represents OOCL’s fourth consecutive time completing the verification by using the CCWG standard, and its second time conducting it in ac-cordance with the principles of ISO 14064-1:2006. The ISO 14064 series is the ISO standard for GHG and gives guidance for the quantification and reporting, and validation and verification of GHG assertions.Demonstrating OOCL’s long-term commitment to the reduction of GHG emissions from its business operations, the scope of work for calendar year 2014 was extended to include the indirect GHG emissions (Scope 21) associated with electric-ity consumption of OOCL’s head office in Hong Kong. Similar to last year, LR also conducted an assurance of the CO2 and SOx data submitted to the BSR CCWG and direct GHG emissions (Scope 1[1]). Mr. Stephen Ng, Director of Trades

of OOCL said, “Environmental performance is core to OOCL’s operations, and Lloyd’s Register’s inde-pendent third-party assurance remains instrumental in helping us achieve this business requirement. By stretching the scope of the verification each year, we hope to steadily apply more of OOCL’s opera-tions to the rigour of emissions data integrity and information management that is demanded of both the CCWG and ISO 14064 standards. Through this, we aim to enhance our sustainability profile and foster continuous improvement in the environ-mental and social performance aspects of freight transport by sharing information and promoting industry best practices.”The BSR CCWG is a global business-to-business initiative by major cargo carriers and their custom-ers dedicated to environmental performance improvements in marine container transport through measurement, evaluation, and reporting. LR developed the verification procedure for BSR – the secretariat and facilitator of CCWG – that is now used by all CCWG verifiers. OOCL has been a CCWG member since 2003.

Lloyd’s Register verifies OOCL’s greenhouse gas emissions data for second consecutive year

Lloyd’s Register teams with Penn Oak Energy Corp to help develop LNG-fuelled ship industry

Lloyd’s Register North America, Inc. (LR) has teamed with Penn Oak Energy Corp to help com-panies raise much needed capital and mitigate the technical risks associated with retrofitting ships fuelled by liquid natural gas (LNG), by providing a one-stop-shop solution to the industry.Ships that are fuelled by LNG can greatly reduce operating costs while meeting stricter environmen-tal regulations. LNG-fuelled ships have reduced emissions (nitrogen oxide, sulphur oxide and particulate matter) as compared with heavy bunker oil and even low-sulphur marine diesel.Historically, the leading expense for ship operators is fuel and personnel. The challenge to building these new ships has been that shipowners are unwilling to invest in LNG-fuelled ships if supplies of LNG bunker are difficult to obtain, but that has started to change as more LNG facilities are built. LR’s LNG Bunkering Infrastructural Survey 2014 indicates that major ports around the world are either planning for, or are anticipating, the wide-scale development of LNG bunkering. The other

challenge for shipbuilders is the large initial capital costs to build these new ships.“LNG as a fuel has emerged as one of the most considered choices for a new generation of ves-sels. The infrastructure to support this new class of ships has started to mature, and we have seen great strides in companies willing to convert their existing ships to this new fuel or constructing new ships in the U.S. Emission Control Areas. Our re-lationship with Penn Oak Energy will help provide the private equity to ship owners to undertake these ambitious projects, and assist those ship builders that the U.S. will need to expand this growing demand,” said LR’s Rafa Riva, Marine Business Development Manager. Penn Oak Energy, based in Scottsdale, Arizona, is a developer of LNG fuel solutions for industrial cli-ents. The company specializes in turnkey solutions that take into consideration technology, natural gas liquefaction and supply, as well as logistics and financial considerations. Although Penn Oak Energy began in land-based

infrastructure finance, it is through this approach of project finance methods that they can apply their expertise to the unique financial structuring of LNG conversions for the maritime industry. The value that Penn Oak Energy adds to ship-owners and their fleets is through a fuel-procurement agree-ment, where they can spread the cost of the LNG conversions and the upfront capital requirements for these conversions over the life of the project. “The reason Penn Oak Energy chose to partner with Lloyd’s Register after doing a thorough review on other class societies throughout the maritime industry was that Lloyd’s Register was the most experienced in LNG conversions and transport vessels,” said Philip Parker, head of business development for Penn Oak Energy. “Working with Lloyd’s Register and various shipyard owners throughout North America, Penn Oak Energy has been able to sign up exclusive relationships with various shipyard builders to bring their yards up to spec on certification, safety and standards required to convert ships to dual fuel solutions.”

Confirmation of OOCL’s emissions data demonstrates the leading operator’s commitment to environmental perfor-mance and that its data is prepared with high accuracy, completeness, consistency, relevance and transparency.

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Technology

Successful Demonstration of the ME-LGI ConceptMitsui tests first commercial model on HFO and methanol

Mitsui Engineering & Shipbuilding Co., Ltd. (MES) – the MAN Diesel & Turbo licensee – recently demonstrated the liquid-gas-injection concept successfully in Japan. The successful demonstration took place on 17 June, 2015 using the very first ME-LGI engine to ever be commercially produced. The engine, with the type designation 7S50ME-B9.3-LGI, is bound for a vessel currently under construction by Minaminippon Ship-building Co., Ltd. for Mitsui O.S.K. Lines, Ltd.

A natural stepOle Grøne, Senior Vice President – Low Speed Promotion & Sales – MAN Diesel & Turbo described the event as a significant milestone in the development of Diesel technology and said: “The immediate market acceptance of our ME-GI (Gas Injection) engine confirmed the growing demand for low-sulphur, non-HFO options in the face of increasingly stricter sulphur limits in fuel. In turn, extending our dual-fuel engine pro-gramme with an ME-LGI unit that can run on liquid fuels was therefore a natural step.”He continued: “The interest in our ME-LGI engine confirms this dual-fuel, low- speed trend and will offer even more alternatives to HFO, which – apart from methanol – will include LPG, dimethyl ether (DME), and (bio-) ethanol, as well as several other, low-sulphur, low-flashpoint fuels.”Grøne concluded: “We welcome our partners’ interest in our technology and acknowledge their taking the lead in proving the ME-LGI concept. We are confident that their faith will be rewarded in the immediate future.”

DemonstrationMitsui’s ME-LGI demonstration involved four separate stages:1.Change to methanol running.2.Methanol running 50-75%.

3.Load variation.4.Change to fuel-oil running.

The event took place at the company’s Tamano works, near Okayama in the western part of the mainland, and was witnessed by approximately 60 interested guests from the marine industry in Japan.

The ME-LGI conceptThe ME-LGI concept is an entirely new concept that can be applied to all MAN Diesel & Turbo low-speed engines, either ordered as an original unit or through retrofitting. With two injection concepts, the ME-GI and the ME-LGI concept greatly expand the company’s dual-fuel portfolio and enables the exploitation of more low-flashpoint fuels such as methanol and LPG.The engine’s ‘ME-’ prefix indicates that the new engine benefits from well- proven electronic controls that also encompass the fuel being injected by a so- called Fuel Booster Injection Valve. This innovative fuel booster, specially developed for the ME-LGI engine, ensures that a low-pressure, fuel-gas supply system can be employed, significantly reduc-ing first-time costs and increasing reliability. The Fuel Booster Injection Valve will be introduced also on regular ME HFO engines, eventually.MAN developed the ME-LGI engine in response to interest from the shipping world in operating on alternatives to heavy fuel oil. Methanol and LPG carriers have already operated at sea for many years and many more LPG tankers are currently being built as the global LPG infrastruc-ture grows. With a viable, convenient and economic fuel already on-board, exploiting a fraction of the cargo to power a vessel makes sense with another important factor being the benefit to the environment. MAN Diesel & Turbo has previously stated that it is already working towards a Tier-III-compatible ME-LGI version.

The LGI combustion chamber consists of two LGI-fuel valves and two oil-fuel valves, the latter used for pilot oil when running in LGI-mode and as fuel valves when running in normal mode

The LGI parts, highlighted in yellow, are based on the familiar, proven ME-design


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Το 1ο Σεμινάριο RINA στην Κύπρο διοργανώθηκε την 28η Μαΐου 2015 στο πρώην Carob Mill, το μεγαλύτερο διατηρητέο βιομηχανικό κτίριο της Κύπρου κτισμένο στη δυτική πλευρά του Μεσαιωνικού Κάστρου της Λεμεσού.Η εκδήλωση, η οποία σηματοδότησε επίσης την έναρξη του γραφείου του RINA στη Λεμεσό, προσέλκυσε την προσοχή της τοπικής Ναυτιλιακής Κοινότητας και παραβρέθηκαν πολλοί ειδικοί σε τεχνικά και επιχειρησιακά θέματα από πολλές από τις ναυτιλιακές εταιρείες που είναι εγκατεστημένες στο νησί.Τους επισκέπτες καλωσόρισε ο κ Κυριάκος Νεοφύτου, ο τοπικός Διευθυντής του Γραφείου του RINA στη Λεμεσό, ο οποίος ευχαρίστησε τους συμμετέχοντες για την παρουσία τους και υποσχέθηκε περισσότερες εκδηλώσεις τέτοιου είδους που θα οργανωθούν από τον RINA στο μέλλον.Το σεμινάριο συντόνισε ο κος Σπύρος Ζολώτας, RINA Area Manager για την Ελλάδα και την Κύπρο, που αναφέρθηκε συνοπτικά στην παρουσία του RINA στην περιοχή. Η Κύπρος είναι μια σημαντική αγορά για τον RINA και η δημιουργία ενός τοπικού γραφείου στη Λεμεσό υπήρξε σημαντική.Το γραφείο του RINA στη Λεμεσό υποστηρίζεται άμεσα από το γραφείο του RINA στον Πειραιά, που είναι ένα από τα πιο σημαντικά γραφεία του RINA σε όλο τον κόσμο, ιδίως όσον αφορά τη Ναυτιλία. Προσφέρει 360 μοιρών υπηρεσίες στους πελάτες της στην κατάταξη, την έγκριση σχεδίων, τεχνική υποστήριξη, υπηρεσίες yachting classification, υπηρεσίες πιστοποίησης ISO και εκπαίδευση.

Ο κος Stefano Bertilone, General Manager για την Ελλάδα, τη Μέση Ανατολή και την Αφρική, αναφέρθηκε στην παγκόσμια παρουσία της Ομάδας του RINA σήμερα και τις τελευταίες εξαγορές του Ομίλου που ενισχύουν περαιτέρω τις υπηρεσίες του παρέχονται στη Ναυτιλία, στον τομέα Oil & Gas και σε άλλους τομείς. Το μεγάλο φάσμα των υπηρεσιών που παρέχονται σήμερα από τον Όμιλο, παρουσιάστηκε στους συμμετέχοντες μέσω του τελευταίου εταιρικού βίντεο του RINA.

Ακολούθησε το τεχνικό και κύριο μέρος της βραδιάς με ενδιαφέρουσες παρουσιάσεις.Ο κος Μιχάλης Μαρκογιάννης, Διευθυντής του Plan Approval Center του RINA Πειραιά, ενημέρωσε όλους τους συμμετέχοντες μέσα από μια ειδική παρουσίαση για τις τελευταίες εξελίξεις των Κανόνων και Ρυθμίσεων σε επίπεδο ΙΜΟ και του IACS.Ο κος Matteo Fiori, RINA Container Ships expert,, παρουσίασε “την ασφάλεια των πλοίων εμπορευματοκιβωτίων και προηγμένες τεχνικές υπηρεσίες αφιερωμένες στη Ναυτιλία” με πολλές πληροφορίες σχετικά με τα θέματα αντοχής των μεγάλων πλοίων μεταφοράς εμπορευματοκιβωτίων και υπηρεσίες που παρέχονται από το RINA σε αυτόν τον τομέα, όπως το Route Specific Lashing και Hull Moni-toring Class notations.Μετά από ένα σύντομο διάλειμμα για καφέ, ακολούθησαν παρουσιάσεις σχετικά με το πολύ σημαντικό θέμα των ανθρώπινων πόρων και την εκπαίδευση/κατάρτιση των ναυτικών, μέσω μιας ειδικής παρουσίασης με θέμα «Πιστοποίηση των Συστημάτων Διαχείρισης Ικανοτήτων» από τον κ Paolo Moretti, RINA General Manager Marine και τον κο Alessandro Mura, RINA Academy Senior Advisor.Οι παρευρισκόμενοι ενημερώθηκαν για τις τελευταίες εξελίξεις όσον αφορά το καυτό θέμα της παρακολούθησης των εκπομπών αερίων και μια ειδική παρουσίαση με θέμα «ΜRV - Εκπομπές CO2» παραδόθηκε από τον κο Ales-sandro Pescetto, RINA ειδικό σε θέματα Marine Software Solutions & Ship Performance.Ο κος Pescetto παρουσίασε επίσης τη λύση που προσφέρεται από τον RINA στον τομέα της διαχείρισης της ενέργειας που είναι η InfoSHIP EGO - λογισμικό διαχείρισης ενέργειας, ένα αρθρωτό σύστημα συνδεδεμένο με εξοπλισμό πλοήγησης πλοίου, τους αυτοματισμούς γέφυρας και μηχανής και άλλους αισθητήρες που παρέχουν ένα αξιόπιστο και ολοκληρωμένο σύστημα διαχείρισης ενέργειας του πλοίου με παρακολούθηση σε πραγματικό χρόνο επί του πλοίου και στην ξηρά.Οι τεχνικές παρουσιάσεις έκλεισαν με τον κο Franklin Karkada, επικεφαλή της

Επίδοσης Στόλου, Καινοτομίας και Έρευνας στην MSC Shipping Κύπρου, ο οποίος παρέδωσε μια ενδιαφέρουσα παρουσίαση με θέμα «Ενεργειακή Αποδοτικότητα και Παρακολούθηση», λόγω των εμπειριών που αποκτήθηκαν στον τομέα αυτό από το μεγάλο στόλο της Εταιρείας του.Ο χρόνος ερωτήσεων και απαντήσεων ήταν αρκετά δραστήριος και πολλά σημεία από την ποικιλία των θεμάτων που παρουσιάστηκαν κατά τη διάρκεια του σεμιναρίου συζητήθηκαν μεταξύ των συμμετεχόντων και δόθηκαν διευκρινίσεις από τους εμπειρογνώμονες του RINA.Στα συμπεράσματά του πριν από το κοκτέιλ που ακολούθησε, ο κος Ζολώτας, επανέλαβε ότι αυτή είναι η πρώτη από μια σειρά εκδηλώσεων που ο RINA προτίθεται να οργανώσει στην Κύπρο με σκοπό να προσφέρει την εμπειρία του στην αγορά. Η διαδραστική προσέγγιση σε αυτό το είδος των σεμιναρίων είναι σημαντική για την προσφορά υποστήριξης σε θέματα που παρουσιάζουν ενδιαφέρον για τη Βιομηχανία και στην προώθηση της ανταλλαγής ιδεών που είναι πάντα προς όφελος της επίγνωσης.

Ο κος Stefano Bertilone, General Manager για την Ελλάδα, τη Μέση Ανατολή και την Αφρική, αναφέρθηκε στην παγκόσμια παρουσία της Ομάδας του RINA σήμερα και τις τελευταίες εξαγορές του Ομίλου που ενισχύουν περαιτέρω τις υπηρεσίες του παρέχονται στη Ναυτιλία, στον τομέα Oil & Gas και σε άλλους τομείς. Το μεγάλο φάσμα των υπηρεσιών που παρέχονται σήμερα από τον Όμιλο, παρουσιάστηκε στους συμμετέχοντες μέσω του τελευταίου εταιρικού βίντεο του RINA.

Το σεμινάριο του RINA Κύπρου προσελκύει την προσοχή της ναυτιλιακής κοινότητας στη Λεμεσό.

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Τους επισκέπτες καλωσόρισε ο κ Κυριάκος Νεοφύτου, ο τοπικός Διευθυντής του Γραφείου του RINA στη Λεμεσό, ο οποίος ευχαρίστησε τους συμμετέχοντες για την παρουσία τους και υποσχέθηκε περισσότερες εκδηλώσεις τέτοιου είδους που θα οργανωθούν από τον RINA στο μέλλον.

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ABB, the leading power and automation technology group, launches a new propulsion drive. The Nekton-Drive helps vessels to use electrical power more effi-ciently and to lower environmental impact in a sustain-able way. The NektonDrive is a low voltage variable speed drive specially designed for demanding marine applications. It comes with a power range from 710 to 5700 kW at 690V AC. The liquid cooled NektonDrive offers a compact dust-proof cabinet, minimizing the need for high power air conditioning in the installation area. To prevent dust from entering the power circuits, the upper section of the cabi-net is kept closed during installation. The lower part of the cabinet holds a separate cabling entry and the vibra-tion dampers are accessible from outside the cabinet. Life cycle management and preventive maintenance have been key factors when designing the NektonDrive. The installed cabinet offers accessibility at the front and no service space on the side or back is necessary. A reduced number of spare part types and capabilities for remote diagnostics help to secure minimum downtime and easy access to spare parts throughout the vessel’s lifetime. With its modular design, the NektonDrive can be de-signed and manufactured to meet almost any customer specific requirements.

The new ABB marine drive for electrical propulsion

5TH SNAME International Symposium on “SHIP OPERATIONS, MANAGEMENT & ECONOMICS”The 5th International Symposium on ‘’Ship Opera-tions, Management and Economics’’ (SOME), which was organized by the Greek Section of the international Society of Naval Architects & Marine Engineers (SNAME) and SNAME’s European Regional Office (SERO), took place on May 28 & 29, 2015 in Athens at the Eugenides Foundation auditorium. More than 100 persons were regis-tered for the Symposium.The Symposium was opened by the President of SNAME, Mr. Joe Comer. The keynote address was delivered by Dr. John Koustas, CEO and President of Danaos Corporation, on ‘’What Ship-ping Expects from Technology’’. Three additional key-note papers were presented by Dr. Jan de Kat, ABS Director of Energy Efficiency, Operation-al and Environmental, on ‘’Performance Efficiency & Optimization - Addressing Life Cycle Challeng-es’’, Dr. Nikos Kakalis, Head of Maritime Research & Development, DNV GL Greece on ‘’Managing the Complexity of Ship Energy Systems’’ and Mr. Theodosis Stamatellos, Marine Area Manager

GEMA, Lloyd’sRegister on “Pulling the Regulatory Rope in a Tug of War’’. Some 26 high-caliber pa-pers were delivered in the course of the two days program. During the four coffee breaks and the two buffet luncheons, the attendees from industry, policy-makers and academia had the opportunity to meet and exchange views. All presented papers were included in a CD, which was given to the at-tendees and is available through the SERO office. The Chairman of the Symposium was Prof. Apostolos Papanikolaou of the National Technical University of Athens (NTUA). He was supported by the Co-Chairman, Assoc. Prof. Dimitris Lyridis of NTUA, the Chairman of the Greek Section Dr. John Kokarakis, the Papers Committee Chairman Ass. Prof. Nikolaos Ventikos of NTUA and the Chairman of the Organizing Committee Mr. Petros Lalangas. The Papers Committee consisted of 16 members from Croatia, Greece, Germany, Portu-gal, Switzerland, Turkey and the United Kingdom who made an excellent selection and review of the papers submitted. Several students from the

SNAME NTUA Student Section and volunteers assisted in the running of the Symposium.

The 2015 SOME Symposium was supported by the following donors and sponsors: Donors: The Stavros Niarchos Foundation; Grand Sponsors: Bureau Veritas and New York College; Spon-sors: The American Bureau of Shipping; DNV GL and Lloyd’s Register; In addition the followings were Sponsors in Kind: Alba Graduate Business School; ELKCO Marine Group of Companies; ELNAVI; Institute of Maritime & Economic Studies (IMES); Maritime Economies; Nafsgreen; National Technical University of Athens-Ship Design Labo-ratory (NTUA-SDL); Newsfront - Naftiliaki and The International Propeller Club of the United States, International Port of Piraeus.Please scroll down to find one group photo at the end of the Symposium as well as a photo of Joe Comer, President of SNAME, Erik Seither, Execu-tive Director of SNAME, and the Greek Section’s Executive Committee.

PR04923_KTX_CAMPAIGN_SHIPPING_21*29_Final.pdf 1 5/6/15 7:04 µ.µ.


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ABS, a leading provider of classification ser-vices to the maritime and offshore industries, has been chosen to class a new design of medium-sized LNG carrier to be built in China for Landmark Capital.The 45,000 cbm vessel, featuring self-sup-porting IMO Type-A tanks mounted within an insulated hold space, will be built in China, with an option for another vessel.

Last year, ABS completed an Approval in Principle for the ‘LNT A-BOX’ gas containment system and will review the vessel design, survey the construction and class the ship for operation upon delivery, which is due in 2017.“We are delighted to have been awarded the classification contract for this innovative LNG carrier, which draws on our 50 years of experi-ence in gas handling and transportation,” says Vice President of Global Gas Solutions for ABS, Patrick Janssens. “Landmark Capital recognized that in bringing to market a new containment concept and a new vessel de-sign, that ABS was the natural choice for this

exciting project.”Landmark Capital affiliate LNG New Technolo-gies (LNT), with operations in Norway and Singapore, has developed the LNT A-BOX system and is providing engineering services for the project. LNT intends to market the con-tainment system to third party shipyards that are looking to enter the LNG market.

“From the beginning our aim was to develop a simple and cost effective LNG containment system that could enable new shipyards especially those in China to build mid-sized LNG carriers,” says Managing Director, LNT Kjetil Sjolie Strand. “LNT A-BOX is designed to answer the need for a system that fills the gap between smaller ships with Type C tanks and those with larger membrane type contain-ment systems.”The LNT A-BOX is one of a handful of new LNG containment designs that has received design approval from ABS. LNT plans to offer the patented system under license to other shipyards once the initial contract is com-

pleted.LNT undertook pre-design work for the vessel and Swedish naval architect FKAB has been engaged to produce the basic design draw-ings.

“This is a project that fully leverages ABS expertise in gas containment systems and LNG carrier classification and one that draws on both our local knowledge and global net-work,” says Country Manager, ABS Norway, Egil Legland. “ABS classed the first large LNG carriers ever built in China and we continue to support innovation as the industry addresses the evolving needs in LNG shipping.”

ABS is a pioneer in the safe transport and handling of gas, classing the world’s first LNG carrier and responding to the evolving technol-ogy demands of the largest and most modern units currently in service. ABS has extensive technical experience with the full scope of gas-related assets, ranging from LNG bunker barges to FLNG units.

ABS to Class 45,000 cbm LNG Carrier for Landmark Capital

ABS Grants Approval in Principle to Brevik Independent Tank Type-B Gas Containment SystemABS, a leading provider of maritime shipping and offshore classification services, has granted Ap-proval in Principle (AIP) to a new gas containment system concept designed in Norway by Brevik Technology.The containment system uses a series of inde-pendent, cylindrical IMO Type-B tanks and for the AIP was designed for application in a gas carrier of 30,000 cbm.In granting the AIP, ABS assessed the concept against the requirements of the International Gas Code, ABS Rules and the ABS Guide for Liquefied Gas Carriers with Independent Tanks. Since the tank design is a novel concept, a HAZID study was also performed.“Once again, ABS is showing leadership in gas handling and transport, a field where we have half a century’s experience supporting innovation,” says ABS Chairman, President and CEO Chris-topher J. Wiernicki. “Designers are increasingly looking to extend the gas carrier concept into new trades, serving new markets and ABS Approval

in Principle is a stepping stone in making this possible.”The AIP marks the initial approval for the tank con-cept and could be followed by a general design approval upon completion of a vessel’s detailed design. Final approval would involve a vessel-specific shipbuilding project.“ABS has completed more than a dozen as-sessments on new concepts in gas containment in recent years,” says Yung Shin, Head of the Containment System Group, ABS Corporate Tech-nology. “Our focus during the AIP process was on assessing the system’s compliance with the intent of ABS Rules and other applicable standards, including strength of the tank, its support structure and its interaction with the hull.”The tank design was created by Brevik Technol-ogy, a VARD affiliate company, with the intention of lowering the cost of construction for LNG and LPG carriers while providing a solution for the small-scale transport of gas.“In creating the design, it was emphasized that no

thermal induced forces were transferred from the ship to the tank and vice versa due to temperature variations,” says Øystein Kristoffersen Sæther, Managing Director, Vard Engineering Brevik. “The use of a cylindrical tank also means that the potential for damage from sloshing is low.”Brevik is in discussions with shipowners and yards for a vessel design concept including the Type B tank, which it estimates could be between 15 to 20 percent less expensive to construct than a mem-brane containment system for a ship of this size.

ABS is a pioneer in the safe transport and han-dling of gas and has extensive experience with the full scope of gas-related assets. ABS classed the largest LNG carriers in service, including the world’s first LNG carrier, the Methane Pioneer, in 1959. In 2013 ABS formed the Global Gas Solu-tions Team in response to the rapid escalation in the number of gas-related projects, including LNG and LPG transportation and the growing use of LNG and LPG fuel.

Class society will provide approval of new containment system and classification for medium-sized LNG vessel to be built in China for Sino-Norwegian company.

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Oil and gas industry service provider Petrofac has se-lected a range of Alfa Laval environmental products for the new Petrofac JSD6000. Alfa Laval PureDry, PureBilge and PureBallast will all be installed aboard this game-changing derrick lay vessel.

The Petrofac JSD6000, which will be available for operations in 2017, will be a unique top-tier vessel operating in the offshore market. Offering a distinctive combination of S-lay and J-lay pipe-laying features with heavy lifting capabilities of 5000 tonnes, the vessel will be deployed internationally in construction and installation projects for Petrofac clients.

“Having such an extensive reach and, in particular, working in the ultra-deep and deepwater sector requires the implementation of high standards and technologies underpinned by stringent monitoring measures and a sound integrated approach towards the surround-ing environment,” says Dmitry Lygin, Chief Engineer of the Petrofac JSD6000.

Among the environmental protection technologies on board will be the waste fuel recovery system Alfa Laval PureDry, the bilge water treatment system Alfa Laval PureBilge and the ballast water treatment system Alfa Laval PureBallast. “Alfa Laval is proud to have a range en-vironmental products associated with a unique vessel like the Petrofac JSD6000,” says Pauli Kujala, Senior Business Manager, Oily Waste Treatment Systems at Alfa Laval.

Environmental factors considered from the startIn all aspects of its operations, Petrofac is committed to combining environmental excellence with high operational performance. The

Petrofac JSD600 is no exception, which is why the environment has been taken into account since the conceptual design stage.

“One of our objectives is to minimize the ecological footprint of the vessel in the marine and air environments,” says Lygin. “Among the many different factors, fuel consumption, sludge production, bilge and ballast water discharges represent critical areas that can have a nega-tive impact on the marine environment if not properly managed.”

On this occasion, having reviewed a number of options in the market, Petrofac selected Alfa Laval to support the Petrofac JSD6000 in these areas. “As with many suppliers we work with, Alfa Laval’s products are in line with our energy efficiency and environmental protection goals,” Lygin says.

High performance expectationsAs preparations for the installations progress, Petrofac is satisfied with the broad technical guidance provided by the Alfa Laval technical and sales team. Once the Petrofac JSD6000 is in operation, Lygin and his team foresee continued cooperation with Alfa Laval in areas such

as troubleshooting, spare parts and remote monitoring.

“We expect durable and reliable product perfor-mance, keeping in mind that the equipment func-tionality is essential for the working conditions when operating in a protected environment,” says Lygin. “In the same way we do with many of our suppliers, we will be expecting continu-ous and comprehensive technical support for all post-order services rel-evant to the equipment installed on board.”

Alfa Laval environmental products will be installed on the Petrofac JSD6000

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DNV GL Energy Management Study shows rise in awareness of performance monitoring

Only about one third of shipping companies were aiming for energy savings of 5 per cent or more, suggests the new DNV GL Energy Management study. It is based on the input of 80 shipping companies and includes ship managers, owners and operators in 24 countries.

Although energy saving enjoys a high priority within most of the com-panies questioned, with three quarters of the participants naming fuel savings as a topic of high importance, in many cases shipping companies have not formulated ambitious savings targets. Even as the share of com-panies with no defined target decreased to 28 per cent, down from 44 per cent in 2013, few had set themselves the goal of reaching half the level of performance improvement attained by the top performers in the industry.

“The awareness of the importance and benefits of implementing energy saving measures has grown since our last study. But the low targets set by most respondents indicate that companies may lack a complete picture of the potential rewards that can be gained with a relatively modest level of investment,” says Dr Jan-Henrik Hübner, Global Head of Shipping Ad-visory at DNV GL – Maritime. “Only one in ten companies were aiming for gains of 10 per cent or more, which is a level that our work with customers shows is attainable for many owners and operators through a combination of operational and technical enablers.”

Of the companies that did set themselves improvement targets, nearly one third of respondents fully or at least largely achieved targets they set themselves for 2014, with almost half achieving between 25 to 75 per cent of their targets. Only 25 per cent failed to reach one quarter of the perfor-mance targets they had laid for the year.

Performance monitoring on the riseA promising development is the rise in awareness of performance monitor-ing as a key part of improving energy efficiency. Reliable data collection, monitoring and analysis gives companies continuous transparency on energy performance and enables them to identify obstacles in the way of realizing their targets and the ability to proactively improve ship per-formance. “Performance monitoring was ranked as the most important contributor to achieving energy management goals, with 53 per cent of re-spondents wanting to implement or strengthen performance management over the next year,” Hübner notes. “This is very encouraging, however, most companies are still undertaking manual data collection and report-ing. The strongest performers have made the commitment to introduce not only IT-based performance management systems but a performance management culture.”

Crucial to build awareness“Building organisational awareness of what it takes to attain these perfor-mance goals is the top target for 2015,” says Hübner. “But companies are now realising that simply defining a set of measures is not enough – to really drive energy savings there needs to be buy-in from both office staff and crew and the resources in place to implement retrofitting or other technical measures on board.” By far the greatest contributors to energy savings in 2014 were slow steaming, hull and propeller cleaning and voy-age planning optimization, well-known practices that require little invest-ment. And even with the recent drop in fuel prices, cost continues to be the main driver for change with some 80 per cent of respondents naming it as their main stimulus for action.Caption: Dr Jan-Henrik Hübner, Global Head of Shipping Advisory at DNV GL – Maritime, notes that many companies may lack a complete picture of the potential rewards of enhanced energy management.

In their continuous effort to remain in the fore-front of the shipping industry and to proactively cater to the needs of their extensive clientele, Franman has recently entered a co-operation with Clear Water.

They have been appointed as an international sales representative of Clear Water for all products such as Live Tracking, Intelligence, Operational Support and Logistics Optimiza-tion. Clear Water is the leading company in its field headquartered in the UK and utilizes 3 operations centres in the UK and Malaysia. Clear Water’s Live Tracking and Intelligence Operational Support is a unique and powerful tool for security and Logistics Optimization.

Clear Water’s top end product is the Raptor™ which is an independent tracking device that reports every 15 minutes, giving a total of 96poles in a 24hour period, essentially provid-ing live tracking at a very low cost. Raptor, additionally offers 2 way communications independently to any other system of the ves-sel and with a battery supply for its own energy requirements. Clearwater is 100% mobile

and works through smartphones and tablets keeping you connected with your fleet 24/7. Tracking your fleet has never before been so easy and cost effective. The various pack-ages available include live tracking of vessels through the Raptor, SAIS and SatC combined with various other services like the Clear Water

portal, Masters Briefs, Vessel Voyage specific route Risk Assessments and Piracy Alerts.

With a view to the ship-owners benefit, Fran-man wishes to contribute with this new partner-ship in maintaining the high level quality of the Greek shipping Industry.

FRANMAN expands its portfolio by signing new international agreement with CLAERWATER U.K.


Market News

Topaz Selects ABS to Provide Fleet Management Software for Offshore Support VesselsABS Nautical Systems Fleet Management Software Provides a More Streamlined Approach to Fleet Management.

Topaz Energy and Marine, a leading offshore support vessel company, has selected ABS as its fleet management software provider. Topaz will use the ABS Nautical Systems Fleet Management Software to achieve operational excellence by introducing a more streamlined approach to fleet management. This new re-lationship marks the continued expansion into the Middle East and offshore support vessel markets for ABS Nautical Systems.

René Kofod-Olsen, Chief Executive Officer of Topaz Energy and Marine, said: “We took a

substantial amount of time to select the correct fleet management system. It was imperative to select a company that not only has a proven solution in the maritime industry but offers user-friendly products and a fully integrated solution that aligns with our company objec-tives. The trust we have built with ABS over the years also played a major part in the decision-making process.”

Topaz will install the ABS Nautical Systems Fleet Management Software suite on 58 of its core vessels to more efficiently plan for maintenance work, minimize downtime and reduce costs associated with drydocking. The relationship will also nurture the company’s safety culture by providing further safeguards for the health and safety of their employees.

“We aim to be a best-in-class, reli-able, innovative service provider to our customers and we believe the ABS Nautical Systems Fleet Manage-ment Software will provide the tools necessary to help us achieve this,” Kofod-Olsen added.

“The ABS Nautical Systems team will work with Topaz to help execute the initial installa-tion and training, which is an essential process for effective use of the software,” said Stephen Schwarz, Vice President and Chief Operating Officer of ABS Nautical Systems. “We antici-pate a strong working relationship and will strive to help them gain the most value through the use of the software.”

Article

ABS: Progress on ballast water management but key issues remain


The USCG Type Approval pro-cess is estimated to take be-tween 18 to 24 months for the initial systems testing. In March 2015, three BWMS vendors announced that their complete Type Approval package had been submitted for USCG re-view. The roadmap also states that “Early movers should not be penalized (sanctioned, warned, detained or excluded) solely due to an occasional exceedance of the D-2 [dis-charge] standard following use of a BWMS approved by an Administration under Guide-lines (G8) (MEPC.174(58)

Debra DiCianna,Senior Environmental Solutions Engineer, ABS

Despite positive signals from several states that they are preparing ratification instruments for the Ballast Water Management (BWM) Convention, the conclusion of 68th session of the International Maritime Organization’s Marine Environment Protection Committee left shipowners and system vendors with no firmer timeline on when the Convention will come into force. It also became clear during the committee meeting held in May that the decision to revise the G8 Guidelines addressing ap-proval of ballast water management systems, while important to the Convention’s future, will be a lengthy process covering many different issues.

No penalty for early moversOne of the key concerns of shipowners in addressing the requirements of the BWM Convention, before ratification and entry into force, is the risk that early adopters could find themselves out of compliance if their system of choice does not subse-quently meet the required standards.While no new ratifications to the Convention were announced at MEPC 68, progress was made on continuing the revision of the G8 Guidelines and the development of a mechanism that does not penalize the early movers who specify systems ahead of ratification.Unlike SOLAS and MARPOL, the BWM Convention does not include a clause for ‘grandfathering’ which exempts ships of certain ages from its provisions and so this term is not used.In order to make progress on the issue and attempt to give owners some reassurance, MEPC agreed to a roadmap for the implementation of the BWM Convention in a way that addresses non-penalization.The roadmap states that “Shipowners who have installed, maintained and operated correctly a BWMS approved in accordance with the Guidelines (G8) MEPC.174(58)) should not be required to replace these systems, for the life of the ship or the system, whichever comes first, due to occasional lack of efficacy for reasons beyond the control of the shipowner and ship’s crew.”The roadmap also states that “Early movers should not be penalized (sanctioned, warned, detained or excluded) solely due to an occasional exceedance of the D-2 [discharge] standard following use of a BWMS approved by an Administration under Guidelines (G8) (MEPC.174(58)) if:1: the ship has a correctly installed BWMS approved in accordance with Guidelines (G8) (MEPC.174(58));

2: the approved ballast water management plan is followed, including the operational instructions and the manufacturer’s specifications for the BWMS; 3: the BWMS has been maintained in accordance with the manufacturer’s instructions; and 4: the self-monitoring system of the BWMS indicates that the treatment process is working properly.”While these provisions, when agreed and adopted, will be welcome to those owners who have already installed BWMS on their vessels, it is clear that proper review, approval and survey of installed BWMS and ballast water management plans by a classification society is paramount to prove that clauses are upheld.

US Coast Guard Approval ProcessAs a result of the uncertainty around the Convention, in the near term at least, vendors continue to be focused on the process required to comply with US Coast Guard (USCG) ballast water management requirements and owners with gaining clarity on purchasing a USCG Type Approved BWM system (BWMS).As of May 2015, no BWMS had received Type Approval by the USCG, which stated that 17 vendors had submitted a Notice of Intent (NOI) to conduct the Type Approval testing process. Four independent laboratories have been accepted by the USCG for testing of BWMS. These are NSF International, DNV-GL AS, Korean Register of Shipping, and Control Unions Certifications BV. Each of the laboratories has a set of approved subcon-tractors to perform the various testing processes required.While filing a NOI is an important part of the process, ABS maintains communication with BWMS vendors that have contracted with an independent laboratory. To date, ABS has received confirmation by 13 vendors of contracts, though this figure can be expected to grow over time.The USCG Type Approval process is estimated to take between 18 to 24 months for the initial systems testing. In March 2015, three BWMS vendors announced that their complete Type Approval package had been submitted for USCG review. All three of these BWMS use ultraviolet (UV) disinfection as one of the treatment steps to achieve the required discharge standards. Vendors of UV systems will be subject to additional consideration by the USCG whose discharge standards refer to ‘living organisms’ rather than the ‘viable organisms’ referred to in the BWM Convention.It is important to note that UV-based BWMS are approximately 50% of total IMO BWM Convention Type Approved systems. UV systems tend to be simpler to use and, at lower flow rates, demonstrate an improved energy footprint. A search of the technology types currently installed on ABS classed-vessels indicates that a majority of Offshore Support Vessels (OSVs) have selected UV technology installations. Despite the progress made at MEPC 68, shipowners still have many challenges ahead of them for compliance with ballast water management requirements both in the US and globally. They need to focus on being prepared, specifically staying up to date with the progress of the USCG Type Approval process, understanding BWM Convention compliance dates and how the revision of the G8 Guidelines may impact them.Many unknowns need to be resolved before shipowners can fully respond to the challenges ahead. Classification societies will continue to provide the necessary support and insight to help them reach the right decisions as global ratification and US Type Approval move inexorably closer.

Despite positive signals from several states that they are preparing ratification instruments for the Ballast Water Management (BWM) Convention, the conclusion of 68th session of the International Maritime Organization’s Marine Environment Protection Committee left shipowners and system vendors with no firmer timeline on when the Con-vention will come into force. It also became clear during the committee meeting held in May that the decision to revise the G8 Guidelines addressing approval of ballast water management systems, while important to the Con-vention’s future, will be a lengthy process covering many different issues. No penalty for early moversOne of the key concerns of shipowners in ad-dressing the requirements of the BWM Conven-tion, before ratification and entry into force, is the risk that early adopters could find themselves out of compliance if their system of choice does not subsequently meet the required standards.While no new ratifications to the Convention were announced at MEPC 68, progress was made on continuing the revision of the G8 Guidelines and the development of a mechanism that does not penalize the early movers who specify systems ahead of ratification.Unlike SOLAS and MARPOL, the BWM Conven-tion does not include a clause for ‘grandfathering’ which exempts ships of certain ages from its provi-sions and so this term is not used.In order to make progress on the issue and at-tempt to give owners some reassurance, MEPC agreed to a roadmap for the implementation of the BWM Convention in a way that addresses non-penalization.The roadmap states that “Shipowners who have installed, maintained and operated correctly a BWMS approved in accordance with the Guide-lines (G8) MEPC.174(58)) should not be required to replace these systems, for the life of the ship or the system, whichever comes first, due to oc-casional lack of efficacy for reasons beyond the control of the shipowner and ship’s crew.”The roadmap also states that “Early movers should not be penalized (sanctioned, warned, detained or excluded) solely due to an occasional exceedance of the D-2 [discharge] standard follow-ing use of a BWMS approved by an Administration under Guidelines (G8) (MEPC.174(58)) if:1: the ship has a correctly installed BWMS approved in accordance with Guidelines (G8) (MEPC.174(58));

2: the approved ballast water management plan is followed, including the operational instructions and the manufacturer’s specifications for the BWMS; 3: the BWMS has been maintained in accordance with the manufacturer’s instructions; and 4: the self-monitoring system of the BWMS indicates that the treatment process is working properly.”While these provisions, when agreed and adopted, will be welcome to those owners who have already installed BWMS on their vessels, it is clear that proper review, approval and survey of installed BWMS and ballast water management plans by a classification society is paramount to prove that clauses are upheld.US Coast Guard Approval ProcessAs a result of the uncertainty around the Conven-tion, in the near term at least, vendors continue to be focused on the process required to comply with US Coast Guard (USCG) ballast water manage-ment requirements and owners with gaining clarity on purchasing a USCG Type Approved BWM system (BWMS).As of May 2015, no BWMS had received Type Ap-proval by the USCG, which stated that 17 vendors had submitted a Notice of Intent (NOI) to conduct the Type Approval testing process. Four independent laboratories have been ac-cepted by the USCG for testing of BWMS. These are NSF International, DNV-GL AS, Korean Regis-ter of Shipping, and Control Unions Certifications BV. Each of the laboratories has a set of approved subcontractors to perform the various testing processes required.While filing a NOI is an important part of the pro-cess, ABS maintains communication with BWMS vendors that have contracted with an independent laboratory. To date, ABS has received confirmation by 13 vendors of contracts, though this figure can be expected to grow over time.The USCG Type Approval process is estimated to take between 18 to 24 months for the initial sys-tems testing. In March 2015, three BWMS vendors announced that their complete Type Approval package had been submitted for USCG review. All three of these BWMS use ultraviolet (UV) dis-infection as one of the treatment steps to achieve the required discharge standards. Vendors of UV systems will be subject to additional consideration by the USCG whose discharge standards refer to ‘living organisms’ rather than the ‘viable organisms’ referred to in the BWM Convention.It is important to note that UV-based BWMS are approximately 50% of total IMO BWM Convention

Type Approved systems. UV systems tend to be simpler to use and, at lower flow rates, demon-strate an improved energy footprint. A search of the technology types currently installed on ABS classed-vessels indicates that a majority of Off-shore Support Vessels (OSVs) have selected UV technology installations.

Despite the progress made at MEPC 68, shipown-ers still have many challenges ahead of them for compliance with ballast water management requirements both in the US and globally. They need to focus on being prepared, specifically staying up to date with the progress of the USCG Type Approval process, understanding BWM Convention compliance dates and how the revision of the G8 Guidelines may impact them.Many unknowns need to be resolved before ship-owners can fully respond to the challenges ahead. Classification societies will continue to provide the necessary support and insight to help them reach the right decisions as global ratification and US Type Approval move inexorably closer.

Θετική προοπτική ανάπτυξης, υπό προϋποθέσεις, ο κλάδος της κρουαζιέρας στην Ελλάδα Παρόλο που ο κλάδος της κρουαζιέρας έχει προσφέρει μια αξιοσημείωτη ώθηση στην οικονομική ανάκαμψη της Ευρώπης, ο Πρόεδρος της CLIA (Διεθνούς Ένωσης Κρουαζιέρας), κ. Pierfrancesco Vago, προειδοποιεί ότι απαιτείται δράση για να δημιουργηθούν οι κατάλληλες προοπτικές για μελλοντική ανάπτυξη Στοιχεία που δημοσιεύτηκαν σήμερα από την CLIA Ευρώπης αποκαλύπτουν ότι η οικονομική συνεισφορά του κλάδου της κρουαζιέρας στην Ευρώπη, έφθασε στο νέο ρεκόρ των 40,2 δις ευρώ το 2014, έως και 2,2% αύξηση από το 2013. Οι άμεσες δαπάνες που δημιουργούνται από την κρουαζιέρα ανέρχονται σε 16.6 δις ευρώ, από 16,2 δις ευρώ το 2013.Το 2014, η κρουαζιέρα έχει δημιουργήσει περίπου 10.000 νέες θέσεις εργασίας στην Ευρώπη με συνολικά 349.000 εργαζομένους στον κλάδο και τους σχετικούς μ’ αυτόν τομείς, συμπεριλαμβανομένων περισσότερων από 82.000 θέσεων να αντιστοιχούν αποκλειστικά στην κρουαζιέρα. Οι μισθοί και άλλα οφέλη για τους Ευρωπαίους εργαζομένους έφτασαν τα 10,75 δις ευρώ.Ο κος Pierfrancesco Vago, Πρόεδρος της CLIA Ευρώπης, δήλωσε σχετικά: «Η συνεισφορά του κλάδου της κρουαζιέρας στην οικονομική ανάκαμψη της Ευρώπης είναι ζωτικής σημασίας. Το 2014, η κρουαζιέρα απέφερε περίπου 40 δις ευρώ στην ευρωπαϊκή οικονομία και δημιούργησε σχεδόν 350.000 ευρωπαϊκές θέσεις εργασίας, από τις οποίες πάνω από 80.000 ήταν στον κλάδο της κρουαζιέρας. Αυτά τα πρωτοφανή αποτελέσματα είναι αποτέλεσμα σκληρής δουλειάς από όλους μας και πρέπει να είμαστε περήφανοι και να συνεχίσουμε προς αυτή την κατεύθυνση». Προειδοποιώντας, όμως, προσθέτει «Παρόλο που η μελλοντική ανάπτυξη είναι εφικτή στην Ευρώπη, δεν είναι καθόλου εξασφαλισμένη», ενώ ανέφερε ότι «παρά το ρεκόρ που σημειώθηκε με 6,4 εκατομμύρια Ευρωπαίους κατοίκους να κάνουν κρατήσεις για κρουαζιέρες το 2014 και τα ευρωπαϊκά ναυπηγεία να σημειώνουν ρεκόρ παραγγελιών για κατασκευή νέων κρουαζιερόπλοιων, παραμένοντας στο επίκεντρο για τη ναυπήγηση νέων πλοίων ανά τον κόσμο, υπάρχουν κάποιες ανησυχίες. Για παράδειγμα, ο αριθμός επιβίβασης στις κρουαζιέρες στα ευρωπαϊκά λιμάνια σημείωσε μείωση κατά 3,68%, φτάνοντας τους 5,85 εκατομμύρια επιβάτες.»Και καταλήγει λέγοντας: «Αυτή η πτωτική τάση που υπάρχει στην επιλογή της Ευρώπης ως προορισμό είναι αποτέλεσμα των σοβαρών δυσκολιών που υπάρχουν για ανάπτυξη. Αν αγνοηθούν αυτά τα εμπόδια υπάρχει κίνδυνος να μείνουν ανεκμετάλευτες οι προοπτικές που προσφέρει η κρουαζιέρα και να υπάρξει στασιμότητα έναντι της οικονομικής άνθησης για την οποία όλοι έχουμε εργαστεί σκληρά. Η Ευρώπη πρέπει να αντιμετωπίσει τους κινδύνους αυτούς εφαρμόζοντας περιβαλλοντική νομοθεσία με έναν αρμονικό τρόπο, να απλοποιήσει τις διαδικασίες θεώρησης visa, να επενδύσει στις παράκτιες περιοχές και να βελτιώσει τις λιμενικές υποδομές».Σύμφωνα με την CLIA Ευρώπης και τον απολογισμό για την Οικονομική

Συνεισφορά 2015, 6,4 εκατομμύρια Ευρωπαίοι επέλεξαν την κρουαζιέρα σαν είδος διακοπών το 2014, παρουσιάζοντας μια αύξηση 0,5% σε σχέση με το 2013 που αντιπροσωπεύει το 30% όλων των επιβατών που επιλέγουν κρουαζιέρες, παγκοσμίως. Η Ευρώπη είναι, επίσης, ένας σημαντικός προορισμός για τους επιβάτες της κρουαζιέρας από όλον τον κόσμο, προσελκύοντας σημαντικές τουριστικές επενδύσεις και δαπάνες. Περίπου 5,85 εκατομμύρια επιβάτες επιβιβάστηκαν σε κρουαζιερόπλοια από ευρωπαϊκά λιμάνια το 2014, εμφανίζοντας μείωση 3,6% από το 2013. Περίπου ένα εκατομμύριο επιβάτες ήρθαν εκτός Ευρώπης. Η Ευρώπη παραμένει το κέντρο της ναυπήγησης κρουαζιερόπλοιων. Οι δαπάνες για νέες κατασκευές και συντήρηση έχουν αυξηθεί για τρίτη συνεχόμενη χρονιά, μετά από τρία χρόνια ύφεσης που έληξε το 2012. Mέχρι το 2018 αναμένεται να γίνει παραγγελία 29 νέων πλοίων συνολικής αξίας περίπου 16 δισεκατομμυρίων ευρώ. Τα ευρωπαϊκά ναυπηγεία, τα οποία έχουν χτίσει τα πιο μοντέρνα και καινοτόμα κρουαζιερόπλοια, είχαν αύξηση 12,8% στα έσοδά τους από νέες κατασκευές και συντήρηση από το 2013. Το 2014, οι γραμμές κρουαζιέρας ξόδεψαν 4,55 δις ευρώ σε νέες κατασκευές και ανακαινίσεις στην Ευρώπη, η τρίτη ετήσια αύξηση.Ο κος Κυριάκος Αναστασιάδης, Διευθύνων Σύμβουλος της Celestyal Cruises και Εκτελεστικό μέλος της CLIA Ευρώπης, αναφέρει σχετικά: «Τόσο στην Ευρώπη, όσο και στην Ελλάδα, η κρουαζιέρα είναι ένας δυναμικός κλάδος τουρισμού που αποφέρει σημαντικά και πολύπλευρα οφέλη στην εθνική οικονομία. Η Ελλάδα, αποτελώντας έναν από τους κορυφαίους προορισμούς κρουαζιέρας παγκοσμίως, έχει πολλές δυνατότητες για εξέλιξη αρκεί να θέσει σε άμεση εφαρμογή ένα εθνικό στρατηγικό πλάνο ανάπτυξης που να περιλαμβάνει ένα δίκτυο 6-7 λιμανιών. Είναι δε η πιο κατάλληλη στιγμή να αξιοποιήσουμε τη θέληση των εταιρειών κρουαζιέρας για συμμετοχή σε αυτή την αναπτυξιακή προοπτική των λιμανιών. Για να επιτευχθεί αυτό θα πρέπει να συγκληθεί – όπως έχει επίσημα εξαγγελθεί – η Εθνική Συντονιστική Επιτροπή ώστε να τεθούν οι στόχοι και συγκεκριμένο χρονοδιάγραμμα και να μη χαθεί άλλος πολύτιμος χρόνος.»Σημαντικά στοιχεία για την Ελλάδα αντίστοιχα:• Άμεσες δαπάνες ύψους 506 εκατομμυρίων από τον κλάδο της κρουαζιέρας• Αμοιβές ύψους 190 εκατομμυρίων σε εργαζόμενους• Δημιουργία 10.136 νέων θέσεων εργασίας

Σημαντικά στοιχεία που δημοσίευσε η CLIA Ευρώπης:• 42 εταιρείες κρουαζιέρας που εδρεύουν στην Ευρώπη, λειτουργούν 123 κρουαζιερόπλοια με χωρητικότητα περίπου 146.000 χαμηλότερων κλινών• Επιπλέον 60 κρουαζιερόπλοια με χωρητικότητα περίπου 89.000 κλινών έχουν αναπτυχθεί στην Ευρώπη από 18 μη-ευρωπαϊκές εταιρείες κρουαζιέρας • €40.2 δις ευρώ οικονομική συνεισφορά• €16.6 δις ευρώ σε άμεσες δαπάνες από τα κρουαζιερόπλοια, τους επιβάτες και τα πληρώματα τους• Δημιουργία 348,930 θέσεων εργασίας • Παροχή 10.75 δις ευρώ για αμοιβές εργαζομένων

Η κρουαζιέρα δίνει νέα ώθηση στην ευρωπαϊκή οικονομική ανάκαμψη


Market News

Η οικονομική συνεισφορά σημειώνει καινούριο ρεκόρ, αλλά η δυσκολία για περαιτέρω ανάπτυξη πρέπει να αντιμετωπιστεί, αναφέρει ο Πρόεδρος της CLIA Ευρώπης

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MAN Diesel & Turbo’s Propeller & Aft Ship organisation has won an order to retrofit and upgrade a series of 11 × 37,500 dwt vessels from the Odfjell chemical tanker fleet. The vessels are of the Kværner Class and are due to dock during 2015-17, at which time the upgrades will be implemented. The first vessel, ‘M/T Bow Clipper’, will dock and be upgraded in August 2015.Each vessel has an MAN B&W two-stroke engine powering a four-bladed, controllable-pitch propeller and a PTO-driven shaft alternator. The vessels’ new service speed at reduced main-engine output – combined with the implementation of MAN’s highly-efficient Kappel propeller blades, a fairing cone and a pre-fabricated rudder bulb kit – will all contrib-ute to power savings and reduced exhaust-gas emissions.

The Kappel blades, fairing cone and rudder bulb are designed and customised for the tank-er’s hull and rudder designs. The calculated power saving has been verified by tank-test analyses at MARINTEK (Norwegian Marine Technology Research Institute) as reported in preliminary results.

“It’s a very exciting project and we are proud to be part of it. With our new design possibilities, we are furthermore looking forward to offering this fuel- saving concept to other fleets with similar operational patterns,” said Kjartan Ross, Business Development Manager of MAN Die-sel & Turbo’s Propeller & Aft Ship organisation.

He continued: “With the long lifetime expec-tancy of Odfjell’s high value, quality vessels, this upgrade investment is straightforward and very attractive”.

Front runnerAs technological front-runners, Odfjell em-barked on the ambitious Kværner Class new-building programme of 37,500 dwt ships with 52 fully-segregated stainless-steel tanks and piping systems in 1991. The first such vessel was delivered in 1994 and the new series was packed with new technology: controllable pitch propellers, shaft alternators on main engines,

bow thrusters, fixed tank-cleaning machines and radar positioned in each tank to gauge ul-lage. Odfjell was also a pioneer within the area of fully computer-controlled engines. The last ship in the series, ‘M/T Bow Firda’, was delivered in 2003 and has a main engine – an MAN B&W 7S50ME-C type – with electroni-cally controlled timing and no camshaft – a world first.The following Kværner Class vessels are cur-rently scheduled for upgrade: Bow Flower, Bow Clipper, Bow Fortune, Bow Cecil, Bow Flora, Bow Cardinal, Bow Faith, Bow Cedar, Bow Fagus, Bow Chain and Bow Firda.

Upgrade Packages Ordered for Odfjell Tankers


Market News

Fuel-saving upgrade package with Kappel technology to optimise propulsion efficiency and lower fuel consumption of 11 vessels

Graphic from MAN Diesel & Turbo’s CFD simulation of the new Kappel propeller blades, fairing cone and rudder bulb –customised for the existing aft ship and fishtail rudder

M/T Bow Firda, delivered in 2003, was the last and most advanced chemical tanker in Odfjell’s 37,500 dwt Kværner Class. It is powered by an MAN B&W 7S50ME-C main engine (the world’s first) driving a MAN Alpha VBS1560 propeller and shaft alternator

Oshima receives Approval in Principle for new LNG-fuelled bulk carrier design


Market News

DNV GL has presented Oshima Shipbuilding Company with an Approval in Principle (AiP) certificate for a LNG-fuelled Kamsarmax bulk carrier at the Nor-Shipping exhibition in Oslo today. The new, innovative design has been found to comply with DNV GL class rules and all current and upcoming regulations, including the new emission control regula-tions and the draft IGF Code for fuel with a low flashpoint.

As regulations on harmful ship emissions such as sulphur become stricter, re-ducing SOx, NOx, CO2 and particulate matter is at the top of the agenda for many players in the maritime industry. As a result, shipowners and operators are increasingly looking into the use of alternative fuels to ensure compliance for their fleet, now and in the future.“LNG is emerging in a number of ship sectors and has great potential. We were very pleased to work on this innovative design with Oshima. It offers customers a flexible, safe, future-proof solution and the opportunity to almost eliminate SOx emissions and particulate matter, cut NOx by 80 per cent with EGR (Exhaust Gas Recirculating) and reduce CO2,” says Morten Løvstad, DNV GL Bulk Carrier Business Director.

U-shaped superstructureAs space on deck is limited on a bulk carrier, the design features an innova-tive solution – changing the ship’s superstructure to a U-shape that can accommodate the LNG tank in its centre. This approach allows the accom-modation deck house to be completely separated from the LNG storage tank and scalability in terms of the amount of LNG storage onboard. Meanwhile, a tank cover adds an additional safety barrier and ensures compliance with the draft IGF Code. The bunkering stations for LNG, heavy fuel oil (HFO) and marine diesel oil are located at the side of the accommodation deck house.Tatsurou Iwashita, Director and General Manager of the Design Department at Oshima, points out: “One of the main factors for shipowners and operators considering the use of LNG as ship fuel is the space required to store LNG on board. But as a result of our changes to the superstructure, our design

does not reduce the vessel’s cargo capacity. Combined with its dual fuel capabilities, this should make the design very attractive for charterers, es-pecially for trade routes where the LNG fuel price is competitive to HFO and substantially cheaper than marine gas oil (MGO).”

Dual fuel capabilitiesThe Kamsarmax vessel is designed for dual fuel operation, using both LNG and HFO to power the main engine, the generators and the boiler. LNG han-dling system for receiving AiP was supported by Mitsubishi Heavy Industries. Oshima’s latest Panamax/Kamsarmax hull design provided the basis for the vessel’s shape. This design has proven successful, and its fuel performance is well documented, providing the experts with important operational data they could use to adapt the design to LNG operation.The vessel’s parameters are also based on data generated in a DNV GL feasibility study from 2014 that examined the use of LNG in a trade route between Europe and North America from a technological and economic perspective. “Taking all relevant factors into account, we found that a LNG-fuelled Kamsarmax bulk carrier, which only uses LNG in Emission Control Areas, would require 500–700 m3 of LNG and one bunkering operation for a round trip between Europe and North America,” says Løvstad. If it were powered with LNG for the entire voyage, it would require 2,000–2,500 m3 of LNG.Caption: DNV GL Group President & CEO Dr Henrik O. Madsen (right) pres-ents the CEO of Oshima Shipbuilding, Sho Minami, with the AiP certificate for the Japanese yard’s LNG-fuelled Kamsarmax bulk carrier design

ABS, a leading provider of maritime shipping and offshore classification services, has been selected to class 11 ultra-large containerships (ULCs) for Maersk Line A/S of Denmark.The carrier, which is among the world’s largest, ordered the 19,630 TEU vessels from Daewoo Shipbuilding & Marine Engineering (DSME) of South Korea last month in a deal that includes options to build up to six additional vessels.ABS was chosen to class 20 of the Triple-E con-tainerships that Maersk ordered from the same shipyard four years ago. While the new additions will be slightly larger the owner indicated energy efficiency, economy of scale and the environment are still central considerations.“ABS is pleased that the Maersk Group has expressed its continued confidence by classing these innovative ships with us,” says ABS Execu-tive Vice President and Chief Operating Officer Tony Nassif. “ABS offices worldwide, working in unison, are providing support and analysis for Maersk in the latest standards and international codes, including the energy efficiency standards measured and mandated by the IMO.” Much like the first generation of Triple-E containerships this second order will allow the carrier to further

increase operational efficiencies over and above those of other vessels involved in the Asia to Europe trade while maintaining its market share in line with container trade volumes. The newbuildings, which will be the largest containerships in the Danish carrier’s fleet, are due for delivery between April 2017 and May 2018. ABS has served the containership seg-ment for more than 50 years. From ultra-large to

LNG-powered, as a leading provider of classifi-cation services to some of the largest and most sophisticated containerships ever built, it should come as no surprise that the organization’s reputation as a pioneer in this sector continues to this day. PHOTO: By Maersk Line (Triple-E #2 Uploaded by russavia) [CC BY-SA 2.0 (http://creativecommons.org/licenses/by-sa/2.0)], via Wikimedia Commons

ABS to Class Maersk’s Largest Boxships


Market News

ECOCHARGE Takes Significant Step

MAN Diesel & Turbo’s two-stage turbocharging development project, ECOCHARGE, recently passed a significant milestone on its way to a successful market introduction. The company reports that individual MAN TCR20 and MAN TCX17 units – combined as a single, two-stage turbocharging system – has had a first run on an MAN 12V35/44 gas engine on a test bed at its Augsburg, Germany works. The company reports that the ECOCHARGE system has been developed for both gas- and HFO-burning engines.Now that the TCX series has proven its strengths and functionality on the burner rig, the new ECOCHARGE system will run over the coming months on the engine to prove its strengths and functionality. The test is the first real opportunity to prove the thermodynamic calculations on an engine, which is key to a suc-cessful field test.MAN Diesel & Turbo sees great potential in two-stage turbocharged engines, which can be seen in the spate of recent orders for such solutions.

Two-stage turbocharging differs significantly from single-stage turbocharging in that it also copes with the demands of a high-pressure stage. The MAN TCX turbocharger has been especially developed for two-stage turbocharger applications.The combination of a MAN TCR20 – for the low-pressure stage – and an MAN TCX17 – for the high-pressure stage – offers significant potential for today’s demand for more economical and environmentally-friendly engine operation. This is because two-stage turbocharging supplies engines with improved scavenging air pressures ranging from 5 to >10 bar, as well as significant-ly improved turbocharging efficiencies.

BenefitsMAN ECOCHARGE offers major benefits for engine builders. The increase in turbocharging efficiencies, in comparison to single-stage tur-bochargers, is mainly related to the intercooler – positioned between the low-pressure-stage and high-pressure-stage turbochargers – that

significantly reduces the energy required to compress the intake air to high pressure. The resulting, higher efficiencies have an instanta-neous impact on the engine by advantageously increasing the air pressure over the cylinder dur-ing the scavenging process. Additionally, greater turbocharging efficiency fosters the reduction of NOx emissions through the Miller cycle while the improved scavenging efficiencies provided by the ECOCHARGE system make the engine more fuel efficient.Engine builders can profit from two-stage turbo-charging with regard to power output and engine size. The higher power-density generated by the ECOCHARGE technology presents the opportu-nity to choose between significantly boosting an engine’s power output or reducing engine size, all the while maintaining an excellent engine performance. The ECOCHARGE system’s increased efficiencies and higher cylinder rating facilitate the use of a smaller engine with the same power output of a larger unit using tradi-tional, single-stage turbocharging.

Class society leverages experience in ULC market for second generation of Triple-E containerships

Successful two-stage turbocharging test pushes concept towards market launch

Θετικές προοπτικές για την ελληνική κρουαζιέρα και αισιόδοξες εκτιμήσεις για τη φετινή περίοδο


Market News

Πολυδιάστατη η συμβολή στην εθνική οικονομία σύμφωνα με τη στοιχεία που παρουσιάστηκαν στη Συνέντευξη Τύπου της CELESTYAL CRUISES

Με αέρα αισιοδοξίας για την πορεία της κρουαζιέρας στην Ελλάδα, πλέει η Celestyal Cruises. Κατά τη διάρκεια της Συνέντευξης Τύπου που πραγματοποιήθηκε στις 9 Ιουνίου στο μουσείο Κυκλαδικής Τέχνης, ο κος Κυριάκος Αναστασιάδης, Διευθύνων Σύμβουλος της Celestyal Cruises και μέλος της εκτελεστικής επιτροπής CLIA, αναφέρθηκε στα θετικά μηνύματα που στέλνει η κρουαζιέρα για το 2015 αλλά και στις συντονισμένες πρωτοβουλίες της Celestyal Cruises για περαιτέρω ενίσχυση του κλάδου στη χώρα μας, καθώς αποτελεί τη μοναδική εταιρεία κρουαζιέρας με έδρα την Ελλάδα. Πιο συγκεκριμένα, ο κος Κυριάκος Αναστασιάδης, αναφέρθηκε στη σταθερή αύξηση των επιβατών κρουαζιέρας home porting στην Ελλάδα, καθώς προσβλέπει άνοδο 22% των επιβατών, συγκριτικά με το 2014, η οποία μεταφράζεται σε 143.000 επιβάτες για το 2015. Η Celestyal Cruises, ήδη μέσα σε ένα χρόνο, έχει αυξήσει σημαντικά τον αριθμό προσεγγίσεων της σε ελληνικά λιμάνια, φτάνοντας πλέον τις 841 από 627 το 2014, ενώ εκτιμάται ότι κατά την διάρκεια της φετινής τουριστικής περιόδου θα πραγματοποιήσει περίπου 841.000 επισκέψεις σε ελληνικά νησιά. Ο κος Αναστασιάδης επίσης τόνισε για άλλη μία φορά τη σημασία για τη συνεργασία και συστράτευση όλων των εμπλεκόμενων φορέων (λιμάνια, δημοτικές αρχές) για την εξασφάλιση θετικής εμπειρίας των τουριστών στους προορισμούς που επισκέπτονται.Στη συνέχεια έλαβε το λόγο ο Διευθυντής Πωλήσεων της Celestyal Cruises, κ. Πυθαγόρας Νάγος, ο οποίος σημείωσε τη σταθερή επένδυση της εταιρείας στο άνοιγμα νέων προορισμών, συνεχίζοντας δυναμικά με τις τριήμερες, τετραήμερες και επταήμερες κρουαζιέρες στο «Ειδυλλιακό Αιγαίο» οι οποίες είναι σχεδιασμένες για να προσφέρουν την απόλυτη ελληνική εμπειρία διακοπών σε κάθε επιβάτη, λαμβάνοντας πολύ θετική ανταπόκριση από το κοινό για αυτό το καλοκαίρι. Όπως χαρακτηριστικά ανέφερε ο κος Νάγος: «Βασικός στόχος της Celestyal Cruises είναι να δημιουργεί τις κατάλληλες συνθήκες και να ανοίγει την αγορά κρουαζιέρας για την προσέλκυση

ακόμα περισσότερων επισκεπτών στην Ελλάδα. Που αυτό συνεπάγεται και περισσότερα έσοδα για την εθνική οικονομία. Σε αυτό το πλαίσιο, η Celestyal Cruises χαράσσει ρότα φέτος για την Αδριατική και το Ιόνιο με τρία νέα δρομολόγια ενώ προσφέρει τη δυνατότητα επιβίβασης από την Τουρκία με απλουστευμένη διαδικασία διαβατηριακού ελέγχου για επιβάτες εκτός Σένγκεν, διευκολύνοντας έτσι αυτούς που μέχρι πρότινος δεν θα επέλεγαν τόσο εύκολα την Ελλάδα σαν προορισμό διακοπών». Παράλληλα, ο κος Νάγος αναφέρθηκε στην τρίτη χρονιά δραστηριοποίησης στην Κούβα με την Cuba Cruises που απολαμβάνει το αυξανόμενο ενδιαφέρον των επιβατών αλλά και τη ενθουσιώδη υποδοχή από την αγορά της Αμερικής και του Καναδά. Τέλος, αναφέρθηκε στην κατοχύρωση δικαιωμάτων για τις θρησκευτικές κρουαζιέρες με τον τίτλο ‘Στα βήματα του Αποστόλου Παύλου’ και τη στόχευση για ανάπτυξη αυτών των προγραμμάτων.Στη συνέχεια μίλησαν, ο Διευθυντής επιχειρήσεων καπ. Γιώργος Κουμπενάς, όπου είπε χαρακτηριστικά: «Για την Celestyal Cruises, μια επιτυχημένη τουριστική περίοδος δεν μεταφράζεται μόνο σε αύξηση του επιβατικού κοινού αλλά και στην πολυδιάστατη ενίσχυση της εθνικής οικονομίας, καθώς μέσα από την κρουαζιέρα στηρίζεται σημαντικά τόσο η ναυτιλία όσο και η ελληνική επιχειρηματικότητα.» Η εταιρεία, όπως ανέφερε, αυτή τη στιγμή απασχολεί 260 Έλληνες ναυτικούς που ουσιαστικά αντιστοιχούν σε εργατικό δυναμικό 52 φορτηγών πλοίων. Παράλληλα, αποφέρει περί τα 5 εκατομμύρια ευρώ σε ελληνικές επιχειρήσεις μέσω των συνεργασιών που συνάπτει για την παροχή ελληνικών προϊόντων στα πλοία της. Πολύ σημαντικό κεφάλαιο, το οποίο τόνισε ο καπ. Κουμπενάς, είναι ότι ουσιαστικά το 98% των επιβατών της εταιρείας επισκέπτονται τους προορισμούς, ενώ σύμφωνα με τα στοιχεία για το 2014, η Celestyal Cruises πραγματοποίησε 290.000 εκδρομές, αποφέροντας έσοδα τόσο στις τοπικές οικονομίες όσο και στους αρχαιολογικούς χώρους.

Από Αριστερά: κ. Αλέξανδρος Τζιρκώτης - Υπεύθυνος Τμήματος Αγορών, κα Φρόσω Ζαρουλέα - Διευθύντρια Δημοσίων Σχέσεων, κ. Κυριάκος Αναστασιάδης- Διευθύνων Σύμβουλος, Καπ. Γιώργος Κουμπενάς - Αντιπρόεδρος Επιχειρήσεων, κα Σαλώμη Πνευματικού - Διευθύντρια Marketing, κ. Κρις Θεοφιλίδης- Αντιπρόεδρος Επιχειρηματικής Ανάπτυξης.

ABB Turbocharging Greece had the honour to host its customers from the market of ship owners, re-pair yards and engine builders at Zappeion Mega-ron, offering an overwhelming event experience. The event’s concept “It’s all ABout the Beat” has been metaphorically used, as an ideal platform for ABB to communicate to its customers that ABB Turbocharging is listening to the “beat of the maritime industry” and responds to its customers’ needs, in addition to being a well “orchestrated business” providing well-tuned high-quality prod-ucts and value-added services, which perform in a harmonic way making ABB the trusted partner of their choice. Local Business Unit Manager of ABB Turbocharg-ing for Greece & Cyprus, Mr. John Smyrneos, thanked ABB’s customers with his opening speech for their long term and excellent relationship and pointed out ABB’s continuing investment on the de-velopment of high-tech solutions and services that can meet market challenges. He also stated that ABB will continue to serve in the best professional way the biggest shipping family in the world. “ABB seeks a dialogue of partnership with its customers.

The company believes this dialogue will lead to the product, service and equipment management packages, that owners will recognize as having been developed to meet real rather than imagined needs. We will do our best in order to cover all your needs any time you will need our help”. Mr. Rolf Bosma, Head of Service Sales, ABB Turbo Systems AG, also thanked Greek maritime customers for their presence at the event and for having ABB as their first choice of turbochargers on diesel and gas engines.. Keynote speaker was Mr. Raphael Ryser, Senior Expert Turbocharging and Engine Technology, ABB Turbo Systems AG, who presented the topic “Comparison of methods for low-load optimization of low-speed engines”.The musical interactive show that followed, made ABB guests part of the event, as they got the chance to go through a more unique and touch-able experience. Service tools had been placed on the tables with the aim to be used as “musical instruments” by the attendees. The audience was actively engaged in the live musical show con-ducted by the head drummer of Athens Olympics

Opening Ceremony who synchronized them in “ABB’s beat”, concluding all together in playing music. Together, ABB and customers can set the beat of the industry!! During the event, guests had the opportunity to come in contact with ABB experts from Greece, Cyprus and Switzerland and discuss about the efforts made by ABB to listen to their needs and offer tailored made solutions.

About ABB TurbochargingABB Turbocharging (www.abb.com/turbocharg-ing) is at the helm of the global industry in the manufacture and maintenance of turbochargers for 500 kW to 80+ MW diesel and gas engines. Our leading-edge technology and innovation enables our customers to perform better and produce fewer emissions, even in the toughest terrains. Approximately 200,000 ABB turbochargers are in operation across the globe on ships, power stations, gen-sets, diesel locomotives and large, off-highway vehicles. We have over 100 Service Stations in more than 50 countries globally and a wide service portfolio that guarantees Original Parts and Original Service anytime, anywhere.

ABB Turbocharging is “listening to the beat” of the maritime industry


Market News

ABB’s Azipod D electric propulsion named Innovation of the Year

ABB, the leading power and automation technology group, has been awarded the Innovation of the Year Award for the recently introduced Azipod D electric propulsion prod-uct at the Electric & Hybrid Marine World Expo in Amsterdam, the Netherlands.

The Innovation of the Year Award identi-fies pioneering technologies that push the boundaries and contribute to making electric and hybrid propulsion possible and viable. The winner was selected by an international jury consisting of 38 maritime journalists, industry experts and academics.

ABB introduced the Azipod D in March 2015. ABB’s gearless Azipod propulsion system is already the preferred choice of cruise ves-sels, icebreakers, ice-going cargo vessels

and offshore accommodation ships. With the Azipod D, shipping segments such as offshore drilling, construction and support vessels and ferries will have even more choices to benefit from the higher flexibility, reliability and energy efficiency provided by Azipod propulsion technology. “We are delighted that our contribution to the further expansion of electric propulsion is recognized as Innovation of the Year. The flex-ibility that electric propulsion provides is key to future success in shipping, and therefore it is easy to understand why electric propulsion is growing many times faster than the world’s fleet,” says Heikki Soljama, Managing Director for ABB’s marine and ports business

“Azipod D allows a wider range of vessel types to benefit from the proven reliability and

flexibility that have made Azipod the lead-ing propulsion system across numerous ship types, such as cruise vessels and icebreak-ers.” Azipod D provides designers and ship builders with increased design flexibility in order to accommodate a wide range of hull shapes and propeller sizes, as well as simplicity of instal-lation of the propulsion units. The Azipod D requires up to 25 percent less installed power, which is partly due to the new hybrid cooling that increses the performance of the electric motor by up to 45 percent. ABB’s Azipod D propulsion power ranges from 1.6 megawatts to 7 megawatts (MW) per unit.

ABB was also named Propulsion Manufactur-er of the Year for the second consecutive year.

ABB Turbocharging event “It’s all ABout the Beat” was held at Zappeion Megaron Hall on June 9, 2015.

Latest addition to ABB’s electric propulsion offering is recognized for pushing boundaries and contributing to further expansion of electric propulsion.

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nafsIssue 99 - July 2014

ΚΩΔ. Γ.Γ. 2229ISSN 1107-3179

Bimonthly Review for the Shipping industry

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Posidonia 2014...and the winner is KAMINCO USA,

Galileo’s Cryobox

Cruise Industry’s economic contribu-

tion sets all-time high in Europe

Vicky LioutaGreek Shipping at a boom?

Post Posidonia pulse

Ted PetropoulosWhat a difference 90 days

makes for Private Equity Funds in Shipping

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