Nafs september 2015

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ΚΩΔ. Γ.Γ. 2229 ISSN 1107-3179 Bimohthly Review for the Shipping Industry - SEPTEMBER 2015 - issue 106 Survitec Group Driving down operational costs ΝΑΥΣ TED PETROPOULOS The outlook and prospects for the small Greek owner in ECAs after 1st January 2015 Fuel handling ALFA LAVAL ABB’s Azipod D named Innovation of the Year SKF equips Tsakos
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Transcript of Nafs september 2015

  • . .. 2229ISSN 1107-3179

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

    Survitec GroupDriving down

    operational costs

    TED PETROPOULOSThe outlook and prospects for the small Greek ownerin ECAs after 1st January 2015

    Fuel handlingALFA LAVAL

    ABBs 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 Companys corporate

    social commitment.

    PURSUING EXCELLENCE THROUGH COMMITMENT Companys 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.


    Aethrion Center (B54/56), 40, Ag. Konstantinou str. Maroussi, Hellas, 15124 - [email protected] Tel. +30 210 6194100, Fax. +30 210 6194109

  • 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 Companys corporate

    social commitment.

    PURSUING EXCELLENCE THROUGH COMMITMENT Companys 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.


    Aethrion Center (B54/56), 40, Ag. Konstantinou str. Maroussi, Hellas, 15124 - [email protected] Tel. +30 210 6194100, Fax. +30 210 6194109

  • Index












    : ;

    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 kit

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

    TURBO 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 Veritas

    DESMI: High quality pumps help fish farms handle growth

    ERMA FIRST: Cooperation Agreement with DSEC for BWTS retrofitABS to Class Maersks Largest Boxships

    ABBs 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

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    06 NAFS SEPTEMBER 2015

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  • 08 NAFS SEPTEMBER 2015

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  • Turbocharging Service Network. 100+ ServiceStations in 50+ countries worldwide.

    An ABB Turbocharging Service Station is always close by, wherever and wheneveryou need our support. Our highly qualified, experienced, ABB-trained engineers work at 100+ ABB-owned Service Stations in 50+ countries worldwide, 24 /7. Weknow every one of the 200,000 ABB turbochargers in operation, and our stock availability is better than 98 percent, even for the very oldest ABB models. So withour Turbocharging Service Network, you are sure of global premium support that ensures the optimum performance of your installation always. Get global coverage.

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    , ,

  • 10 NAFS SEPTEMBER 2015

    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 160C. 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 163C 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:- 50C

    Calculated temperature at level of the stem packing : - 70C 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 -40C to 55C 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 -196C, 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


  • MARCH 2015 NAFS 11

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

    Cruise & Ferries by

  • 14 NAFS SEPTEMBER 2015

    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 2000s 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 sectors 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 banks 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


    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 banks 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 sectors 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 banks 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



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

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





    11.39% 11.33%11.67%


    9.27% 9.46%

















    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






    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








    1412 12 12

    12 12 12


    5 5








    1312 11 11 11 11 11 11







    1516 16 16



















































































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










    $3,310 $4,472

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



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


    $10,487 $10,819


















    $38,984$36,777 $35,882 $35,290



    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 TCMs 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 customers 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 machines condition, for each vessel. The SKF Marine Condition Monitoring kit offers

    16 NAFS SEPTEMBER 2015

  • SKF Marine Condition Monitoring kit

    Market News

    SEPTEMBER 2015 NAFS 17

  • 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 ships communication system to TCMs 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 vessels 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 TCMs 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 instruments features in line with the customers needs and training the technical team to integrating the solu-tion with ships 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).

    18 NAFS SEPTEMBER 2015

    Market News


    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

    The Power of Knowledge Engineering

    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 todays 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 PPGs 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)

    20 NAFS SEPTEMBER 2015


    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

    PPGs 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

    Follow the leader. Visit to learn more about PPGs marine coatings.


    The PPG logo is a registered trademark. Bringing innovation to the surface. and SIGMA SAILADVANCE are trademarks of PPG Industries Ohio, Inc.

    Scan to learn more

  • 22 NAFS SEPTEMBER 2015

    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 clients service report.

    When requested, the dynamic balancing can be executed together with a surveyor of Lloyds 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 Lloyds 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


    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:

  • 24 NAFS SEPTEMBER 2015

    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 envi- ronment 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 conduct- ing 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 devel- oped measures that prepare service per- sonnel 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 fish- ing vessels or submarines.During the preparation of the courses ABB Turbo-charging committed to ensur- ing 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 guid- ance and recommendations of specialist companies. These assisted in the devel- opment 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 under- stand 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 Turbochargings global training hubs rather than on the job, as was historically the case.With these new programs being delivered world-wide, ABB Turbochargings customers not only benefit from more efficient and safer work practices on future jobs. They also have the opportunity to contribute to the programs 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 Turbochargings 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 Turbochargings training programs for service personnel.

    ABB Turbocharging

  • 26 NAFS SEPTEMBER 2015

    ABB Turbocharging - Tips for the operator

    Why Turbine Side Washing (TSW) and coated turbine blades safeguard the TPL-C turbochargers 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 CaSO4H2O, 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 ABBs 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 Wrtsil 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 ABBs 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 < 430C at the turbo charger inlet. Let the material temperature stabilize for at least 10 (preferably 15) minutes at < 430C. 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.

    SEPTEMBER 2015 NAFS 27

    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 Survitecs 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 vessels 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 rafts condition to be checked while in service by a ships 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 Survitecs 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.

    Survitecs 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 Survitecs 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 countrys shipping industry is facing another tough year. Greeces merchant fleet includes about 4,000 vessels, which represents about 16% of global cargo tonnage. Malcolm Barratt, Survitecs Global Hire Sales Manager, explains how he is working with the industry to help drive down operational costs for Survitecs customers without compromising on safety.

    Malcolm Barratt,Survitecs Global Hire Sales Manager





    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...


    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]:

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

  • 30 NAFS SEPTEMBER 2015

    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 seamens 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


  • SEPTEMBER 2015 NAFS 31

    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 Watercrafts 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 inspectionsRe-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 Rssland, 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 Rssland.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.Norsafes 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.

  • 32 NAFS SEPTEMBER 2015


    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 C and up to +45 C. 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 C, 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.

    SEPTEMBER 2015 NAFS 33

    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, Hvik Lys and Norselight. Glamox is committed to meeting customer needs and expecta-tions by providing quality products and solutions, service and support.

    Agent for Greece: INTRA MARE

  • 34 NAFS SEPTEMBER 2015

    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 Codes 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 Norways 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

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  • 36 NAFS SEPTEMBER 2015


    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 vessels 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 vessels 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 engines 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 opera- tion. 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 fuels sulphur content

  • SEPTEMBER 2015 NAFS 37

    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 con- sumption 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 vessels 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 Lavals 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 ade- quate storage for the new fuel.


  • Article

    Alfa Laval

    Fuel challenges This section deals with specific fuel handling aspects and provides Alfa Lavals 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 30C, 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 4045C. 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 10C 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 prob- lem 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 stor- ing fuel for longer periods, because there will always be some condensation in the tanks. The less area ther