NAFSONLINE MARCH 2011

ΝΑΥΣν α υ τ ι λ ι α κ ό κ α ι ο ι κ ο ν ο μ ι κ ό π ε ρ ι ο δ ι κ ό

S H I P P I N G M A G A Z I N E

It is not enough to do your best; you must know what to do, and then do your best.Quotation of W. Edwards Deming

ΤΕΥΧΟΣ 79ΜΑΡΤΙΟΣ 2011

WATER BALLASTTREATMENT SYSTEM

TED PETROPOULOSWhat are the prospects and opportunities for the small owner

A. BELOKASBeluga Nomination and the changing Tactics in Somalia Piracy Front

D. VRANOPOULOSInternational Shipyards:Shiprepair prospects for 2011

PANOS G. MORAITIS Piracy off-somalia:

Overview of 2010 and recent developments.

Your partner in liquid handling and environmental systems

www.nafsgreen.gr - [email protected]

ΠΕΡ

ΙΟΔΙ

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ΡΟΥΑ

ΡΙΟ

Σ 20

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Σ 79

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173

43

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.Γ.2

229

ISSN

110

7 - 3

179

Special Edition

68. ScanjetScanjet’s solution to Piracy presented in Athens

48.

RINAThe impact of ballast water treatment systems on new and existing ship designs

52.

WilhelmsenThe Unitor Ballast Water Treatment System

54.

ABSIMO Ballast Water Management Convention presents Technical Retrofit/Newbuilding Challenges

contents

Περιοδικό ΝΑΥΣΔΙΜΗΝΙΑΙΟ ΝΑΥΤΙΛΙΑΚΟ & ΟΙΚΟΝΟΜΙΚΟ ΠΕΡΙΟΔΙΚΟ, Μάρτιος 2011, ΠΕΡΙΟΔΟΣ Β, ΕΤΟΣ 15ο - ΤΕΥΧΟΣ 79Καράμπαμπα 12, Άγιος Δημήτριος, 17343, τηλ: 2104286606, fax: 2104286610, e-mail: [email protected], WEB: www.nafsgreen.grΙδρυτής: ΚΩΣΤΑΣ ΔΟΥΚΑΣΙδιοκτήτης - Εκδότης: ΝΙΚΟΣ Κ. ΔΟΥΚΑΣΔιεύθυνση Παραγωγής: Περιοδικό ΝΑΥΣ.

06. mirror:Επενδύουμε αδιάκοπα στην ηλεκτρονική επικοινωνία

NAFS magazine, March 2011Issue 79

10. Ίσαλος γραμμή:Η Ναυτιλία πληρώνει...οι άλλοι;

14. Financial Focus Ted Petropoulos:What are the prospects and opportunities for the small owner.

17. Market report Maria Bertzeletou:Does Greek Sovereign Risk have influenced the in-vestment of Greek owners in the shipping market and their strength in the industry?

18. Safety4sea cornerApostolos Belokas:Beluga Nomination and the changing Tactics in Somalia Piracy Front

20. International ShipyardsDimitris Vranopoulos:Shiprepair prospects for 2011

22. Piracy off-SomaliaPanos G. Moraitis:Overview of 2010 and recent developments.

32.

ALFA LAVALPureBallast - Controlling ballast water treatment

36.

ERMA FIRSTBallast water treatment system

24. COVER STORYYour partner in liquid handling and environmental systems

Safety4SeaCorner

36

Risk Management era : Entering at your own riskAre you ready to play the game?Apostolos BelokasPrincipal Consultant & CEO of IBS Marine Consulting Group

It is widely accepted that from July 1st we are entering a new era where each and every one of us has to think in terms of Risk Assessment. Example : You are trying to cross the road on a pedestrian crossing while at the same time there is a red light for all cars. One inexcusable person is violating the red light and is sending you straight o the Lord to negotiate your options between Heaven and hell. However the Lord is asking you : Whose fault is it? Why are you here at the moment? You have to review what happened and provide a reasonable answer. Have you properly assessed the dangers of crossing the road? Have you accommodated for Contingency Planning? and the ultimate one : Whose fault is it?I have been asking this simple question to conferences and training courses recently and the answer is a simple one. The fault lies with the person who is paying the cost. Who is paying the cost here? YOU. Yes you who is currently negotiating with the Lord.You do understand the meaning of the story. We all have to be proactive. Something easier said than done.There are several interesting developments lately with respect to Risk Management, to name but a few:• Deep Water Horizon / Macondo Oil Spill• ISO Standard 31000:2009, entitled “Risk Management – Principles and Guidelines on Implementation”.• OPA 2010 developments, that is U. S. Oil Pollution Act immediate revision due and the end of the liability limits with respect to Oil Pollution which may include severe consequences (fines, unlimited liability, civil and criminal penalties, and other goodies) for failure to implement a proper safety cultureWe have seen many developments so far in the shipping industry. It happened once every 20-30 years, this is the time now. After the Exxon Valdez disaster and the leguratory wave of the early/mid 90s (SIRE, Vetting, ISM, MARPOL Amendments, SOLAS Amendments, GMDSS, STCW 95 etc) it is happening now. We have Risk to be implemented attached with STCW 2010 due, MLC and other goodies due for implementation starting from 2012. It is an era that calls for leadership in the industry. It is a time for the good and evil to fight. We will see who is going to win.

Απάντηση κεραυνός της ΕΕΕ για το Υπουργείο Θαλασσίων ΥποθέσεωνΤο Διοικητικό Συμβούλιο της Ένωσης Ελλήνων Εφοπλιστών σε πρόσφατη συνεδρίασή του ασχολήθηκε διεξοδικά με την σύσταση του νέου Υπουργείου για την Ναυτιλία (με το όνομα Υπουργείο Θαλασσίων Υποθέσεων, Νήσων και Αλιείας), αντί της αναμενόμενης επανίδρυσης του ιστορικού Υπουργείου Εμπορικής Ναυτιλίας (Υ.Ε.Ν.) και κατέληξε στα ακόλουθα συμπεράσματα:1) Το σύνολο της ναυτιλιακής κοινότητας, δεν κατανοεί την εμμονή της Πολιτείας να καταργήσει το ιστορικό Υπουργείο Εμπορικής Ναυτιλίας και να προχωρήσει στη σύσταση ενός νεφελώδους διοικητικού φορέα με άσχετες και αλληλεπικαλυπτόμενες αρμοδιότητες. Για μας είναι σαφές ότι πρόκειται για έναν ακόμη πειραματισμό που δημιουργεί μεγάλη δυσλειτουργία και ανασφάλεια. Και αυτό γιατί δεν παρέχει καμία εγγύηση ότι μπορεί να ανταποκριθεί στις ιδιάζουσες ανάγκες της πρώτης ναυτιλίας του κόσμου, που ως γνωστόν είναι η ελληνική επί τριάντα συναπτά έτη. 2) Είναι επίσης ακατανόητοι και άκρως προσβλητικοί για πολλούς οι υπαινιγμοί του κυβερνητικού εκπροσώπου σύμφωνα με τον

οποίο το από οκτώ δεκαετίες δραστηριοποιούμενο Υπουργείο Εμπορικής Ναυτιλίας έχει δήθεν βεβαρημένο και αμαρτωλό παρελθόν. Προφανώς αγνοεί ότι το πρώην Υπουργείο Εμπορικής Ναυτιλίας είναι ίσως ο μοναδικός φορέας της πολύπαθης δημόσιας διοίκησης, ο οποίος δεν ενεπλάκη σε υποθέσεις διαπλεκόμενων συμφερόντων που ήδη ταλαιπωρούν δεινώς την πατρίδα μας.3) Αντίθετα, το Υπουργείο Εμπορικής Ναυτιλίας συγκροτημένο σε συνεκτικό φορέα διοίκησης και πολιτικής με την επάνδρωση των πολλαπλώς έμπειρων στελεχών του Λιμενικού Σώματος που ανταποκρίνονται στις ειδικές ανάγκες της ναυτιλίας μας στην Ελλάδα και το εξωτερικό, είναι ακριβώς αυτό που στήριξε το θαύμα της μεταπολεμικής ναυτιλιακής ανάπτυξης, από την απόκτηση των πρώτων 100 λίμπερτυ μέχρι τον αξιοθαύμαστο σύγχρονο στόλο των 4.000 πλοίων σήμερα. Ποιος είναι συνεπώς ο πραγματικός λόγος για την τρίτη μέσα σε 11 μήνες ανατροπή του διοικητικού πλαισίου της ναυτιλίας, που και αυτή σχεδιάστηκε και εκτελέστηκε χωρίς να ζητηθεί και να αξιοποιηθεί η εμπειρία ενός πολύπλοκου παραγωγικού κλάδου της εθνικής οικονομίας ;4) Όσον αφορά στην αναβάθμιση του νέου Υπουργείου στην ιεραρχία του Υπουργικού Συμβουλίου, θα είχε ιδιαίτερη σημασία αν η αναβάθμιση αυτή, ανταποκρινόταν στο έμπρακτο ενδιαφέρον της Πολιτείας για την ναυτιλία στην εκάστοτε ακολουθούμενη κυβερνητική πολιτική. Και δεν πρέπει να ξεχνά κανείς ότι σ’ αυτή την παγκόσμια οικονομική κρίση η οποία πλήττει βαριά τη χώρα μας η ναυτιλία εξακολουθεί να βρίσκεται στην παγκόσμια πρωτοπορία και να προσφέρει τα μέγιστα στην εθνική οικονομία. 5) Το μόνο αίτημα στο οποίο θα επιμείνουμε είναι η επανίδρυση του ιστορικού Υπουργείου Εμπορικής Ναυτιλίας, προκειμένου να επιτευχθεί περαιτέρω και στον μεγαλύτερο δυνατό βαθμό, η σύνδεση της ναυτιλίας με την εθνική οικονομία και μάλιστα, σε περίοδο που καταβάλλεται πράγματι γιγαντιαία και αξιέπαινη προσπάθεια από την κυβέρνηση για να επιτευχθεί ο εκσυγχρονισμός και η ανάπτυξη της πατρίδας μας. 6) Η Ένωση Ελλήνων Εφοπλιστών έχει αποκλειστικά μία και μόνη επιδίωξη και θέση:Να παραμείνει η ελληνική εμπορική ναυτιλία η πρώτη και μεγαλύτερη στον κόσμο, όπως είναι σήμερα, επ’ωφελεία της ναυτικής κοινότητας και όλης της Ελλάδας.

BALLAST WATER

BALLAST WATER

BALLAST WATER

38.

RWO GmbhRWO GmbH – CleanBallast

42.

Germanischer LLoydBALLAST WATER MANAGEMENT: Time to Get Ready

44.

Lloyd’s RegisterCharis AnastasakisBallast Water Treatment -An overview

46.

PanasiaGloEn-Patrol™ Ballast Water Management System

40.

DNV CLASSJad Mouawad* DNV and Ballast water maganement

BALLAST WATER

BALLAST WATER

BALLAST WATER

BALLAST WATER

BALLAST WATER

BALLAST WATER

BALLAST WATER

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Ετήσια συνδρομή εσωτερικού 50 ευρώ. Ετήσια συνδρομή εξωτερικού USD 70. NAFS, SSN 1107-3179.Απαγορεύεται η αναδημοσίευση, η αναπαραγωγή, ολική, μερική ή περιληπτική, ή κατά παράφραση με οποιοδήποτε τρόπο, χωρίς προηγούμενη γραπτή άδεια του εκδότη, εκτός αν αναφέρεται το περιοδικό ΝΑΥΣ ή το www.nafsgreen.gr ως πηγή των πληροφοριών αυτών. Οι απόψεις των συνεργατών και αρθρογράφων της ΝΑΥΣ και του www.nafs-green.gr δεν απηχούν κατ’ ανάγκη και τις θέσεις του περιοδικού.

70.

78.

85.

58.

AGVOceanGuardTM Ballast Water Management System

60. E.E.EΘεόδωρος ΒενιάμηςΟρατές ενδείξεις ανάκαμψης της παγκόσμιας ναυτιλίας

56.

NKO3 BlueBallast system

BALLAST WATER

Classnews

Ακροθαλάσσια

Ιστορικάθέματα

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exclusive

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

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

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

Επενδύσαμε και συνεχίζουμε να επενδύουμε στην ηλεκτρονική ενημέρωση γιατί η ανταπόκριση είναι πραγματικά εντυπωσιακή. Μέσα σε έναν χρόνο, το NAFSGREEN κατάφερε να βρίσκεται στην καθημερινή ατζέντα του εφοπλιστή, του ναυτιλιακού παράγοντα, του επιχειρηματία, του τραπεζίτη, του ναυλωτή, του καθηγητή, του ναυπηγού, του πλοιάρχου, του μηχανικού, του νηογνώμονα, του συμβούλου, του manager, αλλά και όλων εκείνων που η ναυτιλία αποτελεί αναπόσπαστο κομμάτι της καθημερινότητάς τους.

Το NAFSGREEN είναι το εργαλείο που μας διαφοροποιεί και μας δίνει το ανταγωνιστικό πλεονέκτημα. Είναι ουσιαστικό μέσο προβολής και επικοινωνίας, με αμεσότητα και μεγάλη διείσδυση.

Για την ιστορία, τον Μάρτιο του 2010 που ξεκίνησε το NAFSGREEN πάντα σύμφωνα με την GOOGLE ANALYTICS μετρούσαμε 517 μοναδικούς επισκέπτες τον μήνα. Τον Νοέμβριο του 2010, οι μοναδικοί επισκέπτες έφτασαν τους 9.987 και οδηγηθήκαμε από αυτήν την επισκεψιμότητα στην αγορά δικού μας server και στην δημιουργία καινούργιας ιστοσελίδας ακόμα πιο δυναμικής, που λειτούργησε τον Δεκέμβριο του 2010. Τον Φεβρουάριο του 2011 οι μοναδικοί επισκέπτες/μήνα έφτασαν τους 23.482, με 1.859.654 hits.

Επισκέπτες από 73 διαφορετικές χώρες καθημερινά διαβάζουν το NAFSGREEN ή η ίδια η GOOGLE τους οδηγεί στην ιστοσελίδα μας όταν αναζητούν ναυτιλιακά θέματα, καθώς το NAFSGREEN βρίσκεται στις πρώτες θέσεις των αποτελεσμάτων που εμφανίζουν οι μηχανές αναζήτησης και αυτό συμβαίνει διότι τα “clicks” είναι τόσο όσα χρειάζονται για να βρίσκεται το NAFSGREEN στα πρώτα λευκά (όχι πληρωμένα) αποτελέσματα της GOOGLE.

Εμείς από την μεριά μας θέλουμε να εκφράσουμε ένα μεγάλο ευχαριστώ σε όλους εσάς κάνατε το NAFSGREEN κομμάτι της καθημερινότητάς σας και το έχετε αναδείξει ως ένα ουσιαστικό μέσο ενημέρωσης.

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

Στοχευμένη επικοινωνία –στοχευμένη διαφήμιση σε παγκόσμιο καμβά.

Αυτό είναι το NAFSGREEN.

mirr

or

6 mirrorγράφει ο Νίκος Κ. Δούκας

Τα πρώτα γενέθλια για το NAFSGREEN ένας χρόνος απρόσκοπτης ενημέρωσης

AD

VE

RT

IS

IN

G

we respect the differences

Ballast Water Treatment System

ERMA FIRST BWTS presents a novel and autonomous system based on a combination of �ltering, cyclonic separation and electrolytic disinfection technologies. Its modular design ensures �exible installation at minimum footprint, whilst its automation process results in an unattendant and trouble-free operation. The system consists of two stages. During the �rst stage, sediment and coarse materials are removed via 200 microns pre-�lters and cyclonic separators. The free of coarse and inorganic material stream then enters into the second disinfection stage. In this stage free active chlorine is produced from the electrolysis of the chlorides of water. These oxidants disinfect living organisms which are present in ballast water. The system is �nally by-passed during the de-ballasting procedure.

ERMA FIRST BWTS possesses unique advantages such as:

High �exibility in installation High biological e�cacy Low capital and operational cost High production quality standards Easy and trouble-free operation Uninterrupted ballasting and de-ballasting operations

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

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

Μέσα στη γενική κατήφεια, κατάθλιψη και φτώχεια

που διακατέχει την Ελληνική κοινωνία των

αναθεωρημένων μνημονίων και της τρόικα, μια

φωνή αισιοδοξίας ακούστηκε από τον Ναυτιλιακό

Πειραιά. Ατυχώς, η φωνή αυτή κατεπνίγη, μέσα

στον κοινωνικό ορυμαγδό της καταστροφολογίας

και της παραπληροφόρησης, που άρχισε να

προσλαμβάνει πιο οργανωμένο χαρακτήρα με

το σλόγκαν του Dario Fo «δεν πληρώνω, δεν

πληρώνω», με καθυστέρηση 34 ολόκληρων ετών.

Η φωνή αισιοδοξίας ακούστηκε από τον

πρόεδρο των Ελλήνων εφοπλιστών κ. Θεόδωρο

Βενιάμη, ο οποίος, με λόγο ήρεμο και βρίθοντα

επιχειρηματολογίας και στοιχείων, κατέδειξε ότι

η παγκόσμια οικονομική κρίση δείχνει κάποια

στοιχεία κάμψης και παρουσιάζει ορατές ενδείξεις

υποχώρησης.

Τέτοια επισήμανση δεν έγινε από κανένα διεθνή

οικονομικό μεγιστάνα, από κανένα μεγάλο

χρηματοπιστωτικό ίδρυμα, από καμία ισχυρή

οικονομικά κυβέρνηση.

Όμως, οι άνθρωποι της ναυτιλίας, βλέπουν εκεί

όπου δεν μπορούν να δουν οι άλλοι. Η εμπορική

ναυτιλία, μετέχουσα δυναμικά στην εξέλιξη και

ανάπτυξη της παγκόσμιας οικονομίας, αφού το

90% των παγκοσμίων αγαθών και του παγκοσμίου

εμπορίου διακινείται δια θαλάσσης έχει, δια των

εκπροσώπων της, γενική σφαιρική αντίληψη στην

εξέλιξη των οικονομικών μεγεθών του πλανήτη,

καθώς αυτοί μετέχουν στα παγκόσμια συστήματα,

που διαμορφώνουν τα οικονομικά μεγέθη του

πλανήτη (τράπεζες, μεταφορές, ναυλώσεις,

ασφάλειες, συγκομιδές, παγκόσμιο εμπόριο κλπ).

Καθώς μάλιστα παρακολουθούν εκ του

σύνεγγυς τα ειδικότερα μεγέθη των στόλων,

τις ναυπηγήσεις, τις διαλύσεις, τις πωλήσεις

μεταχειρισμένων πλοίων, σε συνάρτηση με τους

ρυθμούς ανάπτυξης των διαφόρων χωρών, έχουν

πάντοτε σαφή εικόνα της διαμόρφωσης του νόμου

προσφοράς και ζήτησης και είναι σε θέση να

κάνουν αρκετά επιτυχείς προβλέψεις για το μέλλον

της παγκόσμιας οικονομίας.

Σε άλλες σελίδες του τεύχους αυτού και της

ηλεκτρονικής έκδοσης Nafsgreen επί καθημερινής

βάσης στο διαδίκτυο, αναφέρονται τα δυναμικά

μεγέθη της ναυτιλίας, που επηρεάζουν θετικά την

ελληνική οικονομία, σε μία χώρα δυσπραγούσα

και υπό πτώχευση, στοιχεία τα οποία φαντάζομαι

ότι θα οδήγησαν τον πρωθυπουργό κ. Γ.

Παπανδρέου, μέχρι τα γραφεία της Ενώσεως

Ελλήνων Εφοπλιστών, όχι τόσο για να ενημερωθεί

επί της δεδομένης, σταθερής και δυναμικής

ανάπτυξης της ναυτιλίας, αλλά για να ζητήσει

μάλλον από τους εφοπλιστές, να κάνουν άλλη

μία φορά το καθήκον τους, ενισχύοντας την

επενδυτική άπνοια, στην οποία έχει οδηγήσει

την χώρα η τοκογλυφία των δανειστών της και

η ανικανότητα των κυβερνήσεών της, αλλά

και ταυτόχρονα να πληροφορηθεί από πρώτο

χέρι για τις αρνητικές συνέπειες, που έχει στη

μεγιστοποίηση της ναυτιλιακής προσφοράς

η κατάργηση του ΥΕΝ και ο ερασιτεχνισμός

κάποιων κυρίων και κάποιων κυριών, οι οποίοι,

κατά τον πρόεδρο της Ε.Ε.Ε κ. Θεόδωρο

Βενιάμη, επιδεικνύουν επιστημονική εξειδίκευση,

προκειμένου να παίξουν ρόλο σε ένα χώρο

μεγάλης παράδοσης, βαθειάς γνώσης και

ιδιάζουσας εμπειρίας.

Αυτός ο «θεωρητικός ερασιτεχνισμός» όχι μόνο

έχει υποβαθμίσει τις υπηρεσίες του πάλαι ποτέ

αψόγως λειτουργούντος υπουργείου, σήμερα με

τον υποδεέστερο και σχοινοτενή τίτλο «Υπουργείο

Θαλασσίων Υποθέσεων…κλπ), αλλά ενεργεί

ανασχετικά σε κάθε προσπάθεια του εφοπλισμού

να βοηθήσει θετικά στην οικονομική ανάκαμψη

της χώρας και της δεινώς χειμαζόμενης οικονομίας

της.

Η σοβαρότητα του εφοπλιστικού κλάδου

και ο σταθερός προσανατολισμός του στην

υποβοήθηση της χώρας να εξέλθει από το τραγικό

αδιέξοδο στο οποίο ταλανίζεται, καταφαίνεται από

την εμπεριστατωμένη ομιλία του κ. Βενιάμη, η

οποία θα έπρεπε, το επαναλαμβάνουμε, να είχε

προσλάβει την μεγαλύτερη δυνατή δημοσιότητα

από τα ΜΜΕ- τουλάχιστον τα εφοπλιστικά – για

να γνωρίζει ο ελληνικός λαός, ότι ο ελληνικός

εφοπλισμός δεν είναι εκείνος που προβάλλεται

θετικά ή αρνητικά.

Ο ελληνικός εφοπλισμός δεν είναι μόνο εκείνος

που αγοράζει και πωλεί ΠΑΕ και μετοχές ΜΜΕ,

με υποκρυπτόμενες πολιτικές φιλοδοξίες και

διαπλοκές. Ούτε εφοπλισμός είναι εκείνος

που αναμειγνύεται σε μιζαδόρικες συναλλαγές

εξοπλιστικών προγραμμάτων της χώρας μέσω off

shore εταιριών με δαιδαλώδεις και διαδρομές του

μαύρου χρήματος, για να καταλήξει τελικά τούτο

στις τσέπες κάποιων λαδιάρηδων πολιτικών και

άλλων κομματικών παρατρεχάμενων.

Εφοπλισμός δεν είναι εκείνοι, που διοργανώνουν

προσβλητικές δεξιώσεις και φιέστες πάνω στο

ιστορικό θωρηκτό «Αβέρωφ», για να χορεύουν

«μοντέλες» πάνω στο ίδιο αιματωβαμένο

κατάστρωμα όπου έπεσαν ήρωες του πολεμικού

ναυτικού.

Εφοπλισμός δεν είναι κάποιοι φοροφυγάδες, που

κατακεραυνώνονται από τα ΜΜΕ ότι εισπράττουν

ακόμα και επιδόματα απόρων, ούτε κάποιοι που

εμφανίζονται στα σκανδαλοθηρικά περιοδικά.

Όλοι αυτοί είναι μία ελάχιστη μειοψηφία, που

συνέβαλαν ίσως μέσα σε ένα γενικότερα

διεφθαρμένο και σπάταλο κράτος πελατειακών

σχέσεων στο ξεχαρβάλωμα της κοινωνίας και στην

καταστροφή του κοινωνικού ιστού της χώρας,

ώστε σήμερα η Ελλάδα να παρίσταται μάρτυς της

ατιμωρησίας των υπευθύνων και της διασπάθισης

του δημοσίου χρήματος με την ίδια ευκολία που

γινόταν προ ΔΝΤ, Μνημονίου και Τρόικας.

Ο αληθινός ελληνικός εφοπλισμός είναι

οι νοικοκυραίοι σοβαροί θαλασσινοί και

παραδοσιακοί επιχειρηματίες, ευυπόληπτοι

διεθνώς, όπως εκφράζονται μέσω των

συνδικαλιστικών τους οργάνων και όπως

παρουσιάζουν το δυναμικό προφίλ των εταιριών

τους με αγορές, ναυπηγήσεις και πωλήσεις

πλοίων, με κερδοφόρες μεταφορές αγαθών,

με κουμαντάρισμα της ναυτιλιακής αγοράς για

10 Ίσαλοςγραμμή

Η Ναυτιλία πληρώνει...Οι άλλοι;γράφει ο Κώστας Δούκας

29knowledge&innovation

the current energy consumption. “Of course, the data alone doesn’t really tell us anything,” says Höppner. “We need to follow up with a comparison, wherever possible with one or several sister ships, or at least with the data from a similar ship type. This quickly tells us whether there are any statistical outliers with regard to energy consumption.” The best possible scenario for Höppner has been an analysis project involving an entire fleet of ships identical by design and operating in very similar environments. Com-parison was straight forward – and the outlier was quickly identified on the summary diagram: its En-ergy Efficiency Operational Indicator (EEOI), which ECO-Patterns is based on, was ten per cent lower than the average of the other ships. Among the rest of the fleet, the CO2 emissions and, consequently, the fuel consumption values were very similar – the expected result for identical ships operating under nearly identical conditions.

Drawing on the Skipper’s ExpertiseSo what is next after the ECO-Patterns analysis? “Future-Ship can then offer a root-cause analysis,” says Höppner. “Our next step is what we call ECO-Practices.” This is essentially a Failure Mode and Ef-fects Analysis (FMEA) whereby each energy-relevant system undergoes an error and risk assessment. “To

give an example,” Höppner explains, “a situation we encounter frequently, the cooling water system often wastes a lot of energy. So we take a close look at its operation and try to come up with the best way to improve efficiency.” Another area to scrutinize is the on-board power-generating equipment. Working closely together with the ship’s officers is essential for Höppner. He draws on their insight into the subtle ways the ship’s systems interact. “The amazing thing is – knowledge how to achieve efficient ship opera-tion does exist on board. But in many cases nobody ever asks. We try to bring it out into the open.”

Accurate Directions FutureShip with its varied portfolio of consultancy services can assist in many different ways. The final results of the analysis can be applied on several intervention levels: the lowest or operational level addresses the way the ship is run. The second level involves minor retrofitting measures, and the third level includes major technical modifications. The customer decides how far he wants to go. In the case of the fleet of identical ships described above, the statistical outlier provided some valuable insights: the ECO-Patterns analysis quickly demonstrated that it was worth searching for hidden potential for optimizing operations. The question what to do in a

given case – whether to give new directions to the skipper and his officers or to invest in some technical modifications, such as a better cooling water pump – can be answered by running an ECO-Practices analysis. More information on all above GL Group products can be requested by Mr. Konstantinos Vasileiadis, Business Development Manager, GL Piraeus.

EEOIThe Energy Efficiency Operational Indi-cator (EEOI) was developed by the IMO as a means to measure and optimize ship efficiency. The indicator is com-puted from a CO2 factor specific to the fuel used, the amount of fuel consumed, the distance travelled and the volume of goods transported. The industry is still debating whether or not the use of the EEOI should become a binding require-ment. But it is safe to assume that it will be introduced on a voluntary basis before long.

www.internaftiki.gr, [email protected], Tel: +302104126997, Fax: +3021041275666 Alipedou str. GR 18531, Piraeus - Greece

29knowledge&innovation

the current energy consumption. “Of course, the data alone doesn’t really tell us anything,” says Höppner. “We need to follow up with a comparison, wherever possible with one or several sister ships, or at least with the data from a similar ship type. This quickly tells us whether there are any statistical outliers with regard to energy consumption.” The best possible scenario for Höppner has been an analysis project involving an entire fleet of ships identical by design and operating in very similar environments. Com-parison was straight forward – and the outlier was quickly identified on the summary diagram: its En-ergy Efficiency Operational Indicator (EEOI), which ECO-Patterns is based on, was ten per cent lower than the average of the other ships. Among the rest of the fleet, the CO2 emissions and, consequently, the fuel consumption values were very similar – the expected result for identical ships operating under nearly identical conditions.

Drawing on the Skipper’s ExpertiseSo what is next after the ECO-Patterns analysis? “Future-Ship can then offer a root-cause analysis,” says Höppner. “Our next step is what we call ECO-Practices.” This is essentially a Failure Mode and Ef-fects Analysis (FMEA) whereby each energy-relevant system undergoes an error and risk assessment. “To

give an example,” Höppner explains, “a situation we encounter frequently, the cooling water system often wastes a lot of energy. So we take a close look at its operation and try to come up with the best way to improve efficiency.” Another area to scrutinize is the on-board power-generating equipment. Working closely together with the ship’s officers is essential for Höppner. He draws on their insight into the subtle ways the ship’s systems interact. “The amazing thing is – knowledge how to achieve efficient ship opera-tion does exist on board. But in many cases nobody ever asks. We try to bring it out into the open.”

Accurate Directions FutureShip with its varied portfolio of consultancy services can assist in many different ways. The final results of the analysis can be applied on several intervention levels: the lowest or operational level addresses the way the ship is run. The second level involves minor retrofitting measures, and the third level includes major technical modifications. The customer decides how far he wants to go. In the case of the fleet of identical ships described above, the statistical outlier provided some valuable insights: the ECO-Patterns analysis quickly demonstrated that it was worth searching for hidden potential for optimizing operations. The question what to do in a

given case – whether to give new directions to the skipper and his officers or to invest in some technical modifications, such as a better cooling water pump – can be answered by running an ECO-Practices analysis. More information on all above GL Group products can be requested by Mr. Konstantinos Vasileiadis, Business Development Manager, GL Piraeus.

EEOIThe Energy Efficiency Operational Indi-cator (EEOI) was developed by the IMO as a means to measure and optimize ship efficiency. The indicator is com-puted from a CO2 factor specific to the fuel used, the amount of fuel consumed, the distance travelled and the volume of goods transported. The industry is still debating whether or not the use of the EEOI should become a binding require-ment. But it is safe to assume that it will be introduced on a voluntary basis before long.

www.internaftiki.gr, [email protected], Tel: +302104126997, Fax: +3021041275666 Alipedou str. GR 18531, Piraeus - Greece

επιβίωση στις εποχές των ισχνών αγελάδων και

για αποκόμιση κερδών στις καλές περιόδους, με

σταθερό τον δείκτη απασχόλησης προσωπικού

στην θάλασσα και στην ξηρά. Κι αν θέλετε

ακόμη, ο Έλληνας εφοπλιστής είναι εκείνος που

δημιουργεί έργα ευοποίας, όπως νοσοκομεία,

ιδρύματα πολιτισμού κλπ. Κι ακόμη είναι ο

οικογενειάρχης που πηγαίνει κάθε Κυριακή στην

εκκλησία, βαφτίζει παιδιά και παντρεύει ζευγάρια,

τηρεί τις ελληνικές και οικογενειακές παραδόσεις

και παραμένει παντελώς άγνωστος από την

κοινή γνώμη και κάποια εφοπλιστικά κανάλια,

που με κάποιες άθλιες εκπομπές τους έχουν

ξεχαρβαλώσει τον πατροπαράδοτο ελληνικό

οικογενειακό βίο και έχουν ωθήσει, μαζί με τις

ατασθαλίες των τελευταίων κυβερνήσεων, τον

ελληνικό λαό να εμπνέεται από το θεατρικό

έργο του Dario Fo, που καυτηρίαζε την ακρίβεια

των σούπερ μάρκετ και την απληστία των

επιχειρηματιών σε βάρος των καταναλωτών

ήδη από το 1974, όταν εδώ ανθούσε η φαιδρά

πορτοκαλέα της μεταπολίτευσης και οι πολιτικοί

είχαν αρχίσει να χτίζουν τείχη «ανεπαισθήτως»

γύρω από τον λαό.

Και για την ιστορία, παραθέτουμε τον

επίμαχο διάλογο του θεατρικού έργου του

πολυβραβευμένου ακαδημαϊκού συγγραφέα. Η

Αντωνία λέει όταν βλέπει την ακρίβεια των ειδών

Ίσαλοςγραμμή

11

στα ράφια και στο καλάθι της νοικοκυράς:

«Έρχεται η αστυνομιά» άρχισε να φωνάζει κάποια

αλλά ήταν παραμύθι. Τότε όλες μαζί το βάλαμε

στα πόδια. Άλλη άφηνε κάτω τα ψώνια και άλλες

ξεσπούσαν σε κλάματα. «Ησυχία, ησυχία»

άρχισαν να φωνάζουν κάτι εργάτες, που βρέθηκαν

εκεί. «Γιατί τα κάνετε επάνω σας, γιατί σας πιάνει

τέτοιος φόβος για την αστυνομία; Για τον Θεό!

Είναι δικαίωμά σας να πληρώσετε μόνο γι’ αυτό

που πρέπει». Τότε αρχίσαμε να φωνάζουμε όλες

μαζί: «Δεν πληρώνουμε, δεν πληρώνουμε».

Και αυτό μετρά για τα λεφτά που μας κλέψατε

τόσα χρόνια που ψωνίζαμε εδώ. Και δώστου και

φεύγαν οι γυναίκες φορτωμένες πράγματα. Και

τότε το ξανασκέφτηκα. Έκανα όλα τα ψώνια από

την αρχή. «Δεν πληρώνουμε, δεν πληρώνουμε»

φώναξα και όλες φώναζαν μαζί».

Αυτά αρχίζουν τώρα να συμβαίνουν και στην

Ελλάδα, με καθυστέρηση 34 ολόκληρων ετών.

Όμως η ναυτιλία πληρώνει. Το 6% του ΑΕΠ.

Τους χιλιάδες Έλληνες ναυτικούς στα πλοία. Τις

εκατοντάδες ή και χιλιάδες των υπαλλήλων στις

1300 εγκατεστημένες ναυτιλιακές επιχειρήσεις

στον Πειραιά και τα προάστια.

Και βέβαια, μαζί με τον λαό που δεν πληρώνει, δεν

πληρώνουν ούτε οι πολιτικοί. Αυτό πάλι πώς σας

φαίνεται;

Κ. ΔΟΥΚΑΣ

Η σοβαρότητα του εφοπλιστικού κλάδου και ο σταθερός προσανατολισμός του στην υποβοήθηση της χώρας να εξέλθει από το τραγικό αδιέξοδο στο οποίο ταλανίζεται, καταφαίνεται από την εμπεριστατωμένη ομιλία του κ. Βενιάμη, η οποία θα έπρεπε, το επαναλαμβάνουμε, να είχε προσλάβει την μεγαλύτερη δυνατή δημοσιότητα από τα ΜΜΕ- τουλάχιστον τα εφοπλιστικά – για να γνωρίζει ο ελληνικός λαός, ότι ο ελληνικός εφοπλισμός δεν είναι εκείνος που προβάλλεται θετικά ή αρνητικά

14 financialfocus

Ted PetropoulosHead, Petrofin Research, PSMI

What are the prospects and opportunities for the small owner

In all industries, the size of the competing firm does matter. Hence, we observe that, over time, the in-dustry becomes concentrated in the hands of a few large firms. The main factors behind this process are invariably two: a) economies of scale and b) barriers to entry for newcomers.It would be interesting, thus, if we could see whether the above factors also apply to the Greek shipping industry and to what extent. At Petrofin, we have been conducting research into the composition of the Greek shipping industry since 1998, with the results being published annually. The research (Petrofin Research ©) can be viewed in its entirety at our website (www.petrofin.gr).In order to assess changes in the size of Greek owners over time, we have segmented the market into six categories. Small owners with 1 – 2 vessels and 3 – 4 vessels, medium owners with 5 – 8 and 9 – 15 vessels and large owners with 16 – 24 and

over 25 vessel fleets.In Table 1, we show the number of owners per fleet size. Kindly observe the increase of the large own-ers (16-24 vessels and 25+ vessels) from 30 (11 and 19 respectively) in 1998 to 64 in 2010 (33 and 31 respectively). This supports the economies of scale hypothesis.Over the same period, the small owners (1-2 and 3- 4 vessels), tally fell from 679 (483 and 196 respec-tively) in 1998 to 511 (340 and 171 respectively) in 2010 (Table 2).Economies of scale can cover a large number of ad-vantages, related to size. These can be explained by means of a reduction of cost i.e. lower operating costs, as a result of spreading overheads over a larger fleet, lower purchasing costs, lower insurance costs, large volume discounts etc. There are, also, higher efficiency factors, when applying informa-tion costs across a larger fleet. There are, also, competitive advantage costs, related to the relative power of a large firm, in relation to its counterparts in the market place in the market place.Lastly, it can, also, relate to higher opportunity

benefits, whereby some market opportunities i.e. chartering, hedging, contracting, are more readily available to the large owner.As firms become very large, there are, also, diseconomies of scale that begin to offset the above economies, as very large firms can become too bureaucratic, have multiple layers of manage-ment, unwieldy, slow to respond to challenges and opportunities and be impersonal. Owners running very large firms, by necessity, must rely on a large number of senior managers, managing depart-ments, the whole process being run, often, by a board of directors that can be a formal arrangement, in the case of public companies, or informal, in the case of large private companies.There are no hard and fast results about the cross over point i.e. at which point the diseconomies outweigh the economies. It would appear, however, that 25-vessel fleets and over require additional lay-ers of management, which distances owners from day-to-day management tasks. This calls for more coordination and cross-departmental informational communications that are sometimes found wanting.

Large public companies, in particular, can suffer more than large private companies, as to all the usual diseconomies must be added the increased reporting and regulatory requirements, legal consid-erations and often the absence of a single person being the driving and power source, as ownership is dissipated and the company’s affairs are being run by boards and committees.It is important, however, to stress that despite the above diseconomies, evident in very large firms, the economies of scale benefits still represent powerful locomotives, often outweighing the diseconomies.One size related advantage I have left for last, relates to finance. Large companies have always been able to attract the attention of more banks and to enjoy the benefits of such competition by means of lower margin fees, better terms, easier approvals etc. Moreover, larger firms tend to be more attrac-tive to banks, for reasons associated with higher transparency, better financial information systems, diversification of risk, a more professional approach, better market presence, greater management depth and knowhow, better access to information, more developed links with charterers etc. Often, large firms have a more secure chartering policy and higher liquidity, which can provide greater security to banks.The finance related economies of scale have in the past been a very significant factor, favouring large firms. This factor has become even bigger in the last two years, as a result of the banking and eco-nomic crises. The restrictions towards new lending,

as a result for capital and liquidity considerations for western banks has resulted in a shortage of loanable funds, for the global ship finance industry in general, and the Greek ship finance sector, in particular. This has been exacerbated by the Greek economic crisis, which has effectively taken out 25% of the Greek ship finance capacity, represent-ed by Greek banks.In these days of tight finance, it is very natural for banks to concentrate their limited resources into their larger, safer and higher quality clients. In this context, quality refers, primarily, to the age of the client’s fleet.Consequently, small owners have found it exceed-ingly difficult to obtain finance. Newcomers have found it impossible to obtain any finance and this has raised the barriers to entry in Greek shipping. I wish to remind readers that everyone of today’s large Greek Groups begun by buying its first ship(s) using some form of finance that was more readily available in the past e.g. Nedship, small Greek banks, niche banks specializing in the smaller own-ers’ sector etc.Even where finance could be found today, this is often linked to very high margins of 4% - 5% over LIBOR, or higher, as well as a lower loan to asset percentage and harsh terms. Hence, finance economies of scale have been increasingly impor-tant and dominant in Greek shipping.By now, readers would have started to believe that the small owner was doomed to extinction. Far from it, as is evident in the still very large number of

small owners existing today. So, what is supporting small owners and allowing them to overcome such adverse odds?The answer lies in the nature of shipping itself. Shipping operations, often, require instant decisions that small owners can take, not needing to obtain approval from large boards or see how it relates to public company reporting requirements or strategy. Small owners are thus by their very nature very quick, flexible, imaginative, daring and committed. It is very much a “hands on” approach, where an experienced, capable and astute owner can achieve a better performance and address risks before they are allowed to develop.The close private nature of small firms leaves all employees in no doubt about who makes the deci-sions and the closeness of the firm can invariably generate close personal links between owners and their staff. Whereas, in terms of decision making, the small firm has some distinct advantages, in terms of finance there are no compensating factors. As long as, therefore, ship finance conditions shall be tight, the small owners shall find it difficult to at-tract finance to increase or upgrade his / her fleet.The success of shipping has, however, generated a significant flow of private equity from private indi-viduals and this has assisted small owners in cover-ing some of their capital requirements. Despite the disadvantages of the small owner, it is interesting to see that every year some 20 – 30 new names emerge. How can this be explained?Often, as firms become larger, there are differ-

15financialfocus

16 financialfocus

ences in the strategy to be followed by the original partners or their heirs. Often, the new generation has fresh ideas about the future of the company. Some wish it to expand, via borrowing or by going public or by becoming a multi-shareholder corporate style company, whereas others in the same firm wish to stay put awaiting for a better opportunity to trade vessels for younger ones and in continuing to adopt the traditional style of ownership / operation. Conflicts can also account for the creation of new companies.Lately, large Greek industrialists have decided to invest into shipping for investment, tax and other reasons. Hence, every year there are some new names that do possess, however, substantial financial strength and are thus able to obtain bank support.In Table 3, we present over time the age profile of the small (1-2 and 3–4) vessels) owners’ fleets. As you can observe, the “quality” segment, consisting of fleets with ages of 0 to 9 years old and 10 – 14 years old, has risen from 6.3% to almost 18%% in 2010. It can be assumed, therefore, that the 91 modern fleet small owners, represent the more dy-namic part of the small owners’ total. They can be seen as owners who intend to grow larger, invest in modern assets and attract bank finance. As such, they may well cross over to the medium owner categories, later.

The owners, who own fleets of over 15 years old, represent the “trapped” sector today. They are both too small and have old vessels and as such, cannot grow via bank finance, unless bank finance condi-tions shall improve or they have the ability and / or wish to invest large amounts of their private liquidity to secure opportunities.The prospects for this large contingent of small owners are, therefore, bleak. Moreover, to the extent that such overage vessels are not preferred by charterers, insurers and banks, they, also, face increasingly the attention of Port State Control at various ports, as well as flag, class and insurer scrutiny.The present state of the drybulk market that con-stitutes the majority of such small owners may well lead a number of them to sell or scrap their vessels, as the costs of maintaining and operating such vessels has risen. Many small owners will invari-ably prefer to hold on and await for better times to dispose of their last remaining vessels. However, the attractiveness of scrap prices, at about $500 per lightweight ton, may tip the balance in favour of scrapping.For many small owners, vessel ownership and operation represents their way of life. It is what they know and if they should dispose of their vessels, it would be difficult to return to shipowning. Hence, they remain obstinate players, putting their faith into

a better future market.In current market conditions, are there any op-portunities for small owners? We believe that there are. Many medium and large owners have by now developed their fleets towards younger and larger vessels. They would view buying old and often smaller vessels as a backward step. Sellers of older tonnage are increasingly finding that the levels they attract are closely linked to the scrap value of the vessels. Here lies an opportunity for a small owner paying cash for an old vessel. Should he / she be able to detect an upward change in the market or a period charter opportunity for an old vessel candidate, they may be able to secure her in-expensively and obtain both profits from operations as well as from resale. Buying an old vessel close to scrapping levels, represents a relatively low risk investment to an experienced owner/ manager.To conclude, therefore, small owners do face many adverse factors that restrict their ability to survive and / or expand. However, Greek small owners do represent a committed large band of experienced owners / managers, who remain loyal to their small size and in non-reliance in ship finance. Although, their overall number is expected to continue to decline over time, especially at times of poor market conditions, new entrants and the re-entry of previous owners shall continue to keep the sector buoyant at times of market prosperity.

17

Shipping is a worldwide business and the decisions of Greek owners for investment are in-fluenced by worldwide factors “supply/demand” balance, freight market conditions and asset prices. The Greek Sovereign risk has created a negative sentiment in the industry but is not the force driver behind the investment movements of Greek owners. Since the onset of the economic crisis at the end of 2008, Greek owners have invested more than $12 bn in the last two years with bulk carriers, tankers and containers being of their high buying interest. In terms of invested capital, their S&P activity has been increased by around 169% since 2009. During 2009 a slowdown of investments has been recorded by Greek owners in the Secondhand and Newbuilding Market, but not due to Greek Sovereign Debt. Greek owners lost their confi-dence in the dry bulk shipping, the main strength behind their investments, after the sharp fall of the BDI at the end of 2008.

marketreport

Does Greek Sovereign Risk have influenced the investment of Greek owners in the shipping market and their strength in the industry?by Maria Bertzeletou - Golden Destiny S.A. Research

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

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

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

According to a poll conducted by XRTC Business Consultants on October 2010 there was a clear difference in the experience of Greek and foreign banks as to how the Greek economic crisis had affected lending to the country’s owners. More than 80% of international banks said that the national crisis had not affected business at all. But all Greek banks said that lending to the industry had been af-fected by national conditions. Compared with 2008, a minority of banks said their budgets of new loans to shipping had remained steady. Most reported a significant reduction in lending ability with 22% of Greek banks and 45% of foreign banks saying that they had slashed new lending by as much as 50%-90% in comparison with 2 years. Thus, the only way that Greek Sovereign Debt has influenced Greek Shipping is in terms of finance, since Greek finan-cial institutions have limited their lending capacity to small – medium sized shipowning shipping unless there is a firm reputation and well-established entity in the industry. On the other hand, Chinese finance has stepped in to fill the gap created by Western banks since the credit crunch of 2008. More and more international ship buyers are starting to seek finance in China thanks to the Chinese government‘s encourage-ment to domestic banks to issue new ship loans. Chinese banks have provided several billion dollars of loans to Western ship buyers since September 2008 and loans for ship financing purposes have increased roughly by 10% over the past few years. On October 2010, Chinese state run banks agreed to $267.8 million in loans to three Greek shipowning entities, Diana Shipping Inc., Angelicousis Ship-ping Group and Cardiff Marine Inc., being the first time that such transactions have been exclusively financed by China. It is noteworthy to emphasise that there is a Chinese element behind this financial agreements since vessels are going to be construct-ed by the Chinese Shipbuilding industry. Greek owners could have access to finance not only in their domicile but to Western Europe Banks and even to China if there is a Chinese element i.e. vessels constructed in China or Chinese charterers. But, there is no easy access to foreign finance for small-medium sized Greek shipowing entities.Conclusion: The Greek Sovereign Risk has not influenced the position and the strength of Greek owners in the shipping world, as Greece remains one of the top shipping nations of the world with on-going investments in the secondhand and newbuild-ing market. Even the downward trend of the market after the New Year with the BDI continuously falling, closing on Friday at 1,137 points down by 636 points from the end of 2010, Greek have already made their investments and will continue to control the world merchant fleet at the largest percentage among the other top shipping nations of the world.

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Risk Management era : Entering at your own riskAre you ready to play the game?Apostolos BelokasPrincipal Consultant & CEO of IBS Marine Consulting Group

It is widely accepted that from July 1st we are entering a new era where each and every one of us has to think in terms of Risk Assessment. Example : You are trying to cross the road on a pedestrian crossing while at the same time there is a red light for all cars. One inexcusable person is violating the red light and is sending you straight o the Lord to negotiate your options between Heaven and hell. However the Lord is asking you : Whose fault is it? Why are you here at the moment? You have to review what happened and provide a reasonable answer. Have you properly assessed the dangers of crossing the road? Have you accommodated for Contingency Planning? and the ultimate one : Whose fault is it?I have been asking this simple question to conferences and training courses recently and the answer is a simple one. The fault lies with the person who is paying the cost. Who is paying the cost here? YOU. Yes you who is currently negotiating with the Lord.You do understand the meaning of the story. We all have to be proactive. Something easier said than done.There are several interesting developments lately with respect to Risk Management, to name but a few:• Deep Water Horizon / Macondo Oil Spill• ISO Standard 31000:2009, entitled “Risk Management – Principles and Guidelines on Implementation”.• OPA 2010 developments, that is U. S. Oil Pollution Act immediate revision due and the end of the liability limits with respect to Oil Pollution which may include severe consequences (fines, unlimited liability, civil and criminal penalties, and other goodies) for failure to implement a proper safety cultureWe have seen many developments so far in the shipping industry. It happened once every 20-30 years, this is the time now. After the Exxon Valdez disaster and the leguratory wave of the early/mid 90s (SIRE, Vetting, ISM, MARPOL Amendments, SOLAS Amendments, GMDSS, STCW 95 etc) it is happening now. We have Risk to be implemented attached with STCW 2010 due, MLC and other goodies due for implementation starting from 2012. It is an era that calls for leadership in the industry. It is a time for the good and evil to fight. We will see who is going to win.

Απάντηση κεραυνός της ΕΕΕ για το Υπουργείο Θαλασσίων ΥποθέσεωνΤο Διοικητικό Συμβούλιο της Ένωσης Ελλήνων Εφοπλιστών σε πρόσφατη συνεδρίασή του ασχολήθηκε διεξοδικά με την σύσταση του νέου Υπουργείου για την Ναυτιλία (με το όνομα Υπουργείο Θαλασσίων Υποθέσεων, Νήσων και Αλιείας), αντί της αναμενόμενης επανίδρυσης του ιστορικού Υπουργείου Εμπορικής Ναυτιλίας (Υ.Ε.Ν.) και κατέληξε στα ακόλουθα συμπεράσματα:1) Το σύνολο της ναυτιλιακής κοινότητας, δεν κατανοεί την εμμονή της Πολιτείας να καταργήσει το ιστορικό Υπουργείο Εμπορικής Ναυτιλίας και να προχωρήσει στη σύσταση ενός νεφελώδους διοικητικού φορέα με άσχετες και αλληλεπικαλυπτόμενες αρμοδιότητες. Για μας είναι σαφές ότι πρόκειται για έναν ακόμη πειραματισμό που δημιουργεί μεγάλη δυσλειτουργία και ανασφάλεια. Και αυτό γιατί δεν παρέχει καμία εγγύηση ότι μπορεί να ανταποκριθεί στις ιδιάζουσες ανάγκες της πρώτης ναυτιλίας του κόσμου, που ως γνωστόν είναι η ελληνική επί τριάντα συναπτά έτη. 2) Είναι επίσης ακατανόητοι και άκρως προσβλητικοί για πολλούς οι υπαινιγμοί του κυβερνητικού εκπροσώπου σύμφωνα με τον

οποίο το από οκτώ δεκαετίες δραστηριοποιούμενο Υπουργείο Εμπορικής Ναυτιλίας έχει δήθεν βεβαρημένο και αμαρτωλό παρελθόν. Προφανώς αγνοεί ότι το πρώην Υπουργείο Εμπορικής Ναυτιλίας είναι ίσως ο μοναδικός φορέας της πολύπαθης δημόσιας διοίκησης, ο οποίος δεν ενεπλάκη σε υποθέσεις διαπλεκόμενων συμφερόντων που ήδη ταλαιπωρούν δεινώς την πατρίδα μας.3) Αντίθετα, το Υπουργείο Εμπορικής Ναυτιλίας συγκροτημένο σε συνεκτικό φορέα διοίκησης και πολιτικής με την επάνδρωση των πολλαπλώς έμπειρων στελεχών του Λιμενικού Σώματος που ανταποκρίνονται στις ειδικές ανάγκες της ναυτιλίας μας στην Ελλάδα και το εξωτερικό, είναι ακριβώς αυτό που στήριξε το θαύμα της μεταπολεμικής ναυτιλιακής ανάπτυξης, από την απόκτηση των πρώτων 100 λίμπερτυ μέχρι τον αξιοθαύμαστο σύγχρονο στόλο των 4.000 πλοίων σήμερα. Ποιος είναι συνεπώς ο πραγματικός λόγος για την τρίτη μέσα σε 11 μήνες ανατροπή του διοικητικού πλαισίου της ναυτιλίας, που και αυτή σχεδιάστηκε και εκτελέστηκε χωρίς να ζητηθεί και να αξιοποιηθεί η εμπειρία ενός πολύπλοκου παραγωγικού κλάδου της εθνικής οικονομίας ;4) Όσον αφορά στην αναβάθμιση του νέου Υπουργείου στην ιεραρχία του Υπουργικού Συμβουλίου, θα είχε ιδιαίτερη σημασία αν η αναβάθμιση αυτή, ανταποκρινόταν στο έμπρακτο ενδιαφέρον της Πολιτείας για την ναυτιλία στην εκάστοτε ακολουθούμενη κυβερνητική πολιτική. Και δεν πρέπει να ξεχνά κανείς ότι σ’ αυτή την παγκόσμια οικονομική κρίση η οποία πλήττει βαριά τη χώρα μας η ναυτιλία εξακολουθεί να βρίσκεται στην παγκόσμια πρωτοπορία και να προσφέρει τα μέγιστα στην εθνική οικονομία. 5) Το μόνο αίτημα στο οποίο θα επιμείνουμε είναι η επανίδρυση του ιστορικού Υπουργείου Εμπορικής Ναυτιλίας, προκειμένου να επιτευχθεί περαιτέρω και στον μεγαλύτερο δυνατό βαθμό, η σύνδεση της ναυτιλίας με την εθνική οικονομία και μάλιστα, σε περίοδο που καταβάλλεται πράγματι γιγαντιαία και αξιέπαινη προσπάθεια από την κυβέρνηση για να επιτευχθεί ο εκσυγχρονισμός και η ανάπτυξη της πατρίδας μας. 6) Η Ένωση Ελλήνων Εφοπλιστών έχει αποκλειστικά μία και μόνη επιδίωξη και θέση:Να παραμείνει η ελληνική εμπορική ναυτιλία η πρώτη και μεγαλύτερη στον κόσμο, όπως είναι σήμερα, επ’ωφελεία της ναυτικής κοινότητας και όλης της Ελλάδας.

18 safety4seacorner

Beluga Nomination and the changing Tactics in Somalia Piracy Front

Apostolos BelokasPrincipal Consultant & CEO of IBS Marine Consulting Group &editor of the Safety4sea dedicated portal www.safety4sea.com

The beluga Nomination Story so far

On Saturday the 22nd of January Somali pirates have hijacked MV Beluga Nomination ship (flying the flag of Antigua and Barbuda, operator Beluga Fleet Management GmbH based in Germany) in the middle of the Indian Ocean, more than 700 kilometers (435 miles) north of the Seychelles.When the UK Maritime Trade Operations (UK-MTO) Officer received the distress call on the afternoon of Saturday, Jan. 22, he could hear immediately that someone was firing live ammuni-tion.The ship's 12-man crew, which included Russians, Ukrainians and Filipinos, had barricaded itself into the safe room below deck, known as “citadel”, a bullet-proof anti-piracy muster zone which was secured with heavy steel bulkheads and locked from the inside. From there, the Polish captain continued to steer the ship as if it were a ghost ship, while the pirates controlled the deck. The hidden crew occasionally stopped the ship, but for the most part it maintained a southerly course toward the Seychelles, in the hope that one of the many warships in the region would soon come to its aid.But no one came, not on the Saturday and not on the Sunday either. The NATO and EU ships in the area were either busy elsewhere, were in the process of refuelling or were simply too far away. Finally, on Monday, Jan. 24, and then again on the Tuesday, an aircraft began circling over the freighter.An armed patrol boat with the Seychelles coast guard had also set its course for the hijacked ship.When the crew of a reconnaissance airplane from the Seychelles that was observing the ship con-tacted the captain in his safe room via shortwave radio, he said that his crew was safe but that four pirates had been spotted on board. A short time later, however, the pirates managed to cut open the deck of the freighter with a blowtorch. They penetrated into the safe room, known as the cita-del, from above. The crew was defenceless, and soon the pirates were in control of the ship.An armed patrol ship from the Seychelles coast guard reached the ship on Wednesday, and a Danish frigate was also in the area heading to the

vessel position.According to German government security experts, it was apparently the men from the Seychelles who eventually opened fire on the ship. They shot off the antennas on the bridge and killed one or possibly two of the pirates.Chaos erupted on deck, one pirate was killed and the others shot dead a crewman in retaliation. Dur-ing the turbulence two of the crew members were able to escape into one of the ship's lifeboats, a small, completely enclosed craft mounted on the stern of the 132-meter ship. They then activated the freefall lifeboat and catapulted it into the sea while they were picked up two days later by a Danish War hip. Now it appeared that only the surviving pirates, the captain and the remaining crew is still on board.The ship was now headed for the coast of Soma-lia, but on Thursday the engines were shut down, and for hours the ship drifted aimlessly at sea. Insiders suspect that the pirates emptied out the day tank from which a ship's large diesel engines normally derive their fuel. It is possible that the pirates did not know how to refill the day tank from the ship's main tanks. They sent out a call for help.

What the outcome of the incident indi-cates

Niels Stolberg, the head of the Ship Management company operating the Beluga Nomination had the courage to address the media on the incident with several issues pointed out. He initially described the response to the hijacking as a "disaster". He also pointed out that the outcome of the unsuc-cessful operation was that the pirates shot dead one of ship’s crew, probably in a fit of anger.There are several items to be further followed up with the incident it shelf:The crew spent two and a half days in a reinforced room but nobody came to help them. The two and a half days is considered an adequate period for the naval forces to attend the incident, especially with the majority of the warships in the wider area.The international co-ordination has failed. It may be the bad co-ordination between local and international forces along with all the stakeholders (including the operator), however the outcome of such an event is totally unacceptable.

Naval forces in the area are afraid of intervening with the mother ships (the York in this case) be-cause they may be putting the lives of the captive crews at risk.It is early to arrive into a conclusion about the final outcome of the hijacking of the vessel. It remains a mystery of what the future might be for the crew of the vessel or the amount of ransom that will be required by the pirates. The story so far however indicates that a further unfortunate escalation may be possible.

Alarming Trends from the Somalia Front

The situation is escalating in the Indian Ocean, where pirates are in control of about 35 ships, more than ever before, with about 800 seamen on board. They have already collected more than $100 million (€74 million) in ransom money to date while other sources indicate a figure of more than $200 million for the year 2010 alone. More over reports in the press estimate the cost of piracy globally at $7 billion to 12 billion a year, pointing out also that frequent hijackings off the Horn of Africa are driving up shipping costs in the Indian Ocean.This comes despite the fact that frigates or de-stroyers from about 30 countries are patrolling the waters off Somalia, as part of NATO's "Operation Ocean Shield" and the European Union's "Opera-tion Atalanta." But the Indian Ocean is too large to control, even for major powers, and the missions have been relatively ineffective.An analysis by the UN Security Council concluded that the main effect of the international efforts against the pirates is that they have shifted their operations away from the Gulf of Aden and into the Indian Ocean, to hunting grounds farther and farther away from the Somali coast.The pirates are now using large, hijacked freight-ers as mother ships, like the 90-meter natural gas tanker York, which is under the command of a German captain. The military forces deployed in the region can do little about the mother ships, because there is always the possibility that their crews are being kept on board as hostages.More and more Somalis are joining the pirates a NATO document warned a few weeks ago. The same document "Pirates keep ships in captivity

for longer periods, forcing owners to pay higher ransoms, ultimately attracting more young Somalis to become pirates."The two sides are also resorting to more brutal methods. In most cases, the pirates have done no harm to their prisoners, but it now appears that the crew of the German ship Marida Marguerite were severely tortured for almost eight months off the coast of Somalia. The naval commandants of some nations are taking an even tougher stance. About a ten days ago, South Korean special-forces units shot their way onto the bridge of a hijacked ship, killing eight pirates and capturing five others.It is unusual for pirates to shoot a captive and navies patrolling the region to protect shipping are reluctant to use force because of the risk to captured crews.Pirates are adjusting their tactics in line with the level of the resistance they face. It is interesting, especially in the Beluga Nomination case that they stayed onboard and finally invaded the crew

citadel. It is also alarming that theyThe recent incident of the Samho Jewelry seems to have a positive impact to navies in the area. The ship was hijacked on January the 24th on about 1,300km (800 miles) off the coast of Somalia. Ko-rean naval forces operated in the area, same day, and as a result all 21 crew members of the South Korean-owned Samho Jewelry were rescued, while eight pirates had been killed and five cap-tured. The incident has also resulted in the captain of the ship suffering a gunshot wound to the stom-ach but his condition was not life-threatening.As a result Somali Pirates have threatened on Sunday January the 29th to kill any South Korean seamen they take hostage in future in revenge for the killing of eight pirates by South Korean troops who stormed a hijacked vessel. Pirates from two bases on the Somali coast said they were taking some crews held as hostages off their vessels and moving them inland in case of more rescue attempts by the fleet of foreign warships patrolling off the lawless country's shores.

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Somali pirates typically do not harm their captives because they expect to negotiate a lucrative ran-som for the release of a vessel. But now they say they want to avenge the deaths of their comrades. Some other pirate from the pirate haven of Garad said "We shall never take a ransom from Korean ships, we shall burn them and kill their crew. We shall redouble our efforts. Korea has put itself in trouble by killing my colleagues”. Intelligent sourc-es were not in a position to verify the movement of hostages, while insiders believe that pirates often transferred crews when panicked but expressed doubts over the threat to kill as their main objective is to collect ransoms.The overall escalation of violence is alarming; however we have to remain calm. Some things certainly are easier said than done, in this case however we have to wait and see how recent incidents will evolve into the operating practices of operators, navies and pirates. At all times however someone has to bear in mind that the key priority is the safety of the crew above all other objectives.

20 internationalshipyards

Dimitris VranopoulosMD, Marine Plus S.A

Shiprepair prospects for 2011

Vessels comprising the world fleet need to be drydocked at yards around the globe twice in every 5 year cycle (young vessels can opt for only one drydock every 5 years). Apart from drydocking, vessels require shiprepair yards for putting right collision damages, bot-tom damages, severe weather damages as well as faulty newbuilds. China has emerged as the largest shiprepair center world-wide, concentrating more on dry bulk vessels and containers. The Arabian gulf is still dominant for larger tanker repairs, with the Med and Black Sea yards picking up most of the vessels trading in their region. Europe also has some market share, dealing mainly with younger tonnage and vessels trading either cross-Atlantic or within the EU. The shiprepair market, as most markets, depends on demand and supply factors. As long as yard capacity does not exceed demand, most efficient yards will be busy and (with a bit of luck!!) profitable. It is obvious that the world fleet has been increasing, and will continue to increase well into 2012-2013.

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

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

Port congestion:For certain dry segments in specific ports, congestion and delay in loading/discharging has been acute causing short-term fall in overall repair demand. These vessels will, however, eventually be repaired, and most probably will require a longer stay in drydock due to higher fouling levels.

Collisions - groundings/bottom damage:With more traffic on sea routes, combined with an overall fall in the quality and com-petence of seafarers, such occurences are on the rise and require docking or berth facilities in yards.

Faulty Newbuilds:In the boom years of 2005-2008, owners scrambled to secure delivery slots from inferior-greenfield yards mainly in the F East (China-Korea). As a result there are an increasing number of vessels built in recent years that suffer structural deficiencies such as failure of weld seams, cracks in rudder casing etc. These cases require shipyards - usually with a good technical standard - to deal with these defects.

a. The world fleet today - some recent figures for the main market segments: Year-end: 2007 2008 2009 2010

Tanker fleet (over 10,000 DWT in mio DWT) 383 404 433 453

Bulker fleet (over 10,000 DWT in mio DWT) 392 418 459 536

Container fleet (in ‘000 TEU) 10,782 12,154 12,885 14,121

Currently the world fleet stands at:

3,234 tankers

8,233 bulkers

4,982 containers

b. The world fleet future trend - orderbook + delivery schedule ORDERBOOK %FLEET 2011 2012 2013+

Tankers: 120 mio DWT 26.30% 57,80 mio 40.20 mio 22.20 mio

1,092 vsls

Bulkers: 273 mio DWT 50.40% 129.80 mio 101.50 mio 41.70 mio

3,218 vsls

Containers: ‘000 TEU 3,867 27.20% 1,510 1,411 946

614 vsls

DEMAND FACTORS

SUPPLY FACTORS In the boom years, many new shiprepair yards appeared in China and SE Asia. Turkey also saw many new shipbuilding yards concentrating on chemical tankers, which are now idle and have shifted to repair activity. China yards have also increased their existing capacity by building new drydocks, extending their berths and increasing their cranage/workshops. EU yards have reduced capacity, due mainly to stoppage of government subsidies to such yards. In the Gulf, apart from the 2 large repair facilities in Dubai and Bahrain, a further 2 large repair yards with similar capac-ity are under construction in Oman and Qatar. CHINA REPAIRYARDS - RECENT TRENDS For the period 2008-2010, the main Chinese repair yards have increased activity in terms of ves-sels repaired, but with lower turnover volumes (see Table attached)For 2010, the main Chinese yards repaired over 3,000 vessels with an estimated value of 2.25 bil-lion dollars!!! Compared to 2008, vessels repaired have increased by over 50%, whereas turnover has fallen just over 40%. The fall in turnover reflects a dramatic drop in high-value conversions (single-double hull, tanker to bulker etc) as well as a large fall in Chinese yard price levels (eg steel renewal up to late 2008 was aro $2.60/kg, whereas current negotiated levels stand at $0.80-$0.90/kg) CONCLUSION The prospects for shiprepair yards, especially for China, seems promising for 2011. As the world fleet expands and the average age of the fleet reduces, more vessels with lower work scope will need to be drydocked. We may even see a short-fall in repair capacity going forward for very large vessels - VLCC, VLOC, 8,000+ TEU’S - as newbuilds on order for this type of tonnage will soon require VLCC graving docks. If the dry and wet markets stay at low freight levels, owners will opt to do the minimum required to pass their surveys, but yards can still stay profitable by high utilization of their docks and efficient use of their manpower/workshops. Some regions will suffer from over-capacity such as Turkey, but even European yards - those remaining!! - should enjoy a good year!!

22 piracyreport

Overview of 2010 and recent developments.

Panos G. MoraitisManaging Director, Aspida Maritime Security

The initial intent for this article is to provide an overview and analysis of maritime piracy in 2010 and the beginning of 2011. However recent events dictate that we

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

According to data published by the International Maritime Bureau, at the end of the 3rd quarter of 2010 piracy globally has been at a slight decline with 289 attacks to vessels worldwide and 126 at-tributed to Somali pirates for the period January to September 2010, compared to 306 and 169 attacks respectively, in the same period of 2009. At that time many parties rightfully attributed the decline to the successful presence of naval forces patrolling the Gulf of Aden especially if one consid-ers the significant decline of attacks in this area from 100 during January-September 2009 to 44 during the same period in 2010.

Contrary to expectations though, during the last quarter of 2010, things changed. In 3 months alone Somalis have extended their theatre of operations to the South eyeing vessels calling Mombasa and Dar Es Salaam. Overall, Somali pirates launched 93 reported attacks to vessels, a significant portion of which were towards Kenya and Tanzania.These attacks during the last 3 months of 2010 shifted the statistics against 2009, and the year closed with an increase in attacks to ships world-wide (445 against 410) and a slightly higher figure for the reported attacks attributed to Somali pirates with 219 against 218 in 2009(Table 1 & Chart 1).

Out of those 219 attempted attacks pirates man-aged to board 65 vessels hijacking 49 of those while the other 16 have managed to avoid the hijacking by successfully employing a citadel (safety

room) as part of their layered defensive measures. Along with the 49 vessels, 1016 crew members have been taken hostage. Even worse 13 have been injured and eight killed.

The most troubling fact during this last quarter is the Pirates’ use of hijacked merchant vessels as motherships in order to increase their range of op-erations into the Indian Ocean and as South as into the Mozambique Channel to 22º South.

Use of Motherships became more widespread in 2011. Recently we have seen as many as 20 moth-erships being employed to launch attacks in areas far beyond Somali waters. And nowadays it’s not only dhows that are used by Pirates. Other hijacked ships navigated by their own crews are used and give pirates an extended operational area. These captive vessels will also allow pirates to operate even during the monsoon period.And since the hostages are kept onboard to navigate the vessel, there is not much to be done by naval forces in the area without jeopardizing the lives of those hostages.These tactics give pirates an advantage that can’t be easily thwarted. Thus in 2011 we have seen attacks in places that one could not even imagine before, as the attack by two skiffs to a Merchant vessel near the coast of Iran(!) on January 30th, or the attack to a Containership north of Minicoy Island in India (past 73ºE!) also at the end of January.Motherships not only give pirates an extended range regardless of weather but also facilitate the launch of multiple attacks in an area. Furthermore there have been reports that pirated merchant vessels have been used to intercept other vessels by colliding with them. Thankfully merchant vessels used as motherships can be tracked and conse-quently avoided. Vessels transiting high risk areas should always register with MSC(HOA) and UKMTO even when they have onboard security teams. Exchange of intelligence between ships and authori-ties is crucial to help deter piracy. Thus any vessel witnessing a suspicious approach should always

report to authorities in the area.

Not all attacks are launched by motherships though, as there are still many Pirate Action Groups (PAGs) operating with skiffs. This is also the case with a PAG operating off-Djibouti. It has been reported that skiffs are drifting in the area waiting for easy targets. Two attacks have been reported recently in the area while a bulker underway has been fired upon off Hodeidah-Yemen in January.

In addition PAGs eyeing even more higher ransom, seem to abandon opportunistic attacks to random targets and focus on laden tankers exiting the Straits of Hormuz as it is obvious from the 8 attacks on tankers and the successful hijackings of a Greek VLCC and an Italian Aframax over the past weeks. A cargo worth US$200 million, a vessel with a value north of US$100 million and the lives of crews form a strong negotiating asset at the hands of Somalis and we expect this recent “trend” to continue.

The most troubling recent change however has to do with the aggressiveness of Pirates against their hostages. Piracy is becoming more violent. It was believed that when held hostage, a crew member could be treated in most cases “humanly” as he would be an asset to his captors. Thus there has -rightfully been a suggestion that when crews are taken hostage to comply with the pirates’ demands and this has worked well as a tactic so far..

Following the events of Samho Jewelry, where a successful rescue operation by South Korean Special Forces resulted in freeing all 21 hostages, killing 8 pirates and capturing the remaining 5 in the process, all stakeholders were afraid of retaliation.

Days later, on 22nd January pirates managed to board MV Beluga Nomination off Seychelles. While the crew mustered in the citadel and steered the vessel towards the Seychelles, the hijackers managed to breach the safety room after 72 hours. Naval forces attempt to rescue the crew failed and resulted in two crew member being shot in cold blood and one drowning after jumping in the water in an effort to escape.

Piracy off-somalia.

Overview of 2010 and recent developments.

At the time of this writing this trend of violence has escalated and there have been some even more disturbing news.On 22 February 2011 four Americans held hostage onboard the 58 foot SY Quest have been shot in cold blood while negotiations for their release have been taking place onboard a US Navy vessel closely monitoring the situation.

Another piece of information that -we believe sill result to escalation in the number and na-ture of attacks has been reported by Reuters yesterday. Pirates have reached an agree-ment with the terrorist group Al Shabaab who had control over strategic somali ports in the south of Somalia. The agreement sees Al Shabaab get a 20% cut on all future ransom “earned” from the hijacking of vessels. In ex-change for this Al Shabaab will release pirate leaders detained last week. All hijacked ves-sels from now on will be directed to the port of Haradhere the control of which is under Al Shabaab since last week.The multi-million dollar deal will also see Al Shabaab rebels who confess loyalty to Al Qaeda opening a marine office to provide security and coordination between pirates.We expect that coordination will Al Shabaab will not only increase the number of attacks but also the violence against crews of hijacked vessels. Such an agreement also makes clear that pirate activity will be directly funding terrorists in the area, something that was hinted at before but without concrete evidence until now.

All these developments make the need for proper preparation prior to a transit crucial.Each operator needs to assess the risk of each transit and how to mitigate that risk.

What measures should be taken? Is your vessel suitably hardened and your crew properly trained to withstand a possible attack during the transit? Should you embark a security team? Should the secu-rity guards be armed or unarmed? How will the overall instability in countries like Egypt and Yemen affect your planning to embark security teams on your vessels especially if you consider armed transits?What additional support should you seek in order to ensure a safe passage to your vessel? How do you chose the right partner to help you answer those questions reliably.

At Aspida we are at the position to assist you with all those questions and provide a custom designed solution for your company needs. From a single unarmed transit to multi-vessel long term contracts for armed security and from a security assessment to operational and decision support intelligence, we have a suitable proposal for you. At Aspida you will find straightforward, flexible, high quality, cost-efficient security services for your vessels transiting high risk areas globally, ensuring that your crews, vessels and cargo reach their destination safely.If you would like to receive additional information about our solutions, contact T: +302107279255 E: [email protected]

piracyreport

23

24

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

However, despite its age, DESMI is known to be a modern and dynamic organisation which has

constantly evolved to meet the needs of its customers and the changing business environment.

Over the years various industrial products have been manufactured, but since mid 18th century,

when the first types were introduced, pumps have been a permanent part of DESMI’s range of

products. Today DESMI develops and manufactures pump solutions for marine, industry and oil

spill combating both locally and globally. The customer is one of its most important assets and

stakeholders in the business no matter where in the world DESMI operates. The many years

of experience within the iron and industrial area has placed DESMI in a strong position on the

global market where its pumps and systems are sold to more than 100 countries annually via a

well developed network of subsidiaries and distributors on six continents. DESMI’s vision is to be

leader within the areas where it operates and to continuously develop itself as a supplier of pump

solutions locally as well as globally. Its subsidiaries throughout the world in conjunction with its

factories in both Denmark and China bring DESMI closer to its customers, which character-

ises DESMI as a strong, global company. In order to meet future customer demands for more

complete systems, including pumps, DESMI provides solutions and systems as well as single

standard pumps or components. With focus on the individual needs from its customers DESMI

provides solutions based on proven technology.

BALLAST WATER

Your partner in liquid handling and environmental systems

cover storycompany profile

DESMI’s largest asset is its dedicated staff. Their key skills and

combined competences ensure that the ‘DESMI’ of the future will

continue to be based on good ethics and healthy values. Customer

oriented behavior, humor and readiness to change are some of

DESMI’s key values.

The shipping industry ties continents and people together. More than 100,000 merchant ships, many of which with DESMI pumps on board, daily transport huge

amounts of commodities all over the world. DESMI’s range of pumps is fundamental to applications that are essential for a ship’s operation:

• Centrifugal pumps for cooling, ballast, fire and bilge applications for both fresh and seawater pumping.

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

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

DESMI’s product range is based on the modular principle. This ensures a reliable and quick spare parts supply at competitive prices. The DESMI marine pump range is

applicable to most types of vessels and is highly adaptable as regards design and material combinations. DESMI’s reference list comprises leading shipyards and own-

ers. It also covers a wide selection of the merchant and naval fleets from small vessels like trawlers, support vessels such as AHTS (anchor handling tug supply) to the

biggest vessels in the world like container ships, cruise liners, frigates and air craft carriers. Whether it is for single pumps or complete pump packages – DESMI’s staff

will always endeavour to find the correct solution. Its world-wide network of distributors ensures prompt service whether it concerns new installations or retrofit. The

DESMI 48 is an example of a concept specifically directed to the retrofit market. It offers to supply specific pump series for retrofit tasks within existing pump installa-

tions, direct from stock from its distribution centres in Europe and Asia. The concept also includes the replacement of pumps of alternative manufacture. EnergyCheck

is an example of a concept focusing on saving energy in engine rooms. By using the right pumps and control in the system, one will be able to save energy - up to 1%

of the ship’s total fuel consumption - and money.

Pumps on the seven seas

Good quality is ensured by DESMI’s staff

25BALLAST WATER

All DESMI products are developed, manufactured and marketed in accordance with

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

supplied in accordance with the requirements of all leading marine classification socie-

ties. DESMI pumps are characterised by first-class design and are recognised by its

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

to adapt solutions and a high level of technological expertise are all factors that make

DESMI a serious partner focusing on energy optimisation, CO2 emission and a good

working environment.

High quality according to international standards

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

Global Compact are all integrated in the overall DESMI group strategy as it is its conviction

that respect for the individual and sustainable products and production must be the basis

of continued growth of the group. In this respect DESMI has so far primarily focused on its

own activities - but it is also convinced that its best opportunity to improve its impact on the

external environment is by developing products and concepts that support a reduction in

energy consumption and thus reducing their environmental impact. Consequently DESMI

attach great importance to ensuring that ITS products are designed, manufactured, used

and disposed of in an environmentally sound way. DESMI will seek to base its work on

a corporate social responsibility within all group companies through the boards of these

companies, working on ensuring that at any time all companies in the group can implement

an environmental certification in accordance with the ISO 14001 standard.

Corporate social responsibility

Good quality is ensured by DESMI’s staff

1834: DESMI is founded by Goldsmith Hen-ning Smith.

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

1900 – 1935: DESMI manufactures church bells – still in use in many corners of the world.

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

1970: DESMI starts developing and selling oil spill combating equipment.

1978: The subsidiary DESMI Ltd. is estab-lished.

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

1994: The subsidiary DESMI Inc. is estab-lished.

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

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

2006: The Danish Sales and Service Division of DESMI A/S operates as a separate subsidi-ary under the name of DESMI Danmark A/S.

2008: AFTI – Applied Fabric Technologies Inc. in the USA is acquired.

2009: Subsidiary in Ecuador, DESMI Ocean Guard A/S, and rep. offices in Korea and Singa-pore are established.

Extract of a memorable history:

Water is a condition of life, just as reliable supply and hygiene are important factors in modern industrial society. DESMI’s staff designs, project manages and installs plants that ensure environ-mentally correct and safe transport of waste water and maintain a good environment when waste water is transported to central facilities. Sufficient and continuous supply of pure water is taken for granted in today’s society. You seldom reflect on the question where the water comes from. DESMI pumps ensure a reliable supply and the correct pressure in water supply systems. Its en-gineers find the best solution for all pump jobs in connection with water supply. The cold winters in Denmark have always placed big demands on a reliable and dependable heat supply. The many years of experience within district heating are the solid base on which all tasks are solved – big as well as small. DESMI supplies process pumps and see to it that the heat is transported to the consumer with minimum energy consumption thus providing the customers with a cost effec-tive operational solution as well as benefits to the environment. Sprinkler and fire pump systems protect property and save human lives. In Denmark DESMI is the leading supplier of complete systems as regards sizing, definition of system type and current product adaptation to national and international fire protection rules. Its many years of experience make DESMI the right partner whether it concerns new installations of complete pump solutions or renovation of pump supply systems.

DESMI ensures a good distribution network

The subsidiary DESMI Ro-Clean A/S supplies the world with equipment for combating

oil spills. Since the 1970’s DESMI has been one of the leading companies within oil spill

combating at sea, and the environmental equipment is a vital part of the oil spill contingency

planning in more than 100 countries. Its reliability and high quality have been demonstrated

in connection with many oil recovery operations all over the world. DESMI’s oil spill equip-

ment has been developed for oil recovery, but it is also suitable for many other applica-

tions including tank cleaning, unloading of ships - whether it is a question of emergency

off-loading or ordinary unloading - together with permanent installation in, for example, oil

waste tanks.

Proven technology:

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

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

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

• Weir, brush and disc skimmers.

• Floating booms with air and foam-filled chambers.

• Fire-booms.

• Equipment supplied to more than 100 countries.

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

Systems for recovery of oil spills

DESMI GIANT OCTOPUS

26 BALLAST WATER

cover story

POLAR BEAR DESMI TARANTULA DESMI BELT SKIMMERS DESMI TERRAPIN

DESMI FHS Ltd. supplies specially manufactured pumps and pumping systems based on tailored standard modules or new-

developed products all fulfilling special military requirements. The pumps are used for all kinds of fuel handling, including fixed

and rotary wing aircraft refuelling, filling of fuel for vehicles, transport of fuel via pipelines, as well as fire prevention and drinking

water supply. Internationally DESMI supplies specially adapted pumping solutions for military vehicles and also uses the range

of NATO approved pumps for landbased installations – both temporary as well as permanent.

Systems for fuel handling:

• Capacity up to 66,000 l/min. / 17.500 US gpm.

• Pressure up to 40 bar / 600 psi.

•Possibility of electric, diesel or hydraulic operation.

• Flexible design.

• ATEX approved equipment.

Systems for fuel handling

27BALLAST WATER

DESMI Contracting A/S has specialised in project management and handling of turnkey solutions and diverse projects all

over the world. For more than 30 years DESMI has undertaken project work in connection with international tenders and is

known for supplying projects in time and to the full satisfaction of the customers. Its dedicated, competent and experienced

project team – supported by local trading partners – is ready to co-operate with the customers during all project phases

often leading to long relations. This ensures a successful and sustainable project implementation, which can last from a

few weeks to several years. DESMI is a project management specialist and the goal is to assist its customers through all

phases of a project and to ensure an appropriate project financing, e.g. via:

• Public means.

• Export credits.

• Banks.

• Donations.

• Various combinations.

DESMI Contracting A/S focuses on projects within utility, education and health, and supports other areas within public sup-

ply, energy, infrastructure, and environment.

International projects

Reliable and economical operation is a crucial customer requirement on all DESMI products. In addition

to the actual product DESMI also supply customer-adapted service and maintenance concepts and assist

customers world-wide in maintaining and quickly repairing their systems in case of break-downs. Its service

assistants are ready by the phone to answer both technical and practical questions. They are all specially

trained within pumps, and they are prepared to share their knowledge in the form of education of its part-

ners.

The DESMI service concept comprises:

• World-wide service – by phone or in person.

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

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

• Documentation of legal requirements and certifications.

• Customer adapted solutions.

• Spare parts solutions.

• Complete range of pumps.

• DESMI 48.

DESMI service concept

Ballast water treatment systems

28 BALLAST WATER

cover storyIMO approved ballast watertreatment systems

DESMI Ocean Guard A/S is dedicated to developing ballast water treatment

systems. The company is formed by three Danish companies: A. P. Moller –

Maersk, Skjølstrup & Grønborg (UltraAqua) and DESMI. Each of the three

companies contributes with valuable information for developing systems which

do not only perform from an engineering point of view, but also from a practical,

shipboard point of view. Developing systems which as a minimum fulfil the IMO

and coming US requirements is the company’s aim.

At the same time it is also important for DESMI Ocean Guard to develop sys-

tems which are simple and reliable, can work under normal operational condi-

tions, and be operated and maintained by marine engineers.

Focus points:• Able to fulfil IMO and coming US requirements for removal of living

organisms in all water conditions

• Very low power consumption

• Includes in-situ generated ozone which combined with UV–radiation

forms an extremelynefficient method for fulfilling IMOnrequirements

• Systems that can be operated by marinemengineers

• No residues will be formed when passingnthe DESMI Ocean Guard bal-

last water treatmentm system. Further the system ensures that no ozone

is entering ballast tanks

• Reliable system with long intervals betweenninspection

• Low footprint in the engine room

• Low life cycle costs

More than two-third of the globe

is covered by water. Water is a

condition of life and all areas of

the oceans have their own unique

ecosystems that have developed

in different directions since the dawn of time. Since

we began using ships to transport goods, ballast

has been a necessity. In the beginning stones

were used as ballast, but since the introduction of

steel ships and the possibility of integrating tanks,

seawater has been used as ballast medium.

Concurrently with the increasing world trade

between the individual countries and continents

millions of cubic metres of water have been

“moved”. These large quantities of water containing

micro-organisms have been mixed in the different

habitats, which has had hazardous consequences

for the local maritime ecosystems.

The IMO convention for control and management

of ships’ ballast water stipulates that vessels must

remove all living organisms from the ballast water

before emptying the water into the ocean.

This necessitates the use of a ballast water treat-

ment system that purifies the ballast water when

the ballast water tanks are filled and again when

they are emptied.

DESMI A/S has joined forces with leading players

and developed superior in all aspects a ballast wa-

ter treatment system: DESMI Ocean Guard. Ships

have various demands for ballast operation. There-

fore, DESMI Ocean Guard has developed two

solutions:

• Low pressure system• Pressurized system

A typical way of filling the ballast water tanks is to

open the various valves and let the sea water flow

into the tanks (gravity filling). When the ballast

tanks are almost filled, the ballast pumps are put

into operation until ballast water flows from the

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

means that the tanks are filled and that there are

no free-moving surfaces that can affect the stability

of the vessel.

Gravity filling is possible with DESMI Ocean Guard

when using a non-pressurized filter. As such a

nonpressurized filter takes up more space than a

pressurized filter. This solution is mainly intended

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

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

a pressurized filter. This filter takes up very little

space compared to its capacity and it is therefore

suitable for retrofit solutions, but of course also for

new-buildings.

One of the features of DESMI Ocean Guard is

the comparatively low energy consumption (10

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

nance costs. The life time of wear parts is typically

>12,000 hours.

DESMI Ocean Guard is designed as a full auto-

matic system with a very simple man/machine

interface.

29BALLAST WATER

• Cost effective water treatment

• Well proven technology

• Low operational costs

• Developed according to IMO and US rules

• Simple installation

• Minimum footprint

• Simple operation

• No chemicals added

• Long lifetime UV lamp >12,000 h

• Filtration of sediments

• UV dosage

• Pressurized system

• Low-pressurized system

• Possibility for ballasting by gravity

Benefits of the DESMI Ocean Guard Ballast Water Treatment System

Technical Description of the DESMI Ocean Guard Ballast Water Treatment System BWMS 400-P40The system used in the final approval has a capacity of treating 400 cubic meters of water per hour. The

system consists of the following parts:

• Filter, for removing particles, zooplankton and large algae

• UV lamps, for generating photolytic inactivating light and photochemical ozone generating light

• Ozone injector system, for injection of generated ozone into the ballast water flow

BWMS 400-P40 – system: For the base configuration, where space is a limiting factor, a pressurized filter will

be used. This filter will use a mesh with a pore size of 40 micron. It will typically be installed right after the bal-

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

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

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

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

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

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

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

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

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

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

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

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

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

directed to the ballast tanks.

What Do We Clean The Ballast Water For?

30 BALLAST WATER

cover storyThe Mnemiopsis Leidy, introduced to the Black

and Azov Seas in the early 1980s has

wiped out the anchovy and sprat fisheries

causing a loss in the region of US dollars

200 mill. annually. This invader has now es-

tablished itself in the Caspian Sea and is

causing concern even in the Baltic Region.

Costs associated to repair and control of dam-

ages caused by the Zebra Mussel

(Dreissena Polymorpha) is estimated at US

dollars 500 million over a period of 10 years.

The Mitten Crab (Eriocheir Sinensis) became

established in the San Francisco Bay

in the 1990s and is now found in densities

exceeding 10,000 individuals per square

metres.

Vibrio Cholerae, the species of comma-

shaped, motile bacillus is the cause of cholera

infectious disease. The Vibrio that produces

the heat-tolerant exotoxin which

causes Cholera Epidemiology, transmitted

through poorly treated water supplies.

Asian Kelp - Undaria Pinnatifida - grows and

spreads rapidly, both vegetatively and

through dispersal of spores. Displaces native

algae and marine life. Alters habitat,

ecosystem and food web. May affect commer-

cial shellfish stocks through space

competition and alteration of habitat.

The Northern Pacific Starfish was introduced

to Australia by ballast water from Japan in

the early 1980s causing severe damage to

aquaculture and fishing industries and proving

impossible to eradicate. The invasion has had

a major economic impact, leading to an an-

nual loss of millions of US dollars.

Escherichia Coli - Species of bacterium that inhabits the stomach and intestines. E. coli can be transmitted by water, milk, food, or flies

and other insects. Mutations can lead to strains that cause diarrhea by giving off toxins, invading the intestinal lining, or sticking to the

intestinal wall. Therapy consists largely of fluid replacement, though specific drugs are effective in some cases. The illness is usually

selflimiting, with no evidence of long-lasting effects. However, one dangerous strain causes bloody diarrhea, kidney failure, and death

in extreme cases. Proper cooking of meat, washing of produce, and pasteurization of cider prevent infection from contaminated food

sources.

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

zation representing exclusively a number of marine

equipment markets, worldwide known for the ad-

vanced technology and the quality of the products

they manufacture.

The head office is based in Piraeus maintaining

also a branch office in Limassol, Cyprus.

For the last years Intra Mare strongly invested into

a continuous effort of offering more reliable and

professional services to the maritime community

through a qualified crew of naval architects and

marine engineers, trained in a wide range of ma-

rine business.

Since its establishment, Intra Mare has been suc-

cefully involved into a vast and diverse range of

newbuilding and retrofitting activities arising from

Greek Markets interests, claiming one of the lead-

ing ranks within the Maritime Community.

Company’s main activities are:

Exclusively representation of marine equipment

manufacturers.

• Purchasing and contracting

• Design and specification of new constructors

• Service and technical support

• Spare parts trading

The extensive sales organization is supported

through the company’s in-house service depart-

ment consisting of specialized engineers trained

into the principals factories, able to carry out regu-

lar service on board, or individual repair jobs.

The Management and staff of Intra Mare do realize

that being a member of the most active global

Shipping Community can be linked to success only

through seeking and comforting challenges.

Along this venture Human factor and Technology

are mixed together and the only way to serve such

a demanding environment is to stick to the long

marine traditions, always aiming at the edge of

technology.

This is the driving power of Intra Mare for planning

the future and its commitment to its clients for more

reliable services.

31BALLAST WATER

There is a need for the harmonization of method-

ologies among the systems test facilities. What

are the latest developments in this important topic

that will improve the confidence among the ship-

ping community to install treatment technologies

onboard ships?

How can the regulatory and technical issues in bal-

last water management link together to ensure the

same level of protection and to provide solutions

that are environmentally, technically and financially

effective

In coming years more approved and innovative

technologies will be available, however, how will

ship-owners choose the right system for their

ships?

The most current development on this part and

possibly the most influential prior to the ratification

of the IMO D2 standard on ballast water treatment

is a statement from the class society Det Norske

Veritas. DNV states in a report from October of

2010 that even though a BWT system has ob-

tained final and/or type approval for their respective

systems it is not automatically approved by DNV.

This cautionary statement is, as I understand it, a

way of telling manufacturers of BWT technologies

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

even enter or to be competitive in the BWT market

you will have to prove that you can comply with the

standards set by IMO to the class societies.

DNV is here paving the way for streamlining the

test procedures for BWT systems. This will, hope-

fully, ensure transparency of the market for the

consumer of BWT systems.

As for the testing that is being conducted at this

time around the world there are no real consistency

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

to comply with the IMO D2 standard, ones BWT

system has be tested and pass in two out of three

types of water to obtain approval .

The three types of water to choose from is salt,

brackish and fresh water. Most everybody is obtain-

ing their approval in salt and brackish water. This is

mainly due to the fact that international shipping is

primarily conducted in those types of water.

These two water types have the added benefit of

being easier to fully treat in compliance with IMO

D2 standards than natural fresh water is to the

Martin Vendelbjerg HenriksenSales EngineerDESMI A/S, Denmark Mini interview on water ballast

same extent. Fresh water is harder to fully treat by

a number of different reasons, one of them being

that the bacteria inherent in natural fresh water is

harder to disinfect with UV light. And since a large

portion of the BTW system manufacturers utilize

UV light as disinfectant this poses a significant is-

sue for all concerned.

And whilst looking at challenges in treating fresh

water there are manufacturers that will meet

limitations. Several BWT system manufacturers

utilize electrolysis in their system for disinfecting

purposes. The systems in question are in actual

fact unable to treat fresh water if not a separate

ionizing agent is introduced to the system. This will

then add to the complicated nature of the systems

and make them even more labor intensive in their

operation.

Additionally there is more than one way to test in

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

water and then add a specific amount of contami-

nants to this water and then treat this for approval

testing purposes. This fresh water testing will not

take into account for the extra load on the BWT

system that for instance kiesel algae presents.

Kiesel algae are present all over the world and are

not part of the IMO D2 standard and therefore not

subject to BWT. The kiesel algae have the shape of

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

10µ breadth wise. This will then produce an extra

workload on the 50µ filters stipulated in the IMO D2

standard, since the filters will try to remove “non

IMO regulated algae” from the ballast water. This

means in worst case situations that the workload

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

words the treatment capacity is halved. Therefore

great caution should be taken when sizing the 50µ

filters.

In my opinion this will inevitably lead to a way of

approving BWT systems by imparting an “area

of operation” designation on each system. This

designation will have to be contrived in such a way

that the consumer can sort and choose systems by

the different water types that they will operate in.

Or, to simplify things, the international community

and the class societies might impose the current

strictest regulations (US Coast Guard Californian

rules) as the minimum requirements for the global

commitment to BWT.

Within the Californian rules it is required, in order

to be able to obtain approval, for the BWT systems

to perform in and treat all three types of water.

Also the Californian rules are about a thousand

times stricter than the current IMO D2 standard.

Combined this will make for an easier selection for

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

costumer then only has to relate to the most basic

of parameters. These parameters will then be price,

size, system efficiency and system complexity.

Ballast Water Management in the Baltic Sea.

As for Ballast Water Management in the Baltic

Sea, regional extraordinary rules like the US Coast

Guard Californian rules will most likely be applied.

These rules I expect will also apply for Australia

and the Great Barrier Reef, the European Union

and other countries.

One of the reasons for these extraordinary steps

within the Baltic Sea is that the Baltic Sea has a

high mobility rate for invasive species. The high

mobility rate is in basically the ease of which

invasive species can spread in a body of water.

The Baltic Sea has an average depth of around

60 meters. This average, relatively shallow, depth

does nothing to stop invasive species from spread-

ing. Within the IMO resolution for Ballast Water

Treatment/Transportation a depth of 200 meters is

stated as depth of which ballast water exchange

can be conducted. This translates into a depth of

which the risk of invasive species ability to spread

is minimized. And thusly the depth accepted as

the minimum depth a body of water has to have in

order to guarantee against the mobility issue.

BIMCO is an organization comprised of

Quote:“ship owners, managers, brokers, agents

and many other stakeholders with vested interests

in the shipping industry” within and around the

Baltic Sea. This means that BIMCO would be in a

unique position to lobby for a stricter BWT standard

than originally proposed by the IMO. In any case

BIMCO will most likely adopt the most stringent

regional rule set for marine environment protection

as they can.

cover story

32 BALLAST WATER Alfa Laval

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

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

mance of their processes. Time and time again.

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

chemicals, beverages, foodstuffs, starch and pharmaceuticals.

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

help them stay ahead.

Your source for marine essentialsFor nearly a century, Alfa Laval has focused on what’s valuable at sea. Through separation, heat exchange and other techniques, we’ve made it possible to utilize or protect the valuable essence in a wide variety of substances.Today the company offer solutions for oil treatment, cooling and heating, as well as environmen-tal protection, tank cleaning and desalination. Not surprisingly, she has kept to the essentials in

these processes as well – steadily making them simpler, more reliable and more economical.Technology evolves. But the essentials remain unchanged.

PureBallast from Alfa LavalPureBallast is a clear and comfortable choice, having quickly established itself as the com-mercial leader in ballast water treatment since its launch in 2006. The system has been chosen for more vessels than any other ballast water treat-ment system, as well as for the greatest range of vessel types. These include everything from container vessels and tankers to offshore supply ships and naval vessels.Moreover, PureBallast has been installed at major shipyards all over the world.Behind the success of PureBallast is its unique combination of advantages. In addition to type-approved ballast water treatment, PureBallast offers:– Easy installation in a compact space– Automated, reliable and chemical-free operation– Full integration with existing ballast water systems– Low maintenance requirements and lifecycle cost

Alfa Laval’s ballast water treatment system, PureBallast, is designed to interfere as little as possible with the ballast operation onboard, and to require as little manual operation and maintenance as possible. To achieve this, the complete ballast water treatment process is controlled and monitored by the control system, including all components involved. In a near future it will be mandatory for all vessels to treat ballast water to prevent alien species to enter local environments. The International Marine Organiza-tion (IMO) has adopted the Convention for the Control and Management of Ships’ Ballast Water and Sediment, which will take effect within the coming years.This will require a treatment system, and to be frank, this is just another system that needs to be installed and handled on board. Therefore, the main objective, besides designing an efficient system, has been to design a system that will af-fect the operator as little as possible: few manual operations and as little maintenance as possible.Alfa Laval is well prepared for these new chal-lenges with the PureBallast system, a chemical-free and fully automated ballast water treatment system. The system is developed as a joint venture between Alfa Laval and Wallenius Water. Together, the two companies have vast experi-ence of, and knowledge about, marine cleaning equipment and shipping industry.The treatment process is performed in two main steps. The first step is a filtration, where the water

Alfa Laval: PureBallast - Controlling ballast water treatment

The PureBallast system. This is an example of a system with capacity to treat 1000 m3 liters per hour. The layout is not fixed; it can be adapted to specific requirements onboard.

33BALLAST WATER

first passes a filter (10) removing particles larger than 40 μm.The second step, the actual treatment, is based on advanced oxidation technology (AOT), where organisms are rendered harmless by radicals created by the combination of UV light and a titanium dioxide based catalyst. The UV light also inactivates the cell DNA to prevent regrowth of organisms. The process is totally self-contained.PureBallast is a chemical-free system. There are two main advantages with this. First, environmen-tal issues are addressed without any chemicals affecting the environment, and second, there are no logistical problems managing deliveries of consumables. PureBallast is the first chemical-free system which has received full Ballast Water Type Approval in strict accordance with the IMO standards.

AutomationComplete automation requires complete control of the system. PureBallast is a complete system including all components needed to be compli-ant. From an automation point of view, this is an advantage, since the PLC based control system communicates with all components. The PLC both supervises and controls them to enables full automation of the process.PureBallast is monitored and operated by the PLC control system. Each event in the process is either triggered by input from a sensor param-eter set value or status of another component. Sensors are distributed in the system to give full information about ongoing processes and status of main components. The sensors transmit infor-mation to the control system that takes actions according to set parameter values.Only a few crucial components involved in the handling of ballast water are not a part of the PureBallast system, for example the ballast water pump. But to reach the goal of total automation, the PLC program is prepared to integrate these components. Signals to and from these compo-nents makes it possible to include them in the logical flow to enable full control of the complete ballast/deballast process.Of course, the operator needs to start and stop the ballast processes. But after that the process is automated. All events in the flow are triggered to start or stop based on parameter set values or input from sensors.

Trigger based automationThe triggers can be of various types. The control system keeps track of the status of all the main components, which also enables the control system to operate them in a controlled way. It is thereby possible to trigger one component activity based on another component’s status, for exam-ple to operate several valves in a sequence: valve B is not opened until valve A is closed.The next level is to involve parameters in control-

ling the process. The most simple parameters control time, for example, the cleaning in place (CIP) procedure. The cleaning is performed for a length of time that is parameter set, based on empirical studies of the cleaning agent’s effect on scaling.The sensors are an extremely important part of the automation process. The control system con-stantly retrieves basic information by the system sensors and compares them to parameter set lim-itations. The PLC can then trigger events based on this information. For example, in the AOT (5) it is important to monitor flow and temperature. The UV lamps in the AOT reactor need to be cooled by fluids. To secure this, the AOT is equipped with one temperature sensor and level sensor constantly monitoring the status of the reactor. Should the temperature deviate from parameter set limits, action is taken. The flow is monitored by the flow meter (3). If the flow in the AOT reactor decrease below a parameter set value, an alarm is issued to alert the operator to take actions. If no actions are taken and the flow continues to de-crease below the next parameter limit value, the AOT is shut down. The examples given above are like direct orders based on concrete facts. But to solve more complex tasks, the components need to maintain an open dialogue with the control system. For example, the constant valve (8) con-stantly adjusts the flow to secure smooth process and correct pressure in the system. A PID loop is performed in close communication between the constant valve, the flow transmitter and the con-trol system. Any change in the flow is registered by pressure transmitter which is analyzed by the PLC that sends instructions to the constant valve to adjust the flow.To avoid strains on the system and irregulari-ties in the flow, a PID calibration is performed at commissioning. The purpose is to set the default interval for the constant valve (8), based on the specific installation’s prerequisites and behavior. This allows for the valve to start each flow regula-tion within this reality based interval.Another example is the automatic filter rinsing procedure. If the differential pressure over the filter (10) is too high, this indicates that the filter candles are clogged, which requires them to be rinsed. Therefore, the differential pressure over the filter is monitored by a pressure transmitter, which communicates with the control system. When the differential pressure reaches a param-eter set limit, an automatic back-flush process is initiated. Since the back-flush needs a specific pressure to be efficient, the first measure is to ask the system pressure transmitter for current pressure. If the pressure is OK according to parameter set value, the process is started. If it is too low, the constant valve (8) is partially closed to ensure sufficient under pressure, where after the filter is back-flushed. After the back-flush has been performed, the system goes back to normal

process. Normal process also includes the normal monitoring of the filter differential pressure. So, if the back-flush did not solve the problem, the process is repeated again, without the need for a back-flush specific follow up.The constant monitoring of the processes and equipment also involves safety aspects. Any critical deviation from crucial limit values triggers the control system to shut down one component or the entire system, so that personnel are not endangered or equipment ruined.

After operation – maintenance?All systems need maintenance. But to minimize the needs for manual maintenance routines, cleaning and preservation operations has been built in as fully automated steps of the ballasting procedure. By making these steps a part of the programmed logical flow it is ensured that they are performed, and thereby, that the system per-formance is continuously high and the system life cycle is prolonged. All components involved in this are also integrated and completely self-contained.The main component in this is the CIP module (12). After ballasting, the CIP module circulates cleaning fluids in the AOT (5) reactor to prevent scaling, which otherwise can decrease perfor-mance. As a last step in the process a preserva-tion function fills the AOT reactor and filter with fresh water to preserve the components.The same level switches that are used to secure water in the AOT reactor, are used to secure that the CIP process runs correctly and that the cor-rect amount of cleaning fluid is present.These cleaning and preservation processes are automated, but can be put on hold if needed. The process can be resumed at any time after an intermission. This means that there are no hold times detaining any ballast water handling on board.

Seamless operation via inte-grationTo further facilitate the ballast water handling for the operator, the control system can be integrated to make a seamless connection between the PLC and the vessel’s integrated ship control system (ISCS) including the components involved. This makes it possible to have total control over the ballast water handling, including for example heeling and stripping, from the PureBallast control system.

Software integrationThe integration is handled as a communication between the PureBallast PLC and the ISCS via modbus, to display information and enable control of all functions. The two systems communicate via dedicated signals for all functions (messages, alarms, functions and status information). The sig-nals are then presented in the ISCS according to

34 BALLAST WATER

the vessel’s graphical standard. In this way ballast water treatment becomes an integrated part of the everyday routines, not an addition, not a burden. The operator can control and operate the com-plete process from the same and familiar graphi-cal interface used for all other daily routines.

Power management integra-tionIn a similar way, the power management can be integrated with PureBallast. It is possible to con-nect the PureBallast control system via modbus or hard wire to the vessel’s power management system via a power management interface. The purpose is to automatically handle power request from PureBallast to secure that enough power is available for a ballast or deballast process. No manual check is required.Without this solution, power must be manually checked and manually confirmed; but instead this is handled with a hand-shake between the systems.

The concept is based on three signals:Request signal: Request from PureBallast. The request specifies capacity needed.Granted signal: The vessel’s power manage-ment system confirms capacity (after a system check). If enough capacity is not available, PureBallast will automatically adjust flow to the capacity granted.Run signal:PureBallast confirms that the power is used.After completed process, the signal is terminated, to indicate that the process is finished, and that the power recourses can be dedicated to other purposes.

Component integrationAs a third possibility, the vessel’s components (e.g. ballast water pump, booster pump overboard valve) involved in the ballast water handling can be integrated via modbus or hard wire. This makes it possible for the operator to monitor the status of these components in the graphical user interface (GUI). But, more important, the PLC pro-gram can act upon input from these components.For example, when ballasting, it is important to know when the ballast water pump is started before any valve to the system is opened. It the pump is connected to the control system, the component itself can send the information to the control system, so that the operator does not have to confirm this manually. The signal from the bal-last water pump becomes a trigger in the logical flow, not a manual operation. In the same way the status of the vessel’s overboard valve is sent to the control system to trigger other steps in the flow. Since this communication is signal based, it is possible, if desired, to let the PureBallast request signal to start the ballast water pump, to actually initiate the start of the pump.The main thought behind these integrations is to facilitate the ballast water handling for the opera-tor, by removing manual operations and to make it possible to run the processes from one system, rather than switching between several systems.

Graphical aspectsThe control system is presented in a full-color, touch screen panel. To make the system informa-tion as readable as possible, the GUI has been designed to imitate the actual system, regarding pipe geometry and placing of components. The

main page presents the complete PureBallast system in a flow chart illustration. This page gives a full overview of the system and ongoing process.A status box gives important overall information, for example ongoing process and sub process, power consumption and amount of processed water. Water flow is illustrated with colored pipes, and status information about all components is given in close relation to the component. For ex-ample, actual flow is displayed by the flow meter (3) and pressure by the pressure transmitter.Detailed information about a specific compo-nent or area of the process can be monitored in dedicated pages or pop-ups. If the AOT reactor is tapped on the screen, a pop-up is displayed with specific information about lit UV lamps, run time, water temperature and valve positions.

Explosive environmentsAn Ex proof version of PureBallast is also avail-able. The safety is further enhanced by additional sensors monitoring the crucial components in the system. These sensors communicate directly with an additional safety control system.The purpose of the safety control system is to secure safe functionality according to set limit values. The safety control system is separate from the normal control system. The concept is based on safety relays and it is hardwired to avoid the need of a separate validation of the software. If the normal control system should fail, the safety control system will act to secure safe function of the system in case of deviations or even in case of a missing signal.

Tomio Yoshinari

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

www.alfalaval.com/pureballast

You who work with potentially explosive onboard

environments will also be required to perform ballast

water treatment. PureBallast 2.0 EX is a safe and proven

treatment system, designed for Zone 1 hazards and built

with our award-winning PureBallast technology.

As part of our second generation of PureBallast

systems, PureBallast 2.0 EX features a wide range of

advances, including reduced power consumption and

more responsive control.

By choosing PureBallast 2.0 EX, you make yet another

safe choice – the world’s most experienced supplier in

ballast water treatment. Behind PureBallast 2.0 EX are

thousands of hours of experience, logged both with

shipyards and out at sea.

In addition, you select a global working partner. With a

far-reaching organization and a worldwide network of

harbour support, Alfa Laval can provide the parts,

service and true peace of mind you need.

Onboard safety Worldwide security

PureBallast 2.0 EX gives you more

36 BALLAST WATER ERMA FIRST

Ballast water treatment systemERMA FIRST has been designed and developed by ERMA FIRST ESK Engineer-ing Solutions S.A., a company established for producing a sound and reliable Ballast Water Treatment system, being at the forefront of Research and Development supported by a team of specialists in waste & water treatment technology in marine applications, with strong background from professional establishments exhibiting more than 30 years experience in environ-mental protection and proven applications worldwide.The ERMA FIRST Ballast Water Treatment System is an integrated, autonomous and modular treatment system for ballast water, the nominal treatment capacity of the sys-tem varies from 100 up to 2000 m3/hr. The treatment process includes two dis-tinctive stages; a primary and a secondary one. The primary stage enables the separa-tion of coarser suspended materials and relatively larger living organisms in ballast water. In the secondary stage disinfection takes place to meet the required biological efficacy standard for treated ballast water as stipulated in the International Conven-tion for the Control and Management of Ships’ Ballast Water and Sediments

System’s Advantages The main advantages of ERMA FIRST ballast water treatment system among others are:• Small footprint• Low energy consumption• Low capital and operational cost• High Sediment removal• Modular design. Each module has capacity of 100 m3/h• Flexible installation in new buildings and retrofits.• Uninterrupted ballasting or de-ballasting operations due to filter clogging• Fully automatic unattended operation• Reliable operation/efficiency even at the most challenging aquatic environments• No corrosion effects due to low chlorine concentration• No risks to crew safety and health• No need for additional ventilation in ballast tank or pump room

Process flow descriptionThe ERMA FIRST Ballast Water Treatment System is an autonomous fully automatic operational unit. The system has two different operational modes, one during ballasting and one during the discharge of treated ballast water. The two operation modes are described in the following paragraphs.

Mode one: BallastingDuring ballasting, ballast water passes through a 200 μm pre-filter and then into the cyclonic separator. The rich in

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

The production rate of the Active Substances is continuously tuned to the ballast flow rate and the measurement of the free chlorine at the sensor. Depending on the flow rate and the free chlorine measurement, the current and the voltage at the cell change in order to maintain the pre-set free chorine concentration.The electrolytic cell of the system was specifically designed to produce the identified Active Substances at temperatures as low as 5oC and water salinity > 5 PSU. The ability of the cell to produce free chlorine in such conditions is based on the special coating material of its electrodes, and also on its design, which enables sufficient contact time of chlorides with electrodes in the water stream to convert them into Active Substances.Similarly, the electrolytic cell of the system can operate effectively in salinities above 32 PSU, due to the fact that water of such salinity levels results in high electrical resistance. Therefore, the PLC of the system adjusts the voltage at the electrodes in order to keep the production of free chlorine at the pre-set values.

The whole unit is current driven. The current is controlled by the chlorine sensor which is located downstream of the cells. By monitoring the operating Amperes on the electrodes of the cell and adjusting the applied voltage, the PLC of the system ensures a constant production rate of Active Substances in an extended salinity and temperature range. A schematic diagram of the system operation during ballasting is illustrated in figure 1.

Full system

Figure 1

37BALLAST WATER

Operation mode two: De- ballasting During de-ballasting, neutralization of the total residual oxidants takes place by adding aqueous solution sodium bisulfite solution (38% w/w). At this mode the pre-filtering equipment, the cyclonic separator and the electrolytic cell of the system are by-passed with the exception of the free chlorine sensor. When de-ballasting begins, a second free chlorine sensor measures the chlorine concentration in the discharge line. Based on the reading, the sensor gives a 0/4-20 mA signal which steers the flow rate of the dosing pump of the sodium bisulfite, to maintain the chlo-rine concentration below to 0.1 mg/L. A third free chlorine sensor of the de-ballasting system will monitor the total chlorine level to ensure a maximum concentration in the discharged water of 0.1 mg/L. A schematic diagram of the system operation during deballasting is illustrated in figure 2.

Control and monitoring descrip-tion The ERMA FIRST BWTS is controlled from a main control panel that includes the PLC and the necessary control equipment to secure an automatic and reliable operation with the minimum involvement of the ship’s crew. The sensors and the control equipment are presented in table 1.

Installation considerations and limitationsIt is indispensable that a detailed study for the installation and the final arrangement of the system onboard a vessel should be carried out in advance in cooperation with the vessel management company, the Flag Administration and the Classification Society. Consideration should be given to the ballast pump type and the location of the separation stage of the system due to the anticipated 1.2 bars pressure drop across the system. In general the system’s flexibility allows its instal-lation in various shipboard compartments including the engine room or the weather deck of a vessel. To enable sufficient accessibility for inspection, servicing and main-tenance purposes, a minimum 700 mm free areas around the unit it is required.

System Requirements• Utility requirements: The system requires 380-480 V, 3-phase 50/60Hz AC power input, and pressurized air (min 6 bars), 7 lit/cycle for the pre-filter. • Space: The footprint and height of the system depends on its treatment rate and the type of the ship. Due to its modular design, the system can be divided to three sec-tions, separation, electrolytic-control and the neutraliza-tion, with each one able to be installed into different shipboard areas. Moreover, the system can be either skid mounted or containerized, depending on the requested application either for a new building or for retrofitting on an existing ship. A typical footprint of the skid-mounted system would be 4.5 m2 for a 500 m3/h system.• Inlet pressure >3 bar but <5 bar.

Approval status of the system As the system makes use of active substances it should follow G9 guidelines prior to G8. The application dossier for the Basic Approval submitted to IMO end of March of 2010 and the non- confidential part of the dossier is the MEPC.61/2/11 document. During

Device Scope

Temperature indicator Temperature data logging

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

Flow sensor at the inlet of the system Monitors the ballast water flow rate

Pressure sensor at the inlet of each cyclonic separator For pressure difference indication across the unit

Pressure sensor at the underflow stream of each cyclonic separator

For pressure difference indication across the unit

Pressure sensor at the overflow stream of each cyclonic separator

For pressure difference indication across the unit

Flow sensor at the underflow stream of the system Measure the underflow flow rate in order to maintain a pre-set overflow/ underflow ratio

Flow sensor before the electrolytic cell It activates the electrolytic cell operation

Free Chlorine sensor It monitors the free active chlorine concentration at the effluent of the cell as well as at the discharge line. The

sensor reading has a 4-20 mA signal which through the PLC of the system tunes the free chlorine production

during ballasting and the start/stop and the % operation of the neutralizer dosing pump

Free chlorine sensor at the de-ballasting line The sensor reading has a 0/4-20 mA signal which through the PLC of the system tunes the start/stop and

the % operation of the neutralizer dosing pump

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

Data logger The data logger will be recording all system param-eters

GESAMP-BWWG 15th meeting, the Group recom-mended to MEPC that Basic Approval be granted to the ERMA FIRST Ballast Water Treatment System. The land based test has been successfully finalized in July 2011 in NIOZ, The Netherlands. The ship-board test is in progress since January 2011. The company is planning to get the Final approval in MEPC.62 in March 2012 and a month later, in

April it is expecting the Type Approval certificate from Lloyd’s register and the Greek Administration.

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

Table 1 Sensors and Control Equipment

Figure 2

38 BALLAST WATER RWO Gmbh

RWO GmbH – CleanBallast

CleanBallast system – type approved and already over 20 units in successful commercial operationThe only commercially available German manufactured and type-certified ballast water treatment system comes from Bremen based RWO; successfully proven in operation on several vessels.The CleanBallast system, consisting of a special mechanical filter process and an advanced disin-fection unit, has so far been ordered for more than 40 plants. A number of these plants have been installed and are in successful commercial operation since the end of 2009, making CleanBallast one of the few systems that can demonstrate a longer operational duration in commercial application. As of today, the technology can claim already over 15 years of accumulated successful commercial operational experience.Because of the increasing negative impacts of alien marine organisms transported in the ballast wa-ter of oceangoing ships, the International Maritime Organization (IMO) spent many years working on a Ballast Water Convention. The convention adopted in 2004 is aimed at preventing the unintended transport of microorganisms in ballast water. It is commonly expected that full ratification of the convention will be reached during 2011.The CleanBallast technology was developed by RWO from 2003, refined over the years and extensively tested under real-life conditions. Even under extreme conditions, such as high sediment concentrations, CleanBallast exceeded the IMO test requirements. The design and testing of the plant under real environmental conditions is an essential prerequisite for guaranteeing a fast and safe loading of ballast water and short times alongside in port. In addition, the efficient removal of the sediment considerably reduces tank cleaning costs and prevents the loss of valuable loading capacities.Many years’ experience in treating water and wastewater aboard ships and offshore rigs helped the Bremen-based company in developing the modular ballast water treatment system, which is available from capacities of 150 m³/hr to 3,750 m³/hr. CleanBallast stands out for its technological reliability, sustainability and economical operating and investment costs and thus meets the expecta-tions and needs of both shipowners and shipyards. The system, which can operate not only in sea water but also in waters with a low salt content, is offered for various capacities and assignments and both for new building and retrofitting.RWO with its CleanBallast product has also been a pioneer in the assessment of ballast water treatment system’s effect on ballast tank coatings and corrosion. Thorough corrosion tests were undertaken by independent institutes and have proved that the CleanBallast ballast water treatment system does not increase the corrosive properties. Thorough accelerated corrosion studies were carried out by RWO in cooperation with a leading European corrosion institute (SWEREA-KIMAB) and the classification society Germanischer Lloyd. The tests, which simulated operation over an ap-proximate entire lifetime of a ballast water tank/piping structure (approx. 40 years) and these studies were later recommended by the IMO technical group GESAMP-BWWG, as part of the guidance for other vendors developing ballast water treatment studies, to be included in their respective approval

process.Based on the result of these tests, both SWEREA KIMAB and Germanis-cher Lloyd concluded that there are no additional corrosive properties of seawater treated with CleanBallast, compared to untreated seawater and thus CleanBallast does not increase corrosion in ballast water tanks. Fur-thermore, CleanBallast is certified and classified by the GL as compatible with epoxy-based ballast water tank coating systems.“Designed and made in Germany” is still an internationally well-known and recognised mark of quality of the RWO maritime water treatment experts, with the CleanBallast plants being manufactured at their main site in Bremen.“We are very satisfied with the performance of the CleanBallast systems, which already enable us to implement the loading and discharge of ballast water in conformity with the D2 standard of the IMO,” says Niels Stolberg, President and CEO of Beluga Shipping GmbH, about the RWO technol-ogy.Due to its leading edge technologies, plant reliability and short delivery times, RWO has in the course of recent years already established itself as the international market leader in bilge water treatment. RWO is now also pursuing this goal with the ballast water treatment system CleanBallast.RWO, Bremen, is a leading supplier of systems for water and wastewa-ter treatment aboard ships and offshore rigs. The product programme encompasses the treatment of drinking and process water as well as bilge, ballast and wastewater. RWO is already the worldwide market leader in the treatment of bilge water. The company is part of Veolia Water Solu-tions & Technologies (VWS), subsidiary of Veolia Water, a leading design & build company and a specialized provider of technological solutions in water treatment. With over 9,500 employees in 57 countries, Veolia Water Solutions & Technologies recorded revenue of €2.5 billion Euros in 2009.Veolia Water, the water division of Veolia Environnement, is the world leader in water and wastewater services. Specialized in outsourc-ing services for municipal authorities, as well as industrial and service companies, Veolia Water provides water service to 95 million people and wastewater service to 66 million. With 95,789 employees in 66 countries, its 2009 revenue amounted to €12.5 billion.RWO is represented in Greece and Cyprus by Franman Ltd. If you wish further information please contact Mr. John Papazafiriou, email: [email protected]

40 BALLAST WATER DNV class

Jad Mouawad DNV and Ballast Water Maganement

With Malaysia ratifying the Ballast Water Management Convention (Convention) in Septem-ber 2009, the shipping world is closer to the date of ratification by enough Administrations for the Convention to enter into force. With entry into force of the Convention come many challenges, as delivery capacity of treatment systems, safety issues, retrofitting issues and application to tankers and other special vessels. Appreciating the size of the challenges ahead, DNV initiated a global internal project to equip the organization with enough tools to support the shipping and offshore industry throughout the implementation process.For that, DNV is offering a wide range of services from class to advisory to training.

Delivery capacity of treatment systemsIn a meeting in the International Maritime Organization (IMO) under MEPC.61 the Japanese delegation submitted a paper with estimates of the expected amount of ships that are required to be fit with ballast water treatment systems (BWTS) . The figures are plotted in figure 1. The figures speak for themselves; thousands of ships are expected to be fitted with treatment systems and it is no surprise that this will be the major challenge the shipping world will face in the implementation of the Convention.Furthermore, with such a huge market and a relatively limited amount of BWTS manufactur-ers, there is a risk that ships with special design and unconventional ballast systems (like heavy lift, semi-submersibles, barges, supply ships etc) will fall outside the sphere of inter-est of the manufacturers.In order to attenuate the impacts of the coming tsunami, DNV encourages ship owners to be proactive and start getting familiar with the treatment systems in the market and install systems on their ships to anticipate both time and cost retrofits will take.

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

Convention: the D-2 standard.Some of those technologies use gases or chemicals that are either toxic, flammable or pose a risk to human health or the environment. The gases and chemicals could be a byproduct of the treatment technology.In principle such issues related to safety should be addressed throughout the type approval process and installation drawings approved by the Administration granting type approval must be followed.DNV as the first class society published in its July 2010 Rules for Classification of Ships standards for safe installation of treatment systems onboard ships and offshore vessels.

Retrofitting issuesRetrofitting a BWTS may pose many challenges and the experience from retrofit projects has shown that planning is the key factor for a successful installation.Some of the challenges imposed by retrofits are finding suitable locations for the different equipment, managing the piping, the electrical load balance and the integration of the automatic control system.Even after good planning and approval by class, the retrofit can prove tricky in the sense that putting the whole thing together and make it work has often proved to be a not so easy task.Furthermore, a good Ballast Water Management Plan where the BWTS is described in enough details both to principles of opera-tions, main components and routine maintenance, is essential for the correct operation of the BWM System, where the BWTS is just a part of the whole ballast system.

Application to tankers and other special vesselsIn principle the Convention applies to any floating vessel of any size with ballast water, besides some exceptions like naval ships, ships trading in local waters only and ships with permanent ballast tanks.That said, many vessels in the offshore industry like FPSO, drilling rigs, semi-submersibles, oil platforms etc will be operating in the

DNV Senior Engineer Cargo Handling & Piping Systems

41BALLAST WATER

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

same location for a prolonged period of time. Such vessels are not required to install a treatment sys-tem onboard unless they intend to transfer to other international locations.Dredgers, heavy lift and unmanned oceangoing barges fall within the scope of the Convention and must have a treatment system onboard. Tankers have a special case of explosion proof require-ments in the cargo area when carrying liquids with flash point not exceeding 60°C. BWTS must be Ex-proof to the standard applicable to the ship. As such, electrical equipment in the cargo area of oil tankers must follow a minimum standard of T3 for temperature class and IIA for apparatus group. This standard can be higher on chemical tankers (up to T6 and IIC).For gas carriers, since the ballast tanks are not considered to be a hazardous area, the explosion proof issue is not applicable.

DNV and the BWM ConventionAnticipating in a “worst case scenario” a ratifica-tion of the Convention by enough flag states in the summer of 2011, DNV launched a global internal project to step up the activities in the ballast water field. Training of approval engineers, surveyors and customer service managers will be done through out the course of 2011; as well as guidelines, rules and advisory services will be offered.On the class side, DNV is undertaking type approval on behalf of flag states, supporting installation re-lated issues like approval, design review and certifi-cation; and also actively participating in the different decision making forum like the IMO and IACS.While we are offering a wide range of advisory services like feasibility studies on different treat-ment systems for specific designs of ships and risk assessment to evaluate the risk of transferring invasive species between specific ports; we are also finalizing a training courses.

The figures speak for themselves; thousands of ships are expected to be fitted with treatment systems and it is no surprise that this will be the major challenge the shipping world will face in the implementation of the Convention. With such a huge market and a relatively limited amount of BWTS manu-facturers, there is a risk that ships with special design and unconven-tional ballast systems will fall outside the sphere of interest of the manufacturers.

Figure 1

42 BALLAST WATER Germanischer

Lloyd

BALLAST WATER MANAGEMENT: Time to Get Ready

No ship can do without ballast water. However, the 10 to 12 billion tones of ballast water moving over the oceans each year includes a host of “unwanted passengers” which can cause appreciable damage to foreign ecosystems. Between 1989 and 2000 alone, these hostile organisms caused as much as one billion USD of damage. The IMO has been working on this problem for more than a decade, culminating in the adoption of the Ballast Water Management Convention (IBWMC) in 2004. The IBWMC aims to reduce the number of micro-organisms imported into the ecosystems through seaborne traffic. The IBWMC will enter into force 12 months after ratification by 30 States, representing 35% of the world merchant shipping tonnage. As of September 2010, 27 States, representing 25.32 % of world GT have already done so. With only three more states necessary for full ratification, the time to get your ships ready for full compliance with the IBWMC is approaching soon. One of the most important aspects of the conven-tion is that the ships are to be equipped with tech-nology, such as treatment plants, to make ballast water exchange unnecessary. Another element of the convention is that over a transitional period until the required technology is installed on the ships, the shipmaster is only to perform the ballast water exchange in certain zones on the high seas. Exchange of ballast at sea, as recommended by the IMO guidelines, currently provides the best-available measure to reduce the risk of transfer of harmful aquatic organisms, but is subject to serious ship-safety limits. Even when it can be fully implemented, this technique is less than 100% effective in removing organisms from ballast water. It is therefore important that the exchange of ballast water at sea is replaced by an effective ballast wa-ter treatment method which is safe for the crew and vessel, environmentally acceptable, cost-effective and technically feasible and practicable. A variety of ballast water treatment systems are underway today, the development of which is based on technologies or procedures currently used for

industrial and drinking water treatment. Treatment systems have to undergo a demanding type testing procedure by a Flag state administration in as-sociation with classification society like GL to prove compliance with the required biological standard and safety issues. There are about 40 ballast water treatment manu-facturers in the market right now, and about 10 systems with full certification approval. The majority of manufacturers have designed their systems in modules to serve retrofitting requirements in narrow engine rooms as well as to cope with the need to treat high volumes when systems can run in parallel assembly. In this regard, GL provides consulting services to owners and shipyards on spare space and additional power supply in the engine room in order to accommodate a possible retrofit of ballast water treatment systems.Owners therefore face a complex task in choosing and installing the appropriate treatment systems especially when they have no past experience to rely on. Price, of course, is also a concern. Installa-tion costs may go up when engineering services are in high demand and when charterers demand the treatment systems. Newbuildings as well as existing ships need to choose the right ballast water management system tailored to fit their individual case. The intended range of trade is also important, for example, even if a vessel is not intended initially to sail to the U.S., it might still have to comply with the U.S.’s proposed stricter ballast water standards which could effect spot trading and resale price. In the course of the future ballast water treatment, expenses will be incurred for both the initial procure-ment of the system and for the treatment taking place on board. Therefore, GL advises its custom-ers planning any newbuildings to provide the neces-sary technical prerequisites, so that the ships will comply with the requirements of the IMO convention regarding ballast water management. Retrofitting is always the more expensive option. However, ballast water treatment systems are not a one-size-fits-all

solution. Choosing the correct ballast water treat-ment system is a difficult process. Shipowners need to rely on someone with significant engineer-ing experience in ballast water management to determine the best system for them. The Owners Concerns Owners are hesitating because of the varied, often more stringent, requirements that the USA is considering. Also, some states like California are making their own evaluation of treatment systems and the USA Environmental Protection Agency has issued a Vessel General Permit under the National Pollutant Discharge Elimination System compulsory for most vessels over 24m. The state of New York has indicated that each vessel of this kind that operates in its waters must have a treatment system that meets the prescribed standards by 1 January 2012. Owners are watching closely the regulation devel-opment in the US, as they could affect treatment system’s choice. USA proposes regulations which are stricter than those de-fined in the 2004 Interna-tional Convention for the Control and Management of Ships’ Ballast Water and Sediments. Even if a vessel is not intended initially to sail to the US, the ability to comply with their standards could affect spot trading and resale price. It is unlikely that other regions or states are going to have stricter require-ments than US.

In addition Owners are also faced with the task of developing new Maintenance programes; Safety procedures; Crew training. Owners therefore face a complex task in choosing and installing the appropriate treat-ment systems particularly when past experience on operation and installation of such systems does not exist. Owners must also take into account that the instal-lation costs may raise when engineering services are in high demand and when charterers will demand the treatment systems.

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44 BALLAST WATER Lloyd’s Register

Ballast Water Treatment - An overview

Charis AnastasakisLloyd’s Register Surveyor - Design Support Office, Piraeus

Ballast Water Management has now become a “hot

potato” amongst the environmental issues that the

shipping industry is facing. The IMO Convention

developed to address the introduction of non-

indigenous invasive species into local waters and

ecosystems is still pending ratification by enough

countries before formal entry into force. Given that

there are currently 27 (of the 30 required) signato-

ries to the Convention representing 25.32% (of the

35% required) of the world’s GT, ratification of the

Convention may be expected rather sooner than

later.

Regulation B-3 of the Convention will eventually

require most ships to install and use a ballast water

treatment system (BWTS) that will meet or exceed

the performance standards set out in Regulation

D-2. Although ballast water management is regu-

lated under the auspices of the IMO at international

level, there are also many national and local require-

ments which in some cases dictate performance

standards a thousand times more stringent than

those adopted by the IMO, creating a regulatory

framework rather confusing for ship operators.

Meantime, almost fifty manufacturers of treatment

technologies have been identified with forty of them

being mature enough to start or have already started

the approval process for their systems. By the end

of 2010 eleven treatment systems had received final

approval and issued with type approval certificates

under IMO’s G8 Guidelines. Several others are in

the process of conducting the required land based

and shipboard tests towards obtaining type approval.

In this view, IMO has agreed that there are sufficient

technologies available for ships with ballast capacity

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

owners will wait until the very last moment before

complying. Thus, in a more broad perspective, the

question of whether there will be enough units and

manpower to plan installation and retrofit systems

before the deadlines, still remains.

The technologies used for treating ballast water are

generally derived from municipal and other industrial

applications; however their use is constrained by

key factors such as space, cost and efficacy. There

are two generic types of process technology used in

ballast water treatment: solid-liquid separation and

disinfection (Fig. 1).

Solid-liquid separation is simply the separation

of suspended solid material, including the larger

suspended micro-organisms, from the ballast water,

either by sedimentation (allowing the solids to settle

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

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

in the filtering material being smaller than the size of

the particle or organism). (Fig. 2)

Disinfection removes and/or inactivates micro-organ-

isms using one or more of the following methods:

• chemical inactivation of the micro-organism

• physicochemical inactivation by irradiation with

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

of the micro-organism and therefore prevents it

from reproducing. Ultrasound or cavitation are also

physico-chemical disinfection methods

• deoxygenation is achieved by reducing the partial

pressure of oxygen in the space above the water

with an inert gas injection or by means of a vacuum

which asphyxiates the micro-organisms.

All of the above disinfection methods have been

applied to ballast water treatment, with differ-

ent products employing different unit processes.

Most commercial systems comprise two stages of

treatment with a solid-liquid separation stage being

followed by disinfection, though some disinfection

technologies are used in isolation.

The real challenge, however, is the selection of the

treatment system as not all systems are suitable for

use on all ship types, and the installation planning

as trying to squeeze a treatment unit in an already

congested ship may prove to be very difficult.

In order to select a suitable system, the following

should be carefully considered / consulted:

• The ballast water pump flow rates that the treat-

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

treatment equipment capacity should be greater

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

margin).

• The ballast system piping diagrams showing the

Figure 1

45BALLAST WATER

connections, pumping capacities and valves.

• Compartment details for the installation of

treatment equipment and storage of consumable

materials.

• Power supply availability and routing for control

cabling.

• Certification requirements.

• Details of the ballast tank coatings.

Ship operators should expect suppliers to include

the following information in their offer:

• Confirmation that their system has sufficient capac-

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

• The system’s power consumption (excluding the

ship’s fitted ballast pumps) and any other electrical

requirements.

• Types of technology employed in the system.

• The chemicals required and their consumption

rates.

• Health and safety consid-

erations in terms of working

environment, handling and

storage of chemicals.

• Protection systems for nor-

mal and emergency operation.

• Training requirements for

system operation, calibration,

monitoring and health and

safety.

• The work plan for supply to

ship, installation, commission-

ing and test.

• A statement of the effect that

the treated ballast water will

have on ballast tank coatings,

including copies of relevant

studies that support such

claims.

• An estimate of the reduction

in the vessel’s ballasting rate

following installation of the treatment system, and

a description of the measures that can be taken to

mitigate this.

Additional considerations that need further attention

may include but are not limited to:

• Ensure that existing auxiliary generators and

control systems can cope with the additional power

requirements (for some systems it may be neces-

sary to upgrade generators).

• Check that treatment equipment can be easily

integrated into existing ballast systems.

• Check the suitability of control requirements,

including alarms and protective devices.

• Conduct a review of local versus remote operat-

ing systems and ease of integration with existing

machinery controls.

• Assess ease of maintenance, calibration and bal-

last water sampling.

• Assess the need for venting or other measures for

compartments where active substances (chemical or

otherwise) are stored or at risk of escape.

• Review manufacturers’ maintenance require-

ments to confirm which activities the ship’s staff are

required to perform, what spares and consumables

would need to be carried, and what service require-

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

original equipment manufacturer (OEM).

• Assess how sediments will be managed.

•MEnsure ballast tank gauging will not be affected

by the ballast water treatment system (pneumatic

tank gauges may be affected by inerting of ballast

tanks).

• Ensure that the ballast water treatment system ar-

rangements maintain the separation of ballast tanks

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

In some cases, separate ballast water systems may

be required for each zone. Typically, this applies to

oil and chemical tankers.

The number of type approved ballast water treat-

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

now apparent that ballast water treatment technolo-

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

tablished. However, there is still much to be learned

from actual in-service experience when these

systems are operated in different environments with

varying feed water quality, and their efficacy over

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

tank coatings) can be more accurately evaluated.

Figure 2

Figure 3

46 BALLAST WATER PANASIA

GloEn-Patrol™ Ballast Water Management System

System’s Advantages GloEn-Patrol™BWMS is a combined treatment system using mechanical Filters and specially designed UV units to serve every kind of vessel by the most environmentally friendly and optimal way.Panasia has already a Reference list that includes Bulk Carries, Container ships, Crude oil tankers, Pure Car Carriers and other types of vessels.Adopting a 100% physical treatment technology, GloEn-Patrol™ effectively disinfects harmful aquatic organ-isms and pathogen in water, without generating any toxic substance during ballasting and de-ballasting.In addition, the Filter unit not only eliminates organisms larger than 50 micrometer but also controls and manages sediment inflow in ballast tanks.The overall procedure of ballasting and de-ballasting becomes as simple as a push of a button. Upon the operation mode is selected from the touch screen of the Monitoring & Control Panel, the PLC will undertake the operation of the all components that are involved to the procedure, it will even start the ballast pumps. Status of the system and operational data can be monitored from the Control Panel in real time. Features of GloEn-Patrol™BWMS1.The most environmental friendly system2.Compact design3.Automatic back flushing without ballasting interruption4.UV lamps auto wiping system5.No toxic by-products 6.Very simple operation7.Easy and economical maintenance8.No corrosion problem9.Less inflow of sediment

How does the filter work?The water enters through the inlet pipe into the filter area and flows through the cylindrical filter element from inside out. The accumulating sediments on the element surface causes pressure differential to develop

across the filter element. When this pressure difference reaches a pre-set value, the back-flushing mechanism is automati-cally operated. The back-flushing procedure can be based on a pre-set value or a pre-determined lapse of time. The back-flushing takes between 10 to 30 seconds. During the back-flushing cycle the filtered water is not interrupted and continues to flow down-stream of the filter in the normal manner.

Specification of Filter1.Removing large plankton over 50um 2.Rises UV light transmission3.Low pressure drop4.Automatic back flushing 5.Screen size : 50um6.Capacity : 50 ~ 6,000 m3/hr7.Max. pressure : 7 kg/ cm2

How does the UV unit work?Using UV light to disinfect water is a proven technol-ogy. This safe and effective physical disinfectant is suitable for both large and small applications. UV’s proven technology uses nothing but ultra violet light to inactivate bacteria, viruses and other organisms that may be present in the water. UV unit is easy to operate and needs no expensive and potentially hazardous chemicals.

47BALLAST WATER

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

Specification of UV unit 1.Long life span(Medium-pressured UV lamp)2.Disinfection of micro-organism3.Easy maintenance and operation4.Automatic cleaning wiper 5.Capacity : 50 ~ 6,000 m3/hr6.Max. pressure : 7 kg/cm2

Monitoring & Control PanelThe monitoring & control panel is PLC(Programmable Logic Controller) based and is configured to activate and deactivate UV lamps via electric ballasts to maintain sufficient UV dose while conserving power. The monitoring & control panel offers a real time monitoring of the status of system operation while logging the data required by the convention at the same time.

Specification of Control panel1.Touch Screen2.Main data display 3.Alarm display4.Data logging for 24months5.Controller : SIEMENS PLC

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

48 BALLAST WATER RINA

The impact of ballast water treatment systems on new and existing ship designs

IntroductionThe introduction of invasive marine species

into new environments by ships’ ballast water,

attached to ships’ hulls and via other vectors has

been identified as one of the greatest threats to

the world’s oceans.

Shipping transfers approximately 10 to 12 billion

tonnes of ballast water across the globe each

year and there are thousands of marine species

that may be carried in ballast water: basically

anything that is small enough to pass through a

ship’s ballast water intake. This includes bacte-

ria and other microbes, small invertebrates and

eggs, cysts and larvae of various species.

It is estimated that at any one time, from 3,000

to over 4,500 different species are being carried

in ships’ ballast tanks around the world. The

vast majority of marine species carried in ballast

water do not survive the journey. However, when

all factors are favourable, an introduced species

may establish a reproductive population in the

host environment and even become invasive,

out-competing native species and multiplying

into pest proportions. As a result, whole ecosys-

tems are being changed.

In response to the threats posed by invasive ma-

rine species, the United Nations Conference on

Environment and Development (UNCED) held in

Rio de Janeiro in 1992, called on IMO and other

international bodies to take action to address the

transfer of harmful organisms by ships.

In December 1997 IMO adopted, by Resolu-

tion A.868(20), the voluntary “Guidelines for

the control and management of ships' ballast

water to minimize the transfer of harmful aquatic

organisms and pathogens” giving general advice

on how to minimize the uptake of harmful organ-

isms and listing basic requirements for the ex-

ecution of ballast water exchange, and in March

2002, IMO adopted Circular MEPC/Circ.389

- MSC/Circ.1021 on “Design suggestions for

ballast water and sediment management options

in new ships” detailing design suggestions to

improve the efficiency of ballast water exchange

and to optimize ballast water management.

The international convention for the control

and Management of ships’ Ballast Water and

sediments (BWM Convention) was adopted on

12 February 2004 by a Diplomatic Conference

in order to regulate and control ballast water

management.

49BALLAST WATER

The BWM Convention will enter into force twelve months

after the date on which not less than thirty States, the

combined merchant fleets of which constitute not less

than thirty-five percent of the gross tonnage of the world’s

merchant shipping, have become parties to it.

For the management of ballast water, two main standards

are defined by the Convention:

D1: ballast water exchange with an efficiency of 95%

volumetric exchange (for ships exchanging ballast water by

the pumping-through method, pumping through three times

the volume of each ballast tank shall be considered equiva-

lent);

D2: allowable limits on viable organisms in ballast

water to be discharged, defined as maximum number and

size per cubic meter (less than 10 viable organisms per

cubic meter greater than or equal to 50 micrometers in

minimum dimension and less than 10 viable organisms per

millilitre less than 50 micrometers in minimum dimension

and greater than or equal to 10 micrometers in minimum

dimension). Ballast water management, in compliance with

the D-2 standard, will be performed by type approved treat-

ment systems.

The implementation dates according to the BWM Conven-

tion and Resolution A.1005(25) dated 29 November 2007

are reported in table 1.

Unless decided otherwise in the future by single Admin-

istrations or the IMO, after the entry into force date of the

BWM Convention (at the moment still unknown) ships

may be requested to give evidence of having conducted

ballast water management according to the above, which

means, in practice, that in the years to come, all ships will

have to be fitted with a ballast water treatment system that

complies with the D-2 requirements.

Up till now, 27 States, representing 25.32% of the world

merchant fleet, have ratified

the Convention.

Notwithstanding the above, a certain number of States,

such as Australia, USA and Canada, have adopted national

requirements on ballast water management, applicable

to ships operating in their national waters that need to be

carefully considered.

In particular, in several cases, local national requirements

are stricter than those requested by the BWM Convention

for treatment systems complying with the D-2 standards.

RINA Studies on impact of ballast water treatment systemsThe installation on board of a Ballast Water Treatment

System will be the key issue related to the entry into force

of the BWM Convention.

In order to highlight the consequences for owners and

shipbuilders of the coming into force of the BWM Conven-

tion, RINA has carried out some studies focused on the

main characteristics of some of the treatment systems

available on the market and the impact of their installation

on new buildings and existing ships.

50 BALLAST WATER RINA

The ballast treatment systems analyzed consist

of two main components: a mechanical filter and

a “biological sediments killer unit”.

In particular, the following 3 different BW treat-

ment systems have been analyzed:

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

tion technology

-System 2Mechanical filter, Killer unit: UV lamps

-System 3Mechanical filter (cyclone technique), Killer unit:

UV lamps

The impact of their installation on the following

three existing projects has been analyzed:

• General cargo ship Handysizeo Ballast water transfer capacity: 1500 m3/ho Electric power installed: 3 x D.G. 740 kW (1 spare)• Product carrier (41000 DWT)

o Ballast water transfer capacity: 1500 m3/ho Electric power installed: 4 x D.G. 740 kW (1 spare)• Bulk Carrier Panamax

o Ballast water transfer capacity: 2200 m3/ho Electric power installed: 3 x D.G. 400 kW (1 spare – ship without cranes)In particular, the studies focused on the following

main aspects:

• Increase in electrical power to be provided on

board

• Arrangement modification due to ballast water

system installation

• Modification requested to ballast piping and

pumps

• Increase in dimensions of diesel generators

• Impact on fuel oil tanks

• Cost evaluation

Modification request to ballast piping and pumpsScheme 1 and Scheme 2 illustrate the basis of

the functionality of the ballast system with the

treatment module. In particular, Scheme 2-a

refers to a “single passage treatment system”

whilst Scheme 2-b refers to a “double passage

treatment system” where:

Single passage treatment system means a sys-

tem in which the ballast water passes only once

in the treatment system (during the ballasting

operation).

Double passage treatment system means a

system in which the ballast water is treated twice

(both during ballasting and deballasting opera-

tions); in general the double passage is not

required in the mechanical filter.

The installation of the BWT system mainly con-

cerns modification of the design of the ballast

system and its components.

In particular:

• An increase in power of ballast pumps should

be considered to overcome the pressure drop

lost in the BWT system

• The system may be redesigned and the

scantling of the lines/valves could change for the

higher design pressure of part of the system

• The stripping system should be modified: this

is not necessary for “single passage” systems

Increase in electrical power to be provided on boardIn general, the installation on board of the Bal-

last Water treatment system requires an incre-

ment in electric power generation.

The main contributions to the increase in electri-

cal power are:

• Increase in electrical power required by ballast

pumps

• Electrical power required by the ballast water

treatment system

Figure 1 represents the power increase required

by ballast pumps as a function of the ballast

water flow rate.

The increase in power required by the Ballast

Water treatment system is reported in Figure 2

as a function of the ballast flow rate.

Figure 3 represents the total power increase for

each system as a function of the ballast flow

rate.

For the three case studies, considering electri-

cal balance of in the most critical conditions

(maximum electrical load) during ballasting and

deballasting, the increase in power of the diesel

generators required on board for the installation

of the ballast water treatment system has been

evaluated.

Figures 4 and 5 present the increment in power

of the diesel generators on board, due to the

installation of the BWT system.

Arrangement modification due to ballast water system installationThe ship arrangement is to be modified to take

into account the following issues:

1. Dimensions of the ballast treatment system

2. Increase in the dimensions of diesel genera-

tors

3. Fitting of new ballast lines

4. Increase in capacity of diesel oil fuel tanks.

- Dimensions of the ballast treatment system

Figure 6 illustrates the surface area and the

height of the ballast water management sys-

tems, as depending on the ballast water flow

rate.

- Increase in the dimensions of diesel generators

The increase in dimensions of diesel generators

depends mainly on the ratio between the ballast

water pumps’ capacity and the electrical power

required to be installed on board, assuming that

no BWT system is fitted.

The percentage of additional required electrical

power increases proportionally to the above-

mentioned ratio;

• In the worst situation it could be necessary to

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

the case of Panamax gearless bulk carriers )

• In the remaining cases it could be necessary to

change the type or rating of the diesel genera-

tors.

- Installation of new ballast pumps

The installation of the water treatment system

can impact on the number and characteristics

of the ballast pumps; in fact the power of the

pumps might be increased in order to cover the

pressure drop of the treatment system.

Considering the above, we deem that no new

problems concerning the arrangement of new

ballast pumps will be encountered: the dimen-

sions of ballast pumps are in general limited

and related mainly to the capacity of the pumps

themselves.

- Increase in capacity of diesel oil fuel tanks.

The total power required in harbour conditions

is increased and consequently the consumption

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

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

Cost evaluationFor the evaluation of the increase in cost of de-

livery of ships with the BWT system the following

aspects have been highlighted by the study:

1. Installation costs

• Cost of the ballast water treatment system

• Costs due to more powerful diesel generators

• Costs due to more powerful ballast water

pumps/electric engine

• Re-design costs

• Out of service costs (the ship does not operate

during the installation of the system)

51BALLAST WATER

2. Running costs

• Maintenance costs (replacement of exhausted

filters, etc.)

• Operational costs (chemicals used in the

process, etc.)

Other aspects to be consid-eredOther important aspects that, together with the

technical issues highlighted above, may be typi-

cal also of other systems available on the market

and currently under examination by RINA are:

• impacts of the treatment system on the ballast

tank coating;

• impact on modification of the ballast tank

overflow piping system (some systems available

on the market require the traditional overflow/air

vent systems to be replaced with P/V valves);

• impact on modification of ballast tank sounding

systems (where P/V valves are required to be

fitted the sounding system is probably to be

modified).

ConclusionsIn conclusion, concerning the study carried out, we can summarize by saying that the impact of the fitting of the BWT system on the ship design depends on:

• type of BWT system• type of ship

In particular, the BWT system should be chosen taking into account the ship’s char-acteristics (General Arrangement, Ballast System, Electrical Power Generators) in order to minimize the costs of installation and maintenance.In addition to the above, management aspects should be taken into account. In particular, the skills required by the crew to manage these systems are to be carefully taken into account, considering that, in the case of failure of the system due to wrong operations, the producer’s guarantee does not apply.Thanks to the knowledge gained from the studies carried out and continuously updat-ed, RINA is assisting owners and shipbuild-ers in the challenge of identifying the most appropriate ballast water treatment systems for their new and existing ships.

52 BALLAST WATER Wilhelmsen

The Unitor Ballast Water Treatment System

The Type Approved Unitor Ballast Water Treat-

ment System (Unitor BWTS) is a fully inline

system treating ballast water on intake only.

With one of the smallest footprints and lowest

power consumptions in the market, the system

is a flexible and economical solution for both

newbuilds and retrofits.

The technology combines the use of the fol-

lowing treatment methods to provide a system

equally efficient in all water conditions:

• Cavitation – based on a patented mechanical

design

• Electro-chlorination – to produce sodium

hypochlorite (NaOCl) at max 1.0 ppm for sterili-

sation particularly in salt water

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

at max 1.0 ppm for assisting with sterilisation in

fresh water

• Self-cleaning mechanical filtering

The solution is applicable for most vessel types

and is available across the full range of sizes

required by the commercial maritime market.

The system sizes range from 100 to 4000m3/h

per ballast pump. To reach capacities above

4000m3/h modules can be installed in parallel,

making the system ideally suited for vessels with

extremely large treatment requirements.

With a maximum reactor length of just 3.8

meters, and the possibility of being oriented

horizontally or in a vertical loop, the solution is

well suited for retrofitting. There is also an option

to have the entire system skid mounted.

The Unitor BWTS has an exceptionally low

power requirement, typically just 45kW for a

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

drop will not impact on ballast pump sizing, and

the low power consumption will normally be well

within the ships generator capacity on retrofits.

For newbuilds, there should be no need for any

change to the design of the generator package.

Overall, this significantly reduces the costs as-

sociated with the installation and operation of a

BWT system, which is beneficial for both yards

and operators.

Power consumption for various flow ratesThe Type Approved Unitor BWTS is designed

to meet the D2 performance standards of the

International Convention for the Control and

Management of Ships’ Ballast Water and Sedi-

ments, 2004 of the IMO. It gained IMO Basic

Approval in 2008, Final Approval at MEPC 60

in March 2010, and Type Approval from South

African Maritime Safety Authority under the

authority of the South African Department of

Transport in August 2010. The system has been

extensively and successfully tested in shipboard

tests onboard MV Toronto in the period of July

2009 to June 2010. These combined with a

comprehensive series of land based tests at

our Cape Town, South Africa test facility have

proven compliance with the D2 standard.

To date Wilhelmsen Technical Solutions has won

contracts for 14 systems, including newbuilds at

Hyundai Heavy Industries (HHI) and Mitsubishi

Heavy Industries (MHI). “Feedback from our

customers suggests that they chose Unitor

BWTS for a range of reasons. The system only

treats ballast water on intake, which simplifies

the operational process. With a small footprint

and very low power consumption the technology

is a flexible and economical solution for both

newbuilds and retrofits” says Petter Traaholt,

President in Wilhelmsen Technical Solutions.

With the support of the Wilhelmsen Maritime

Services’ global network in more than 2200

ports in 116 countries, the Unitor BWTS is a safe

choice for the lifetime of the system.

The Unitor BWTS, with technology provided by

Resource Ballast Technologies, is produced,

marketed, provided and supported by Wilhelm-

sen Technical Solutions globally.

Wilhelmsen Technical Solutions is part of Wil-

helmsen Maritime Services, a Wilh. Wilhelmsen

group company. It is a global provider of cost

efficient, fully engineered solutions, equipment

and services for newbuilds and retrofits in the

maritime and offshore industries.

Their expertise includes fire suppression and

prevention, water treatment, heating, ventila-

tion, air-conditioning and refrigeration (HVAC-

R), power optimisation, power distribution and

control systems. Wilhelmsen Technical Solutions

designs, produces, installs, commissions and

maintains its solutions for the lifetime of custom-

ers’ vessels, rigs and platforms.

For more information visit: www.wilhelmsen.com/technicalsolutions

Unitor BWTS model Flow rate per pump (m3/hr)

Power consumption

DN 150 100 to 200 4kW

DN 200 201 to 400 7kW

DN 250 401 to 600 9kW

DN 300 601 to 1,000 12kW

DN 350 1,001 to 1,200 15kW

DN 400 1,201 to 1,500 18kW

DN 450 1,501 to 2,000 22kW

DN 500 2,001 to 2,500 30kW

DN 600 2,501 to 4,000 45kW

Technical Solutions

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

MARINE CONSULT INTERNATIONAL LTD MARINE SURVEYORS AND CONSULTANTS

15 – 17, Hatzikyriakou Ave., Piraeus 185 37, GreeceTel: +30 210 4285 960 / 1, Fax: +30 210 4285 962

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

China Branch Office: 333 Jin Gang Road, 3rd floor, office 307/309Jinqiao, Pudong district, Shanghai 201206

Tel/fax +86 21 58609486, Mob +86 13817275761E mail: [email protected]

TECHNICAL CONSULTANCYS & P INSPECTION

NEWBUILDING SUPERVISION ATTENDANCE

SHIP REPAIR AGENCY IN CHINA

EXCLUSIVE AGENTS FOR SHANGHAI SHUOLI CARGO GRABS

PANAMA MARITIME AUTHORITYINSPECTIONS

DIMITRI S. KYRIAKIDES & ASSOCIATES

AUTHORIZED INSPECTIONSFOR LIFE BOATS AND DAVITS

mechanical and remote control type

54 BALLAST WATER ABS

IMO Ballast Water Management Convention presents Technical Retrofit/Newbuilding Challenges

The International Maritime Organization’s Bal-

last Water Management Convention presents a

number of technical challenges to shipowners,

whether they are retrofitting systems to existing

vessels or designing machinery spaces in new-

buildings, says ABS.

With the Convention drawing closer to ratifica-

tion and with many more treatment systems

approved by IMO, ABS recently issued a Ballast

Water Treatment Advisory to assist the industry

in better understanding the technical issues and

evolving regulations.

The advisory’s emphasis is on providing

practical guidance for shipbuilders, owners and

operators on how to prepare for the selection,

installation and operation of an appropriate treat-

ment system for different ship types.

“The ballast water management regulations

can be confusing for shipowners because they

contain many unresolved and complex issues,”

says Kirsi Tikka, ABS Vice President, Global

Technology and Business Development.

“What the Advisory attempts to do is to gather

together practical information covering principal

regulatory developments as well as the types of

treatment systems currently available. We have

also sought to highlight the many technical and

design considerations that owners and their sup-

pliers should take into account when considering

retrofitting or when specifying the design of a

newbuilding,” she adds.

The IMO adopted the Ballast Water Manage-

ment (BWM) Convention in 2004 but was forced

to defer implementation because insufficient

numbers of viable treatment systems had been

developed and approved. Although the conven-

tion has yet to reach the required number of

signatories for formal ratification, this has not

stopped the introduction of regional legislation

by other entities, including national and state

governments.

The convention is scheduled to enter into force

12 months after ratification by 30 states, repre-

senting 35 per cent of world merchant shipping

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

countries representing more than 25 per cent of

world merchant shipping by tonnage had ratified

the Convention.

A burgeoning number of commercial systems

have now been developed and have either been

approved as meeting the IMO requirements or

are in the final stages of gaining Type Approval.

Technical challenges for retrofitting BWT

systems vary. Mechanical systems can be of a

size that dictates where they can and cannot be

installed and modularity can also impact retrofits

and the ability of a system to be easily broken

down for installation.

Space is also an issue for systems employ-

ing chemical dosing because they will require

additional room for storage and handling of

consumables, cleaning and maintenance. Stor-

age conditions should be considered and these

factors may require fire fighting or ventilation

systems.

The operational challenges that result will de-

pend on the type of system selected. Electrical

power consumption by BWT can be a significant

hurdle for some technologies on the high ballast

dependent ships. Due to insufficient electrical

generating capacity, large power consumers

such as UV light banks, electrolytic chlorination

systems and de-oxygenation systems may not

operate when other large shipboard consumers

are also running.

In contrast, treatment systems that rely on

chemical biocides and preparations that can

be dosed into the ballast flow have an almost

insignificant electrical load impact, but will

require storage space, handling and dispensing

equipment, along with necessary increases in

safety requirements.

Yoshi Ozaki, ABS Director of Environmental

Technology, predicts shipowners planning for

retrofit installation of ballast water treatment

systems will face technical and operational chal-

lenges before, during and after installation.

“The ABS Advisory includes guidance to help

owners, operators and their suppliers prepare

for the selection, installation and operation of an

appropriate treatment system based on vessel

type and trading pattern,” he said.

Owners and operators who have taken minimal

action because convention ratification has not

appeared imminent could be putting their own

compliance timeline at risk, he added. Due to

the complexity of the issues involved, it is im-

portant that the research and planning process

commence now if compliance is to be achieved.

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

not be considered a practical option.”

“Estimates submitted to the IMO’s Marine

Environment Protection Committee (MEPC) for

the numbers of ships to be fitted with ballast

water treatment systems are daunting. “The

estimates, prepared by Japan for submission

to MEPC 61 suggest that approximately 6,000

ships will need to be retrofitted in 2015 and

another 6,000 in 2016. When requirements

increase dramatically in 2017, another 16,000

vessels will require retrofit. Shipowners should

begin planning for their retrofit requirements

now,” he adds.

Copies of the ABS Ballast Water Management

Advisory are available in hard copy from ABS of-

fices or can be freely downloaded from the ABS

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

& Bulletins, ABS Advisories.

56 BALLAST WATER NK O3 BlueBallast system

Description of the SystemThe transfer of harmful aquatic species in ships’ bal-last water and sediments is a major global environ-mental problem, causing severe impacts on marine ecosystems, fisheries and other marine resources and even human health in many parts of the world. As part of global efforts to fight this threat; NK-O3 BlueBallast System was developed ship-board ballast water treatment systems, in accordance with standards established by the International Maritime Organization (IMO).Although ozone has an extremely short life-span, it is one of the most powerful oxidizing agents pro-duced - effectively neutralizing endo-toxins, viruses, bacteria, fungi and organic material extremely rapidly. In the NK-O3 System; a ship-board Ozone genera-tor takes ambient air and strips away the nitrogen, concentrating the oxygen content – which is then passed through a high voltage or high frequency electrical field to produce ozone. The ozone is then injected into the incoming ballast water to oxidize and neutralize any harmful aquatic species.A percentage of the aquatic species, especially any bacteria and viruses in the ballast water, are killed by direct contact with the ozone. The remainder are killed or neutralized when the ozone reacts with other chemicals that occur naturally in seawater, to form hypobromous acid, a highly effective disinfectant in its own right. Both ozone and hypobr-omous acid disintegrate extremely rapidly – ensur-ing that there is no damage to the receiving waters

into which the treated ballast water is discharged.

Function of the SystemThe Feed gas system produces compressed air from the ambient air, concentrates the oxygen and provides the raw material to produce ozone.• The air compressor produces more than 7 bar of compressed air by inhaling the air of the atmos-phere and provides compressed air to oxygen generator through air receiver; as raw material for oxygen generator.• The air dryer (refrigerant type) is integrated in the air compressor. The air dryer satisfy needed air condition by refrigerating and dehumidifying the compressed air, heighten the efficiency of oxygen produce and endurance of the zeolite. • The compressed air is saved in the air receiver that makes it possible providing the stable flow and pressure to the oxygen generator by reducing pulsation.• The oxygen generator takes compressed air from the air compressor and strips away the nitrogen, concentrating the oxygen and providing the raw material to produce Ozone, PSA (Pressure Swing Adsorption) type. It has two tanks. When one tank is using for adsorption, the other is used for desorption. Operation and regeneration should be

controlled automatically..• The oxygen produced in the oxygen generator is saved in the oxygen receiver. It provides stabilized flow and pressure to the ozone genera-tor by reducing the pulsation of the produced oxygen.The ozone destruct uses a catalytic bed and converts any unused ozone back to oxygen before release to the atmos-phere. The ozone destructor is used to run the ozone system without injecting the ozone in the ballast water. It will help to evaluate the good operation of the ozone system.The Ozone system produces ozone and provides to ballast water using by ozone injector.• The ozone generator passes the incoming concentrated oxygen through a high frequency electrical field to produce ozone. The ozone production will be controlled by the ozone concentration and the oxygen flow-rate. The ozone generator is a stand alone unit. The PLC ensures all operating conditions are correct during start-up and steady state operation.• The water chiller keeps the Ozone generator cool. Control of the chiller will be executed via the LCP of the chiller based on temperature.• The ozone destruct uses a catalytic bed and converts any unused ozone back to oxygen before release to the atmosphere. The ozone destructor is used to run the ozone system without inject-ing the ozone in the ballast water. It will help to evaluate the good operation of the ozone system.• The ozone distributor consists of the flow control valves, flow-meters and 3-way valves. This controls the ozone gas flow-rate produced in the ozone generator and distributes that to the ozone injectors and ozone destructors.• The ozone injector diverts incoming ballast water from the main ballast pipes into a ‘side-stream’, where it is injected with ozone before re-entering the main ballast stream. The side-stream injector ensures a high kill rate through optimal saturation of the incoming ballast. The side-stream injector also ensures a restricted dosage area – compared to trying to inject ozone into the large volumes of the ballast tanks. This eliminates potential for corrosion, by concentrating the ozone in the injector area only, which is made from high-grade, non-corroding stainless steal. Exclusive Representatives for Greece:OCEANKING Technical & Trading, 31, Bouboulinas str, 18535 Piraeus, Tel: 210 4296774

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

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

JUNE-2006.indd 191 5/23/06 12:59:32 PM

58 BALLAST WATER AGV

Commercial & Technical Services LtdOceanGuardTM Ballast Water Management SystemOceanGuardTM Ballast Water Management System, proudly introduced by Headway Tech-nology Co., Ltd., is self-developed and manu-factured, with the working principle of filtration and eletrocatalysis. The system is chemical-free energy saving compact designed and quite small in size, enabling it to be perfectly fitted on vessels with limited space.

In June, 2009, OceanGuardTM BWMS was suc-cessfully installed on MV SITC YOKOHAMA, a container ship of 831 TEU, built in 2004, with very limited space in the engine room. The installation took five engineers, seven days to complete. The capacity of the system is 300 m3/h, taking space of only 0.6㎡ in total, and with the power consumption of only 3 kW. No extra generators or pumps were required. Until now, the system has been showing excellent performance during operation.

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

OceanGuardTM BWMS can be customized for different vessels with capacity from 80 m3/h to 9000 m3/h, and is dedicated to be the optimized choice for shipowners, with the characteristics of chemical-free technology, compact design and full integration, and no-corrosion promise.

Besides, Headway has established a world-wide service network, with 120 service stations around the world, further guaranteeing the high-quality and efficient service.HEADWAY OceanGuard is represented in the Greek market by AGV Commercial & Technical Services Ltd. AGV is a company with long experience in the international marine sector that holds a portfolio of reputable equipment manufactur-ers, shipyards and service providers. More information regarding the companies that AGV represents as well as contact details you can find at www.agv.gr.

National Insurance Brokers S.A. est. 1962

NationalInsurance

Brokers S.A

National Insurance Brokers SA 2 Kantharou str. Piraeus 185 37 Greece Tel.: +30 210 42 83 900, +30 210 45 33 450 Fax: +30 210 45 33 421 / 423

E-mail: [email protected] www.nationalib.gr

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

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

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

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

service available.

60 topStory Ένωση Ελλήνων Εφοπλιστών

Θεόδωρος Βενιάμης:Ορατές ενδείξεις ανάκαμψης της παγκόσμιας ναυτιλίας

Η ΕΞΩΣΤΡΕΦΕΙΑ ΤΗΣ ΕΛΛΗΝΟΚΤΗΤΗΣ ΝΑΥΤΙΛΙΑΣ ΜΠΟΡΕΙ ΝΑ ΑΠΟΤΕΛΕΣΕΙ ΑΙΧΜΗ ΤΟΥ ΔΟΡΑΤΟΣ ΓΙΑ ΤΗΝ ΑΝΑΠΤΥΞΗ ΤΗΣ ΕΛΛΗΝΙΚΗΣ ΟΙΚΟΝΟΜΙΑΣ ΑΚΟΜΑ ΚΑΙ ΜΕΣΑ

ΣΤΟ ΔΥΣΚΟΛΟ ΕΤΟΣ 2011

ΛΑΘΟΣ ΠΟΡΤΑ ΧΤΥΠΟΥΝ ΚΑΠΟΙΟΙ ΚΥΡΙΟΙ ΚΑΙ ΚΥΡΙΕΣ ΠΟΥ ΘΕΛΟΥΝ ΝΑ ΕΠΙΒΑΛΟΥΝ ΤΟΝ «ΘΕΩΡΗΤΙΚΟ ΕΡΑΣΙΤΕΧΝΙΣΜΟ» ΤΟΥΣ ΣΤΗ ΛΕΙΤΟΥΡΓΕΙΑ ΤΟΥ ΚΑΤΑΡΓΗΘΕΝΤΟΣ

ΥΕΝ ΠΟΥ ΔΥΣΧΕΡΑΙΝΕΙ ΣΟΒΑΡΑ ΤΗ ΝΑΥΤΙΛΙΑ

ΤΑ ΜΕΓΕΘΗ

ΤΗΣ ΠΡΟΣΦΟΡΑΣ

ΜΕ ΑΡΙΘΜΟΥΣ

* 3000 ΠΛΟΙΑ 180.000.000 ΤΟΝΝΩΝ DWT

* Η ΕΛΛΗΝΟΚΤΗΤΗ ΝΑΥΤΙΛΙΑ ΑΠΟΤΕΛΕΙ ΤΟ 40% ΤΗΣ ΚΟΙΝΟΤΙΚΗΣ ΚΑΙ ΤΟ 15% ΤΗΣ ΠΑΓΚΟΣΜΙΑΣ

* ΟΙ ΕΙΣΠΡΑΞΕΙΣ ΤΗΣ ΝΑΥΤΙΛΙΑΣ ΚΑΛΥΠΤΟΥΝ ΤΟ 6% ΤΟΥ ΑΕΠ (ΕΝΑΝΤΙ ΜΟΛΙΣ 1% ΡΩΝ 27 ΕΤΑΙΡΩΝ ΤΗΣ Ε.Ε)

* 1300 ΝΑΥΤΙΛΙΑΚΕΣ ΕΤΑΙΡΙΕΣ ΕΓΚΑΤΕΣΤΗΜΕΝΕΣ ΣΤΗΝ ΕΛΛΑΔΑ ΔΙΑΧΕΙΡΙΖΟΝΤΑΙ ΑΠΟ ΕΔΩ ΤΑ ΠΛΟΙΑ ΤΟΥ ΣΤΟΛΟΥ ΤΟΥΣ

* Η ΣΥΝΑΛΛΑΓΜΑΤΙΚΗ ΠΡΟΣΟΔΟΣ ΤΟ 2010 ΑΝΗΛΘΕ ΣΕ 14.2 ΔΙΣ ΕΥΡΩ, ΕΝΑΝΤΙ 12.3 ΔΙΣ ΕΥΡΩ ΤΟ 2009 (ΑΥΞΗΣΗ 15.37%)

Peace of mindMonitoring of liquid cargo is in safe hands

www.krohne-skarpenord.com

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

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

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

Meet us in Hall 9Stand A 180

62 topStory Ένωση Ελλήνων Εφοπλιστών

Η δυναμική της ναυτιλίας των Ελλήνων και η εξωστρέφεια της, καθώς και η ισχυρή επιχειρηματική της υποδομή στην Ελλάδα είναι δυνατόν να αποτελέσει αιχμή του δόρατος για την ανάπτυξη της Ελληνικής Οικονομίας, ακόμα και μέσα στο δύσκολο 2011.Αυτό υπογράμμισε μεταξύ άλλων ο πρόεδρος της Ενώσεως Ελλήνων Εφοπλιστών κ. Θεόδωρος Βενιάμης, μιλώντας στην γενική συνέλευση του κλάδου, επισημαίνοντας ταυτόχρονα ότι παρά την γενικότερη αστάθεια της ναυλαγοράς που περιόρισε αισθητά την διακίνηση του θαλασσίου εμπορίου, υπάρχουν σαφείς αισιόδοξες ενδείξεις υποχώρησης της διεθνούς κρίσης.

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

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

γενικότερα, συνέπειες.Το τόνισα ήδη στην αρμόδια Επιτροπή της Βουλής, θα το πω, όμως, για μια ακόμη φορά και από αυτό το βήμα:Η ναυτιλία των Ελλήνων προσδοκά πάντα την ανασύσταση του ιστορικού Υπουργείου Εμπορικής Ναυτιλίας και την επαναφορά του Λιμενικού Σώματος στα καθήκοντα της άσκησης ενιαίας εθνικής ναυτιλιακής πολιτικής, μέσα και έξω από τα όρια της πατρίδας μας.Και τώρα μερικά στοιχεία για τη συγκεκριμένη, άμεση και έμμεση, προσφορά της ναυτιλίας στην οικονομία του τόπου, εν μέσω δεινής και για την πατρίδα μας κρίσης.Κατ’ αρχάς δημιουργεί αισιοδοξία η ανάκαμψη του ναυτιλιακού συναλλάγματος σε σχέση με το αμέσως προηγούμενο έτος και σε περίοδο που οξύνθηκαν τα χρόνια προβλήματα του δημοσιονομικού ελλείμματος και διογκώθηκε περαιτέρω το δημόσιο χρέος. Η συναλλαγματική πρόσοδος από τη δραστηριότητα της ναυτιλίας τον Νοέμβριο του 2010 ανήλθε σε 14,2 δισ. ευρώ, έναντι 12,3 δισ. ευρώ το ενδεκάμηνο του αμέσως προηγούμενου έτους. Δηλαδή, αύξηση 15,37 %.

Αγαπητοί Συνάδελφοι,Το πλοίο, σε όλες τις δύσκολες ώρες του εθνικού βίου, ήταν αυτό που άνοιγε πρώτο, τον δρόμο της επιτυχίας και της ανάπτυξης. Είμαστε ναυτικός λαός και δεν θα πρέπει να το ξεχνάμε ούτε εμείς, ούτε οι άλλοι. Άλλωστε, σήμερα που η χώρα δέχεται σκληρή, πολλές φορές ίσως και άδικη, κριτική για την κατάσταση της οικονομίας της, η ναυτιλία είναι εκείνη που εξακολουθεί να κρατά ψηλά το εθνικό γόητρο με την παγκόσμια πρωτοπορία της, όχι μόνο σε επίπεδο εντυπώσεων, πολιτικής και κύρους στα διεθνή fora, αλλά και σε επίπεδο συγκεκριμένων οικονομικών μεγεθών και πολιτικών.Αίφνης, η κινεζική συμπαράσταση που ανεπιφύλακτα εκδηλώθηκε για την Ελλάδα τον περασμένο χρόνο στη διάρκεια της επίσημης επίσκεψης του Κινέζου πρωθυπουργού στην Αθήνα, δικαιολογεί νομίζω, την βαθιά ικανοποίηση τουελληνικού εφοπλισμού αφού αυτός πρώτος, πριν πολλά χρόνια, ξεκίνησε φιλική και παραγωγική συνεργασία με την αναδυόμενη παγκόσμια υπερδύναμη. Ο ίδιος ο Κινέζος πρωθυπουργός μιλώντας στο ελληνικό Κοινοβούλιο, έκανε θερμή αναφορά στην πολυετή ελληνοκινεζική συνεργασία τόσο στις θαλάσσιες μεταφορές, όσο και στις ναυπηγήσεις. «Οι έλληνες εφοπλιστές, είπε, είναι αυτοί που πρώτοι συνέβαλαν στο άνοιγμα της Κίνας προς τον έξω κόσμο..».Όταν, λοιπόν, με το καλό, βάλουμε τάξη στα του οίκου μας, δημιουργώντας τις ανάλογες θεσμικές και οικονομικές προϋποθέσεις, τότε η ναυτιλία θα μπορέσει να αξιοποιήσει ευρύτερα τα πλεονεκτήματα του δυναμισμού και της εξωστρέφειας και να ενισχύσει περαιτέρω το ρόλο της ως ατμομηχανής ανάπτυξης της χώρας. Η σταθερότητα του θεσμικού περιβάλλοντος μέσα στο οποίο επωάσθηκε η πρωτοφανής ανάπτυξη των προηγούμενων δεκαετιών και η διασφάλιση του κατάλληλου ψυχολογικού κλίματος, αποτελούν προϋποθέσεις για τη στενή σύνδεση πλοίου και οικονομίας, πρωτίστως για το καλό του τόπου.

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Ένωση Ελλήνων Εφοπλιστών

Αυτό, άλλωστε, προκύπτει και από την πρόσφατη έρευνα της Εθνικής Τράπεζας, σύμφωνα με την οποία η ναυτιλία που τα τελευταία δέκα χρόνια αναδείχθηκε ως ο πλέον εξωστρεφής κλάδος της οικονομίας, μπορεί να αποτελέσει αιχμή του δόρατος για την ανάπτυξη, ακόμη και μέσα στο δύσκολο 2011.Άλλωστε, το παράδειγμα της Κύπρου που ο στόλος της κατέχει την δέκατη θέση στην παγκόσμια κατάταξη με την άσκηση συστηματικής και εμπνευσμένης ναυτιλιακής πολιτικής, δεν βρίσκεται μακριά μας.Αναφορικά με τις δραστηριότητες που ανέπτυξε η Ένωση τον περασμένο χρόνο, πέρα από την προσπάθεια αποκατάστασης της ενότητας του διοικητικού φορέα της ναυτιλίας, θα ήθελα να σημειώσω και τα εξής:Για την προσέλκυση ικανών και άξιων ανθρώπων στο ναυτικό επάγγελμα και τη ναυτική εκπαίδευση: Πραγματοποιήθηκε, για τρίτο χρόνο, από την τηλεόραση και το internet, η καμπάνια προβολής της ναυτικής σταδιοδρομίας με αξιοπρόσεκτα και πάλι, αποτελέσματα, δεδομένου ότι υπερκαλύφθηκε ο αριθμός των 900 θέσεων που είχαν προκηρυχθεί για τις Ακαδημίες Εμπορικού Ναυτικού.-Καταρτίσθηκε και υποβλήθηκε στο Υπουργείο Θαλασσίων Υποθέσεων, Νήσων και Αλιείας ολοκληρωμένη μελέτη για τον εκσυγχρονισμό της λειτουργίας της δημόσιας ναυτικής εκπαίδευσης, την αναβάθμιση του διδακτικού προσωπικού και τη βελτίωση της υποδομής των Ακαδημιών. Συγκεκριμένα, η μελέτη, μεταξύ των άλλων, προτείνει τον εκσυγχρονισμό της νομοθεσίας για την απόκτηση αποδεικτικού ναυτικής ικανότητας, προσδιορίζει την απαιτούμενη διδακτέα και εξεταστέα ύλη, την επιμόρφωση του διδακτικού προσωπικού και τη μετεκπαίδευσή του, την επιδότηση της «κατευθυνόμενης επί πλοίου εκπαίδευσης» και σε ελληνόκτητα πλοία εκτός ΝΑΤ.Επίσης προτείνει τη διάθεση κονδυλίων για τον εξοπλισμό των σχολών του ναυτικού εκπαιδευτικού συστήματος, την παραμονή του στον διοικητικό φορέα που ασχολείται ειδικώς με την ναυτιλία και υποδεικνύει την ανάγκη να θεωρείται το δίπλωμα Α΄ πλοιάρχου και μηχανικού ισότιμο με αυτό των ανώτατων εκπαιδευτικών ιδρυμάτων.Ακόμη, δίνει ιδιαίτερη βαρύτητα στην επιτάχυνση και ολοκλήρωση των θεσμικών εκείνων διαδικασιών που θα ανοίξουν τον δρόμο στην ανάπτυξη ενός σύγχρονου δικτύου ιδιωτικών ναυτικών σχολών, και θα δώσουν νέα δυναμική, τόσο ποιοτική όσο και ποσοτική, στην εν γένει ναυτική εκπαίδευση. Και μάλιστα σε περίοδο που το κράτος αναγκάζεται εκ των πραγμάτων, να μετακυλίει βάρη στην ιδιωτική πρωτοβουλία.- Το 2010 και παρά τη διεθνή κρίση, τα «Ποσειδώνια» του Ιουνίου, ανέδειξαν για μια ακόμη φορά την Ελλάδα ως ένα από τα πιο δυναμικά κέντρα της ναυτιλιακής βιομηχανίας διεθνώς, ενώ η Ένωση, με το περίπτερό της, προέβαλε τη συστηματική προσπάθεια που καταβάλλει για την προσέλκυση νέων στο ναυτικό επάγγελμα. Επίσης αξιοποιήθηκε σε μεγάλο βαθμό η ευκαιρία

για σειρά επιτυχημένων επαφών με παράγοντες και εκπροσώπους άλλων ναυτιλιών, πιστωτικών ιδρυμάτων, ναυπηγείων κλπ.- Και τον περασμένο χρόνο η Ένωση συνέχισε το κατά παράδοση κοινωνικό της έργο, τόσο με τη βράβευση των ναυτικών που συνταξιοδοτήθηκαν με τη μεγαλύτερη υπηρεσία σε ποντοπόρα πλοία, όσο και με την απονομή υποτροφιών για μεταπτυχιακές σπουδές σε παιδιά ναυτικών και, γενικότερα, σε νέους με αξιόλογες επιδόσεις.- Επίσης συνέχισε την προσφορά της εφοπλιστικής κοινότητας για την αντιμετώπιση και πρόληψη φυσικών καταστροφών, μετά τη λαίλαπα των πυρκαγιών του θέρους 2007, με την παράδοση στην Πυροσβεστική Υπηρεσία 110 μοτοσικλετών τύπου Kawasaki, για να ενταχθούν στο πρόγραμμα «Δίκυκλης Επιτήρησης Δασών και Δασικών Εκτάσεων». Οι μηχανές συνοδεύτηκαν και από 220 στολές προστασίας για ισάριθμους αναβάτες.-Επιπροσθέτως, η Ένωση ανέλαβε και πραγματοποιεί προσφορά σε είδη και σε υπηρεσίες προς το Λιμενικό Σώμα, για την επισκευή και τον εξοπλισμό των πλωτών του μέσων, συνολικού ύψους 1.000.000 ευρώ, ενώ σε εκπλήρωση της δέσμευσης που ανέλαβε να διαθέσει τη δαπάνη για την αναβληθείσα δεξίωση των «Ποσειδωνίων» υπέρ της ναυτικής εκπαίδευσης, προωθεί την ανακαίνιση του κτιρίου του ΚΕΣΕΝ, συνολικού κόστους 450.000 ευρώ.-Πριν όμως ολοκληρώσω τον απολογισμό για το έργο της Ένωσης το 2010 στον εθνικό χώρο, θέλω να σας ενημερώσω για μια ιδέα που επεξεργάζομαι μαζί με τον πρόεδρο της Επιτροπής Δημοσίων Σχέσεων, τον αγαπητό συνάδελφο Ματθαίο Λω. Η ιδέα αυτή αφορά τους νέους της εφοπλιστικής και της ευρύτερης ναυτιλιακής κοινότητας.Όπως γνωρίζετε, αρκετά παιδιά μελών του διοικητικού συμβουλίου παρακολουθούν τις συνεδριάσεις του και με την ιδιότητα του εκπροσώπου των γραφείων τους, όπου έχουν την ευκαιρία να ενημερώνονται για τα τρέχοντα θέματα και να αποκτούν εμπειρία ως προς την αξιολόγηση και τον ενδεδειγμένο τρόπο χειρισμού τους. Μία εξοικείωση με τα «κοινά», στο πλαίσιο της συλλογικότητας του κλάδου, που θα αποδειχθεί χρήσιμη στη μελλοντική τους σταδιοδρομία.Τώρα, σκεφτόμαστε, αυτή την εξοικείωση να τη διευρύνουμε με κάποιους «Κύκλους Συζητήσεων» μεταξύ των νέων και των στελεχών της Ένωσης, προκειμένου να μεταφερθεί με τον καλύτερο δυνατό τρόπο μια πολύτιμη πείρα στη γενιά που έρχεται. Για την προσπάθεια αυτή ζητώ και τη δική σας έγκριση.

Κυρίες και κύριοι,και τον περασμένο χρόνο η Ένωση Ελλήνων Εφοπλιστών επέδειξε έντονη κινητικότητα με σημαντικές πρωτοβουλίες και παρεμβάσεις, τόσο στον κοινοτικό, όσο και στον διεθνή διάλογο, σε θέματα που σχετίζονται με την εύρυθμη λειτουργία του ναυτιλιακού έργου και την ενίσχυση της ανταγωνιστικότητας της ναυτιλίας. Αναφέρω με συντομία τις κυριότερες από αυτές:-Το 2010 ήταν έτος έντονων διεργασιών και

πολιτικών πιέσεων για μέτρα μείωσης των ατμοσφαιρικών εκπομπών των πλοίων. Συγκεκριμένα, τον μήνα Ιούλιο, τέθηκαν σε ισχύ οι νέοι κανονισμοί της MARPOL, ενώ σειρά μελετών επιβεβαίωσε τους φόβους για μετατόπιση φορτίων από τις θαλάσσιες στις χερσαίες μεταφορές, λόγω αυξημένου κόστους των καθαρότερων καυσίμων. Εξ άλλου, στον ΙΜΟ συνεχίσθηκε η δυστοκία ως προς την καθιέρωση τεχνικών και λειτουργικών μέτρων για τη μείωση των εκπομπών των πλοίων λόγω της άρνησης των αναπτυσσομένων χωρών να εφαρμοσθούν τα μέτρα αυτά και στα δικά τους πλοία.Ανάλογες αντιδράσεις σημειώνονται και για την καθιέρωση από τον ΙΜΟ αγοροκεντρικού μηχανισμού για την είσπραξη των εσόδων από τη ναυτιλία. Σοβαρότερη, όμως, διαγράφεται η απειλή μεγαλύτερης και ασύμμετρης επιβάρυνσης από τον εισπρακτικό μηχανισμό της σύμβασης των Ηνωμένων Εθνών για το Παγκόσμιο Κλίμα. Όπως, άλλωστε, αναμενόταν, η Διάσκεψη της Σύμβασης στο Cancun, τον περασμένο Δεκέμβριο, δεν κατέληξε σε συμφωνία πάνω σε καίρια θέματα. Ωστόσο, διατηρούνται ελπίδες ότι, τελικά, η διεθνής ναυτιλία θα εξαιρεθεί από το νέο καθεστώς για το παγκόσμιο κλίμα. Πρέπει, πάντως, να επισημανθεί ότι είναι υπαρκτή η απειλή και για ανάλογα μέτρα από την Ευρωπαϊκή Ένωση.Εμείς, ως Ένωση Ελλήνων Εφοπλιστών, υποστηρίζουμε την πάγια θέση μας, ότι τα κάθε είδους μέτρα για τη μείωση των ατμοσφαιρικών εκπομπών των πλοίων πρέπει να ισχύουν διεθνώς, να έχουν θεσμοθετηθεί από τον ΙΜΟ, να έχουν πρακτικό χαρακτήρα και, βεβαίως, να εφαρμόζονται από όλα τα πλοία, ανεξαρτήτως σημαίας. Με σειρά υπομνημάτων που καταθέσαμε αρμοδίως τόσο σε ευρωπαϊκό όσο και σε διεθνές επίπεδο, αποδεικνύουμε το ανεφάρμοστο του συστήματος εμπορίας εκπομπών ETS στις θαλάσσιες μεταφορές.-Σε απόλυτη προτεραιότητα μας απασχόλησε, εξάλλου, η μάστιγα της πειρατείας, μετά τις διαστάσεις που προσέλαβε το φαινόμενο στις θαλάσσιες περιοχές των ανατολικών ακτών της Σομαλίας και του δυτικού Ινδικού ωκεανού. Υπ’ αυτές τις συνθήκες η εντατικοποίηση των μέτρων για την αντιμετώπισή της, κατέστη και αναγκαία και κατεπείγουσα.Ωστόσο, σε κάθε περίπτωση η αυτοπροστασία των πλοίων αποδεικνύεται καθοριστική στην αποτροπή των πειρατικών περιστατικών. Για τον λόγο αυτό η Ένωση με σειρά από εγκυκλίους προέτρεψε και προτρέπει τα μέλη της, να εφαρμόζουν σχολαστικά τις οδηγίες βέλτιστων πρακτικών των διεθνών οργανισμών. Χωρίς, βεβαίως, αυτό να σημαίνει, ότι οι πολυεθνικές ναυτικές δυνάμεις που περιπολούν στην περιοχή και ο ανάλογος συντονισμός τους, δεν πρέπει να διαδραματίζουν τον πρώτο ρόλο στην εξουδετέρωση των επιθέσεων, αλλά και στη γενικότερη καταστολή του πειρατικού φαινομένου.Ακριβώς στο πνεύμα αυτό, η Ένωσή μας και σε συνεργασία με τους αρμόδιους φορείς της Πολιτείας, συνέβαλε στην προώθηση μέτρων για την καταστολή των πειρατικών επιδρομών, ενώ έλαβε

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66

Ένωση Ελλήνων Εφοπλιστών

ενεργό μέρος στις εργασίες της Ομάδας Επαφής που συνήλθε στην Νέα Υόρκη τον περασμένο Ιούνιο.-Ένα άλλο, σοβαρό θέμα που μας απασχόλησε τον περασμένο χρόνο ήταν η αυξανόμενη τάση ποινικοποίησης του ναυτικού επαγγέλματος. Απόδειξη, η απόφαση του Ευρωπαϊκού Δικαστηρίου Ανθρωπίνων Δικαιωμάτων που έκρινε ορθή και δικαιολογημένη τη δικονομική αντιμετώπιση του πλοιάρχου του “Prestige” Μαγκούρα, από τα ισπανικά δικαστήρια. Συγκεκριμένα, η απόφαση έκρινε ότι η επιβολή εγγύησης ύψους τριών εκατομμυρίων ευρώ για την άρση της κράτησής του, τη στιγμή που κρατείτο επί οκτώ χρόνια, χωρίς προσδιορισμό ημερομηνίας της κύριας δίκης «δεν αποτελεί παραβίαση των ανθρωπίνων δικαιωμάτων».Δυστυχώς, οι περιβαλλοντικές ανησυχίες, ανεξάρτητα από το αν έχουν ή δεν έχουν έρεισμα, φαίνεται ότι υπερτερούν των θεμελιωδών ανθρωπίνων δικαιωμάτων, κατά τρόπο απαράδεκτο, ακραίο, μονομερή και σίγουρα υποκριτικό, ο οποίος δεν συμβιβάζεται με το επίπεδο προστασίας της αξίας του ανθρώπου που έχει κατακτηθεί στις σύγχρονες δημοκρατικές κοινωνίες.Η Ένωση και στην περίπτωση αυτή, πρωτοστατεί για την καταδίκη της απαράδεκτης τάσης ακραίας ποινικοποίησης του ναυτικού επαγγέλματος από τα ευρωπαϊκά όργανα και, βεβαίως, δραστηριοποιείται με γνώμονα την αποτελεσματική αντιμετώπισή της.-Όλα τα θέματα που προανέφερα, είχαμε την ευκαιρία να τα συζητήσουμε διεξοδικά με τους συναδέλφους κυρίους Κανελλάκη, Χανδρή, Δημητριάδη- Ευγενίδη, Παπαγιαννόπουλο και Λύρα κατά την επίσκεψή μας τον περασμένο Οκτώβριο στις Βρυξέλλες, με τους αρμόδιους Επιτρόπους και άλλους κοινοτικούς αξιωματούχους, ενώ έγινε ευρέως αποδεκτή η ανάγκη να διατηρηθεί η ανταγωνιστικότητα του κοινοτικού στόλου. Άλλωστε, προς την κατεύθυνση αυτή κινείται και η Ανακοίνωση περί της Ευρωπαϊκής Ναυτιλιακής Πολιτικής έως το 2018. Οι συνομιλητές μας συμμερίσθηκαν την άποψή μας, σύμφωνα με την οποία η παράταση ισχύος των Κατευθυντηρίων Γραμμών για τις επιδοτήσεις στις θαλάσσιες μεταφορές, θα συμβάλλει καθοριστικά προς την κατεύθυνση αυτή. Η αρχή, εξάλλου, του ελεύθερου και θεμιτού ανταγωνισμού που αποτελεί το οξυγόνο της διεθνούς ναυτιλίας και του εμπορίου και, ως εκ τούτου, πρέπει με κάθε τρόπο να διασφαλισθεί.Στη συνάντηση των Βρυξελλών εκφράσαμε την ανησυχία μας για τις επιπτώσεις από το ατύχημα στον Κόλπο του Μεξικού στην πλατφόρμα εξόρυξης πετρελαίου και ζητήσαμε να υπάρχει σαφής διάκριση μεταξύ της ρύπανσης από εξόρυξη πετρελαίου και της ρύπανσης από θαλάσσια μεταφορά.Συνοψίζοντας, θα ήθελα να τονίσω ότι υψηλόβαθμοι κοινοτικοί αξιωματούχοι, έδειξαν ιδιαίτερο ενδιαφέρον για τις θέσεις των εκπροσώπων του ελληνικού εφοπλισμού, ενώ διατύπωσαν την επιθυμία να συνεχισθούν και να διευρυνθούν οι επαφές αυτές. Και είμαστε ικανοποιημένοι ως Ένωση που συμβάλαμε στη σημαντική αυτή πρόοδο. Γενικότερα, η Ευρωπαϊκή Ένωση εμφανίζεται να αποδίδει πλέον

στην ελληνική ναυτιλία και, κατ’ επέκταση στην κοινοτική, την αρμόζουσα σημασία, αναγνωρίζοντας τον στρατηγικό και οικονομικό της ρόλο διεθνώς και μάλιστα σε χαλεπές ημέρες τόσο για την πατρίδα μας όσο και για την παγκόσμια κοινότητα. Αυτή η αναγνώριση αποτυπώνεται και στην Ολοκληρωμένη Θαλάσσια Πολιτική που προωθείται από την Ε.Ε. τα τελευταία χρόνια. Είναι, άλλωστε, γεγονός ότι πάνω από το 40% του συνολικού διεθνούς στόλου βρίσκεται σε ευρωπαϊκά χέρια, ενώ υπολογίζεται ότι η ναυσιπλοΐα στα κράτη μέλη θα αυξηθεί από 3,8 δισ. τόνους που ήταν το 2006 σε 5,3 δισεκατομμύρια τόνους το 2018.Επίσης, θα ήθελα να τονίσω ότι στο πλαίσιο συνεργασίας για τη διαμόρφωση ναυτιλιακής πολιτικής, αλλά και της ενισχυμένης νομοθετικής αρμοδιότητας του Ευρωπαϊκού Κοινοβουλίου, η Ένωση, και τον χρόνο που πέρασε, εντατικοποίησε τις επαφές και τη γόνιμη ανταλλαγή απόψεων με τους έλληνες ευρωβουλευτές.Στο ίδιο πλαίσιο ενισχύσαμε τη διμερή συνεργασία με άλλες εθνικές εφοπλιστικές ενώσεις, καθώς και με τους διεθνείς ναυτιλιακούς οργανισμούς, προκειμένου να εξασφαλισθεί ο μεγαλύτερος δυνατός βαθμός συναίνεσης και συντονισμού των χειρισμών καίριων θεμάτων που αφορούν το σύνολο της διεθνούς ναυτιλίας. Στην προσπάθεια αυτή, συνεχίσθηκε με επιτυχία και η συνεργασία με τους Αλληλοασφαλιστικούς Οργανισμούς και με τους νηογνώμονες.

Αγαπητοί Συνάδελφοι,Όπως θα διαπιστώσατε, η ατζέντα των θεμάτων τόσο στον εθνικό χώρο όσο και στον διεθνή, τον χρόνο που πέρασε ήταν αρκετά βεβαρημένη. Χάρις όμως στις άοκνες προσπάθειες των συναδέλφων στο διοικητικό συμβούλιο, χάρη στην καλή δουλειά των υπηρεσιών της, η Ένωση ανταποκρίθηκε σε μεγάλο φάσμα κρίσιμων προβλημάτων που, ενδεχομένως, δεν είχε αντιμετωπίσει συχνά στο παρελθόν. Και πιστεύω ότι ανταποκρίθηκε επιτυχώς, με ρεαλισμό και σύνεση, όπως επέβαλε η δυσμενής συγκυρία μέσα και έξω από την πατρίδα μας.Κυρίες και Κύριοι Συνάδελφοι, θα ήθελα να ευχαριστήσω θερμά όλα τα μέλη της Ένωσης για την ειλικρινή στήριξή τους προς τη Διοίκησή μας. Να ευχαριστήσω, επίσης τα μέλη του διοικητικού συμβουλίου της Ένωσης, τον καθένα χωριστά, για την ουσιαστική συμβολή τους στην κοινή προσπάθεια, τον διευθυντή της και τους συνεργάτες του που με τις γνώσεις και την αφοσίωσή τους υποστήριξαν σημαντικά το έργο μας.Ακόμη ευχαριστώ τον πρόεδρο και τα μέλη της Ελληνικής Επιτροπής Ναυτιλιακής Συνεργασίας του Λονδίνου για τη στενή και παραγωγική συνεργασία μας, όπως και το Ναυτικό Επιμελητήριο για τον υπεύθυνο και επιστημονικό προβληματισμό του για το παρόν και το μέλλον της ναυτιλίας, καθώς και την HELMEPA για το έργο που επιτελεί στον ευαίσθητο τομέα της προστασίας του θαλασσίου περιβάλλοντος.Δεν μπορώ, όμως, να μην εκφράσω ευχαριστίες από καρδιάς στους συνεργάτες μας, τους έλληνες ναυτικούς, στη διαχρονική προσφορά των οποίων

χρωστά τόσα πολλά η σημερινή μεγάλη ναυτιλία της πατρίδας μας. Και να πω ότι και τον χρόνο που πέρασε, η συνεργασία με τους εκπροσώπους τους, πραγματοποιήθηκε σε κλίμα εμπιστοσύνης και σεβασμού του αμοιβαίου συμφέροντος.Τέλος, ευχαριστώ το ίδρυμα Ευγενίδου που και εφέτος προσφέρει τη θερμή φιλοξενία του στη γενική μας συνέλευση, αλλά και για τη διαχρονική προσφορά του στην ναυτική εκπαίδευση και όχι μόνο. Είμαι βέβαιος ότι ο αγαπητός συνάδελφος Λεωνίδας Δημητριάδης -Ευγενίδης έχει, εκτός από τις δικές μου, και τις ευχαριστίες όλων των παρισταμένων συναδέλφων.

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

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antipiracy

68 Scanjet

Scanjet’s solution to Piracy presented in Athens Piracy off the Somali coast has been a threat to international shipping since the second phase of the Somali Civil War in the early 21st century.Since 2005, many international organizations, including the International Maritime Organization and the World Food Programme, have expressed concern over the rise in acts of piracy. Piracy has contributed to an increase in shipping costs and impeded the delivery of food aid shipments. Ninety percent of the World Food Programme's shipments arrive by sea, and ships into this area now require a vast solution.For this reasons Scanjet Marine & Intramare Hellas organized an antipiracy system presentation, which really help to the protection of ships from piracy act. The system presented on February the 17th 2011 at the Athens Metropolitan Hotel at 18:00 hrs. by Mr. Niklas Falkmer, Vice President of Scanjet Marine and Mr. Bjorn Lundgren, Sales Director of Scanjet Marine. Mr. George Gerassimou, director of Intramare Hellas, welcomed those who participated in the seminar, on behalf of Scanjet Marine and Intramare Hellas.As Mr. Gerassimou told the seminar with the subject Scanjet Marine Protection Systems gave the chance to communicate on a very important issue such as piracy. Intramare has the pleasure to represent Scanjet Marine for the last 15 years, a cooperation which is awarded with high acceptance from the majority of Greek shipping companies, especially in the new building activities. Intramare Hellas is a leading marine sales and naval architect organization representing exclusively a number of marine equipment makers, world wide known for the advanced technology and the quality of

the products they manufacture. The head office is based in Piraeus maintaining also a branch office in Limasol, Cyprus. According to Mr. Niklas Falkmer, Vice President of Scanjet Marine and Mr. Bjorn Lundgren, Sales Director of Scanjet Marine, the current situation and the solution to the problem of piracy has as follows:

THE SITUATION“The oceans have always been our main channel for shipping goods between countries. For as long as we have been trading by sea, pirates and piracy has always been a problem, a problem that still ex-ists today. Many pirate attacks are often carried out within 15 minutes and even if there is Navy nearby, it is often impossible to make it in time.As one of the worlds leading manufacturer of tank cleaning equipment Scanjet has over the years established a strong bond with our marine custom-ers. We have listened to their wishes and demands and built our equipment to suit.We have been using water jet technology to clean some of the toughest tanks in the harshest environments for decades, so when we were approached to see if we could adapt our existing technology to be used in the line of defence against the modern day pirate, we were more than prepared to accept the challenge”.

THE SOLUTION“In line with IMO recommendations, MSC. 1/Circ. 1334, Scanjet has produced an all new water can-non defence system, a system that will protect all types of ships, their crew and cargo.How have we done this? Simple, by looking at exist-ing water cannon technology used by police forces

and armies around the world, and then taken an in-depth look at our own tank cleaning jet nozzles and merged the two concepts in to a modern, effective and cost efficient pirate defensive system. We call this the Scanjet Marine Protection System - MPS.In the past water cannon systems performance has been restricted to the size of the water tank behind the cannon, but as an ocean going vessel, lack of water is not an issue for concern. With this problem eliminated the water cannon system can now fully live up to its true potential and keep you safe”.

KEY FEATURES * Protects your crew and ship

* Non provocative, non lethal anti-piracy jet

* Proven system to about 80 vessels

* No need for manual operation

* Easy mounting without hot work

* Individually adjusted machine length and horizontal position

* Easy removable after use

* Adjustable rotating speed

* 180 degrees optimized downward operation

* Can be combined with barbed wire

* Ideal for sunken deck protection

* Class approval services

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

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

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

exclusive

Key Features Anti-Pirate water cannon

Marine Protection System - MPS

Phone: + 46 31 338 7530E-mail: [email protected]: www.scanjet.se

• Protects your crew and ship

• Visable, non provocative, non lethal anti-piracy jet

• Proven system to more than 80 vessels

• No need for manual operation

• Easy mounting without hot work

• Individually adjusted machine length and horizontal position

• Easy removable after use

• Adjustable rotating speed

• 180o optimised downward operation

• Can be combined with barbed wire

• Ideal for sunken deck protection

• Class approval services

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

classnews

70

ABS Releases Guide for Offshore Wind Turbine Installations Classification society ABS announces the release of a Guide for Building and Classing Offshore Wind Turbine Installations, the first Guide to address design considerations for the bottom founded support structure of an offshore wind turbine situated in tropical storm prone areas on the US Outer Continental Shelf (OCS) such as the Gulf of Mexico and East Coast. Guides developed to date have been primarily based on experience from Euro-pean coastal waters. However, ABS’ Guide is the first to specifically consider the conditions these structures may encounter in tropical storm prone waters. The Guide takes into account the well-established International Electrotechnical Com-mission (IEC) 61400 series of standards for wind turbines, the American Petro-leum Institute’s Recommended Practice for Planning, Designing and Constructing Fixed Offshore Platforms (API RP 2A), ABS’ offshore Rules and Guides and the unique environmental conditions on the US OCS. “The direct application of design criteria in existing standards, such as IEC 61400-3, is not sufficient for the offshore wind turbines in US waters,” explains ABS Managing Principal Engineer, Qing Yu and the Guide’s principal author. “We incorporate additional requirements based on calibration studies that use regional and site-specific conditions of US waters,” he adds. The Guide incorporates refinements to the design environmental conditions and design load cases required by IEC 61400-3 to account for the effects of tropical hurricane conditions. Yu points out the principle of site-specific design are more directly addressed in the definition of the design load cases. “Omni-directional wind conditions are required for the design load case in the event an offshore wind turbine loses its connection to the electrical power grid during a tropical hurricane.”

The US Coast Guard (USCG) has granted ABS the authority to issue Cer-tificates of Fitness (COF) on the USCG’s behalf to US-flagged offshore sup-ply vessels (OSVs) that transport or handle limited amounts of hazardous and noxious liquid substances (NLS) outside of US jurisdictional waters. ABS is the first classification society to be granted this authority from the USCG. Under this authority, ABS is authorized to issue the COF based upon the relevant conditions set forth in IMO Resolution A.673(16), as amended. Additionally, ABS will review OSVs against the requirements stipulated in MARPOL 73/78 Annex II, USCG 46 CFR 8.130, USCG Policy Letter 09-01, as revised and the US Supplement to ABS Rules. Existing OSVs (keels laid prior to 20 February 2010) which carry limited amounts of hazardous and NLS in bulk outside of US jurisdictional waters will be required to obtain the COF on or just following their first annual inspection carried out in 2011.

US Coast Guard Extends ABS Recognized Authority

ABS and the China Classification Society (CCS) strengthened their col-laborative efforts by entering into a new Cooperation Agreement. While the agreement is comprehensive, the offshore industry will be a priority area of focus for the two leading classification societies. CCS and ABS will expand their collaboration efforts in numerous other areas including research and development and software development relat-ing to large and technologically-advanced ships. The societies will continue to host training and industry seminars in areas of mutual interest including deepwater activities.In addition to enhancing its cooperation with CCS, ABS increased its focus on overall operations in China by establishing the ABS Greater China Op-erating Division. The division has more than 500 employees operating from more than 30 offices across mainland China, Hong Kong and Taiwan.

ABS & CCS Agreement Focuses on Offshore

Inspectorate is now a Bureau Veritas Group CompanyBureau Veritas completed the acquisition of Inspectorate last September. An agreement was signed by Bureau Veritas and Inspicio regarding this acquisition for £450 million.The acquisition of Inspectorate is a major step forward for Bureau Veritas in its global leadership strategy,making it one of the world leaders in commodities inspection and testing.Inspectorate is one of the world’s leading inspection and testing organiza-tions. Its independent inspection and testing services are delivered at key trading locations across the world. Inspectorate has more than 7,000 experienced members of staff, including a large variety of scientists and engineers. Inspectorate is present in 60 countries and its activities are organized into three main market segments in which the company enjoys leading global positions: oil and petrochemicals, metals and minerals, and agricultural products.Well know in Greece for its strong presence in the ship classification business, Bureau Veritas is the world's second largest group in conformity assessment and certification services. Created in 1828, the group has now more than 47,000 employees in 1,000 offices and 330 laboratories located in 140 countries.BV and Inspectorate are now providing a large range of specialized ser-vices to the maritime sector in the field of bunker & lubricants testing and ships tanks calibration.

The first certificate of maritime labour compliance as foreseen by mlc 2006 was awarded on behalf of the marshall islands maritime administration by bureau veritas piraeus to MV CHRISTINE (IMO no: 9564097), and handed over on 23/12/2010 to maryville maritime inc. dpa mr. S. Criticos, by mlc inspector mr. J. Couyou, in the presence of mr. G. Dovles from total quality consultants (tqc), mr. V. Dimitropoulos, head of ISM/ISPS department, mrs. P. Palaiologou, deputy of marine center and the BV chief executive marine for Greece and cyprus, mr. L.A. Chahalis.in this context it should be stressed that this is the first permanent statutory certificate of this kind issued in greece by a recognized organization author-ized by a state party to the aforesaid ilo convention.

MV Christine awarded the 1st MLC certificate

From left: Mr. V. Dimitropoulos, Mr. G. Dovles, Mr. S. Criticos, Mr. L. A. Chahalis and Mrs. P. Palaiologou

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

DNVPS charts 30 years of bunker testing

ABS participated in a recent keel laying ceremony of nine vessels and the launching ceremony of one vessel at Zamil Offshore Services Co, Ltd. (ZOSCO) Shipyard. All ten vessels are ABS-classed. The nine new construction vessels will be built for the Saudi Sea Ports Authority, three for Dammam Port and six for Ras Al-Zour Port. Built for Zamil Offshore Services Co., the Zamil 63 is the largest AHTS vessel built to date in Saudi Arabia. The ves-sel will join a company fleet on long-term contract charter operating at different Saudi Aramaco sites.

Saudi Arabia Builds Largest AHTS Vessel

The ABS-classed EXL jackup design, the third of four newbuild EXL rigs for Rowan, has been delivered. The Rowan EXL-III is slated for a project in the GOM. The design is an enhancement of the LeTourneau Super 116 E model and the jackup is capable of operating in water depths of 350 feet or more and drilling to a depth of 40,000 feet. ABS personnel attended the christening ceremony for the rig at Keppel AmFELS yard in Brownsville, TX. The fourth newbuild is scheduled for delivery in early 2012.

Third EXL Jackup Design Delivered

Feederlines B.V. implement GL’s fleet manage-ment softwareOnboard of 48 ships of Dutch shipping com-pany Feederlines B.V., GL Maritime Software’s fleet management software GL ShipManager and GL FleetAnalyzer will be implemented in 2011. Feederlines B.V. has chosen to use the Techni-cal Management, Procurement, Compliance Management and Ship&Voyage Management systems onboard their vessels for better deci-sion support, time and cost reductions, and higher efficiency and transparency across the entire fleet. The software suite improves data and information management, and ensures, via data synchronization, that the same information is available onboard and onshore. The GL FleetAnalyzer combines extracted data from the operational systems to summarized fleet performing reports. Feederlines BV was founded as part of the Hartmann Group in 1995. Picture: GL Maritime Software’s fleet management software will be installed onboard Feederlines vessels (Source: Feederlines BV)

Odebrecht Drillships Built to ABS Class

Two drillships built at Daewoo Shipbuilding and Marine Engineering (DSME) shipyard in Korea to ABS class for Brazil's Odebrecht, the Norbe VIII and Norbe IX, were recently christened. Many of these high specification drillships are rated for ultra deepwater operations in locations approaching water depths of 12,000 feet. ABS classes approximately 51 percent of the drillships operating around the world today.

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

First in Pacific Drilling Series Built at Samsung

The ABS-classed Methane Mickie Harper, a 170,000 m3 liquefied natural gas (LNG) carrier for BG Group built at Samsung Heavy Industries, Co. Ltd., was recently named in a ceremony at the Korean shipyard. This completion marked the fourth and final carrier in the series. All four in this series are dual-fuel diesel electric (DFDE) propelled and use the membrane GTT Mark III cargo containment system. The first vessel in the series, the Methane Julia Louise was delivered in early 2010. The Methane Becki Anne, the Methane Patricia Camila and the Methane Mickie Harper subsequently followed and were delivered late last year.To date, ABS has classed a total of 11 carriers for BG Group. At the end of 2010, ABS had 32 percent share of the world's gas carrier orderbook. To learn more about ABS' services related to LNG carriers, visit the Energy Assets section of the website.

BG’s LNG Carrier Series Complete

NORSAFE WATERCRAFT HELLASThiva,Greece, Tel: +30-22620-22441, Fax: +30-22620-29075, [email protected] www.norsafe.com

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Sales agent: INTRA MARE HELLASPiraeus,Greece, Tel: +30-210-4293843, Fax: +30-210-4293845, [email protected]

classnews

76

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

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

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

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

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

20/20/20 Vision: Seeing the Offshore Wind Challenges and Opportunities Clearly

Strong Demand for Offshore Service

Vessels Strong Demand for Offshore Service Vessels Sig-nals Growing Market GL also introduces a regional Technology Center for the U.S. Gulf Coast Offshore service vessels (OSV) are becoming larger, more specialized and technically sophisticated as a result of the rising demand for more complex deepwater field developments, including the Gulf of Mexico. Currently, there are some 2,500 OSV worldwide, with a steady growth projected from now through2020. All this has led to an expanded definition of OSV which refers to "not only traditional supply boats, but also anchor handling tug/supplyships, well stimulation ships, and standby ships" and even those "built to carry hazardous and noxious substances, to fight fires, or to occasion-ally recover oil," explains Stephen Gumpel, Area Manager North and Central America at GL.At the Annual Workboat Show in New Orleans, Germanischer Lloyd showcased its services beyond traditional classification to provide the maritime,oil & gas and renewables industry with innovative ways to grow, globally and locally. GL also is intro-ducing its new Technology Center in Houston, TX, which bring GL's worldwide technological expertise to the US Gulf Coast.

The naming ceremony for the ABS-classed drillships Ocean Rig Corcovao and Ocean Rig Olympia was held at Korea’s Samsung Heavy Industries, Co. Ltd. The DPS-3 drillships are capable of dual drilling activity in water depths of up to 10,000 feet and can accommodate about 200 personnel. The units feature six azimuth thrusters, four knuckle boom cranes and a dual activity 1,000 MT derrick.There are a total of four deepwater drillships in the series, all of which will be built to ABS class at the Samsung yard. The other two will be delivered in late 2011. The drillships will be operated by Ocean Rig, a Norwegian-based company.Eleven ABS-classed drillships have been delivered at the Samsung yard since West Capella in 2008.

Naming Ceremony of Deepwater Drillships Conducted

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

ακροθαλάσσια

Η MedCruise ανακοινώνει την υποστήριξη της στο Posidonia Sea Tourism Forum

Η Ελλάδα, η Ανατολική Μεσόγειος και η Μαύρη Θάλασσα μπορούν να καρπωθούν τα οφέλη της ραγδαίας ανάπτυξης της Ευρωπαϊκής κρουαζιέρας, με την προϋπόθεση ότι θα προχωρήσουν σε νέες επενδύσεις για την αναβάθμιση των υποδομών υφιστάμενων λιμανιών κρουαζιέρας και στην δημιουργία νέων περιφερειακών λιμανιών, σύμφωνα με τον Πρόεδρο της Ευρωπαϊκής Ένωσης Λιμανιών Κρουαζιέρας MedCruise κύριο Giovanni Spadoni.Με αφορμή την ανακοίνωση της MedCruise ότι θέτει το Posidonia Sea Tourism Forum υπό την αιγίδα της εντάσσοντάς το παράλληλα στην επίσημη λίστα εκδηλώσεων της, ο κύριος Spadoni τόνισε ότι πρόκειται για μια σημαντική πρωτοβουλία για την ανάπτυξη της βιομηχανίας κρουαζιέρας στην Ελλάδα και την ευρύτερη περιοχή, ενώ επεσήμανε ότι μια τέτοια προσπάθεια οφείλει να συνοδευτεί από ένα σημαντικό πρόγραμμα επενδύσεων για την αναβάθμιση των λιμενικών υποδομών, σύμφωνο με τις επιμέρους ανάγκες και τα ιδιαίτερα χαρακτηριστικά κάθε προορισμού.«Μικροί προορισμοί, όπως τα ελληνικά νησιά, πρέπει να βρουν την σωστή ισορροπία μεταξύ της ανάγκης για ανάπτυξη σύγχρονων λιμενικών υποδομών,

ικανές να δεχτούν την νέα γενιά κρουαζιερόπλοιων, και της διαφύλαξης του χαρακτήρα και φυσικού τους πλούτου, που καθορίζουν και την αξία τους ως τουριστικού προϊόντος. Σε κάθε περίπτωση πρέπει να είναι κατανοητές οι επιθυμίες του επισκέπτη, ώστε οι λιμενικές υποδομές να λειτουργήσουν υποστηρικτικά στην εκφρασμένη επιθυμία των πελατών της βιομηχανίας κρουαζιέρας να επισκεφτούν συγκεκριμένους προορισμούς.»«Το ύψος της επένδυσης δεν πρέπει να καθορίζεται μόνο από την οικονομική απόδοση που θα έχει για το λιμάνι, αλλά με βάση τα συνολικά οφέλη που θα φέρει σε μια τοπική και περιφερειακή οικονομία. Το όφελος για τον προορισμό δεν αποτιμάται μόνο σε πρόσθετα έσοδα για το λιμάνι, αλλά και

στην αυξημένη οικονομική δραστηριότητα που αναπτύσσεται στην αντίστοιχη τοπική οικονομία.» τόνισε ο κύριος Spadoni, που θα παρουσιάσει τα σχέδια της MedCruise για την Ανατολική Μεσόγειο και την Μαύρη Θάλασσα στο Posidonia Sea Tourism Forum. Στα οικονομικά οφέλη από την κρουαζιέρα στοχεύουν και τα ελληνικά λιμάνια και οι αντίστοιχες τοπικές οικονομίες που τα περικλείουν, γεγονός που αντανακλάται στην ραγδαία αύξηση ελληνικών συμμετοχών στη MedCruise, μέλη της οποίας τώρα είναι τα λιμάνια του Βόλου, της Πάτρας, του Ηρακλείου, της Κώ, της Ηγουμενίτσας, της Καβάλας και της Κεφαλονιάς, ενώ σύντομα θα εγκριθεί και η αίτηση του Πειραιά, που επιστρέφει στην MedCruise.

SFAKTIRIAS 17 & PAPASTRATOU 52 PIRAEUSTEL +302104082638 FAX +302104082639emails : [email protected] [email protected] A MEMBER OF WIMA

ORFANIDIS PETROS & CO

WORKSHOP-SHIP REPAIRS-SPARE PARTS

STX OSV AS Selects AVEVAAVEVA (LSE:AVV) one of the world’s leading providers of engineering design and information management solutions to the plant, power and marine industries, announced that STX OSV AS has signed an agreement to purchase the full AVEVA Marine solution suite. This deployment will provide STX OSV AS with a powerful system for integrated Hull and Outfitting design.STX OSV AS, together with its subsidiar-ies, is one of the major global designers and shipbuilders of offshore and special-ised vessels used in the offshore oil and gas exploration and production and oil services industries.Headquartered in Norway and with approximately 9,000 employees, STX OSV operates nine strategically located shipbuilding facilities, including five in Norway, two in Romania, one in Brazil and one in Vietnam. STX identified an important need for distributed engineering and a tighter integration between the separate disciplines of Hull and Outfitting design and selected AVEVA Marine because it was the only solution that could address such demanding requirements.The long-term agreement covers the full AVEVA Marine solution, supporting efficient engineering and design processes from early / basic design, through detailed Hull and Outfitting design, to the creation of manufac-turing data and documents.

80 ακροθαλάσσια

Executives from maritime sector warmly welcomed the first ABB Marine Day which took place at the be-ginning of February. The attendants had the chance to being informed regarding energy efficiency technologies & solutions that can help lower energy losses and reduce environmental footprint.Local division manager of ABB Marine & Turbo-charging in Greece, welcomed the audience and held the opening speech, presenting the urgent need to implement a green policy for a cleaner environment. Among others, some of the key topics that were presented were ABB ´s Shore-to-Ship Power Solution.

ABB Marine Day 2011

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

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

Up taking of electric power production license

MS&D 2011 - international conference andexhibition on maritime security and defense “The main focus of work for the navies has changed in the past years, and that is also reflected in the con-ference themes of MS&D 2011,” explains Ulrich Otto, Rear-Admiral (ret.) and until January 2008 Director of the Naval Bureau of the German Navy. He is Chairman of the Defence Panel at the MS&D international con-ference, which is to be held from 15 to 17 June 2011 at the Hamburg Fair site, concurrently with the MS&D exhibition. The organiser is Hamburg Messe und Congress in cooperation with Mönch Verlag, represented by NAVAL FORCES magazine.The everyday activities of navies today include protection of the shipping routes, intelligence gathering and defence against terrorist activities and piracy, and thus control of the seas even at such distance from home waters. Asymmetrical conflict situations have now moved more into the foreground, compared with conflicts between organised fleets.This shift in activities is also the subject of a number of presentations in the introductory Plenary Session of the conference. Thus Rear-Admiral Axel Schimpf, Inspector of the German Navy since April this year, will speak on current developments and perspectives of maritime security. As is evident from the conference programme, it is no longer possible to draw a precise dividing line between Defence and Security, in view of current threats to international shipping and global trade. That is also the view taken by Lutz Feldt, Rear-Admiral (ret.), who was Inspector of the German Navy until 2006 and is now President of the DMI (German Naval Institute). He is Chairman of the conference and of the Security Panel this year, following his activities as Chairman at MS&D 2009 (like Admiral Otto). “What particularly matters to me is to show the complementary role in practice between the civil and military capa-bilities, as the main focus of the presentations.” He points out the threat from piracy as an example of that. The operations by the navies against pirates in the Gulf of Aden and the whole of the Indian Ocean have produced results, leading to a decrease in the number of successful attacks. And yet the threats and risks for shipping from pirates have not diminished, he adds – “in fact, the danger of influence by terrorists on pirates has increased.”The issue of piracy is also addressed by the Panel Session on Security, by a series of leading experts such as Captain Pottengal Mukundan, Director of the ICC International Maritime Bureau (IMB), a specialist department of the International Chamber of Commerce (ICC), which has been concerned with combating all maritime criminal activities since its foundation in 1981. Eva Strickmann of the Depart-ment of War Studies at King’s College London focuses on the EU and NATO operations against pirates off the coast of Somalia; and the Honourable Abukar Abdi Osman, Defence Minister of the transitional govern-ment of the Republic of Somalia, will include in his presentation an insight into the recruiting practices of pirates in this lucrative field of business.

Διάκριση για την Blue Star Ferries Η Blue Star Ferries, μέλος της Attica Group, βραβεύτηκε στη φετινή διοργάνωση των βραβείων «Ευκράντη», αποσπώντας το βραβείο «Καλύτερης Στρατηγικής Επικοινωνίας», το οποίο σηματοδοτεί τη συνέχεια και τη συνέπεια που διέπει την εταιρεία όσον αφορά στη σταθερότητα και στη διαυγή και ουσιαστική επικοινωνιακή πολιτική της.

Τα βραβεία «Ευκράντη» διοργανώνονται κάθε χρόνο από το περιοδικό «Ναυτικά Χρονικά», σε συνεργασία με την Ένωση Ναυτιλιακών Οικονομολόγων Ελλάδος (ΕΝΟΕ), και αποσκοπούν στην ανάδειξη των πρωταγωνιστών της χρονιάς, οι οποίοι με την πορεία, τις προτάσεις και την προσφορά τους σημάδεψαν το 2010.

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The Swedish company Antiphon AB has introduced a totally new product for structure borne sound damping; antiphon MPM (metal-polymer-metal) foiled, a sheet metal laminate with a thin foil on one side. The core material is two zinc coated sheet steel laminated with an acoustic inner layer to ob-tain the best structure borne sound damping. MPM foiled makes it possible to use laminated sandwich systems in more visible environments and also to choose MPM foiled deliberately as a decoration material where sound damping is wished for. MPM foiled is used when the demands for appearance as well as function are high. Aluminium is also an option as core material.MPM foiled has the same qualities as the traditional MPM and is used to reduce vibrations and structure borne sound without increasing the weight of the construction and at the same time replace already existing materials.

Antiphon AB has intro-duced a totally new product

ακροθαλάσσια

On November 18th SSPA, FKAB, White Smoke and Swedish Marine Technology Forum entered into a joint agreement with the Korean energy giant KOGAS to evaluate the possibilities for developing a Korean system for delivery of LNG to gas-fuelled ships. The order is an acknowledgement of West Sweden as an area with a competent industry clus-ter for developing technologies for and assessing regulatory aspects associated with using LNG as a ship fuel.The project will be carried out from until April 2011 and will form a basis for further development of an LNG supply system in Korea.

Joint agreement with the Korean energy giant KOGAS

MINOAN LINES …ταξιδεύει την Ελλάδα στην Ευρώπη

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

ΑΓΓΕΛΟΣ ΠΛΑΤΗΣ

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Απεβίωσε αιφνιδίως ύστερα από μακρά ασθένεια, ο μεγάλος Έλληνας Εφοπλιστής και πρόεδρος της HELMEPA, Βασίλης Κωνσταντακόπουλος.Ευρύτερα γνωστός για την αγάπη του προς την Ελληνική σημαία, ο καπετάν Βασίλης Κωνσταντακόπουλος προέρχεται από την δεύτερη γενιά των αυτοδημιούργητων Ελλήνων εφοπλιστών, και είχε δημιουργήσει μεγάλο στόλο πλοίων containers που τον έκαναν παγκοσμίως γνωστό δια της συνεργασίας του με μεγάλους θαλασσίους μεταφορείς μεταξύ των οποίων η κρατική Κινεζική εταιρία COSCO.Ο καπετάν Βασίλης προερχόμενος από τις τάξεις των πλοιάρχων Ε.Ν ήταν ιδιαίτερα αγαπητός μεταξύ των ναυτικών συνδικαλιστών και των ναυτεργατών, λόγω της εμμονής του στη χρησιμοποίηση ελληνικών πληρωμάτων για την επάνδρωση των πλοίων του, τους οποίους θεωρούσε ως τους καλύτερους του κόσμου.Η ναυτιλιακή εταιρία του, COSTAMARE έγινε διεθνώς γνωστή, και υπολογίσιμη από τους παγκόσμιους ναυτιλιακούς μεταφορείς, καθώς διαθέτει στόλο εκ 44 πλοίων containers των περισσοτέρων μικρής ηλικίας συνολικής μεταφορικής ικανότητας 220,604 TEU.Πνεύμα ανήσυχο και δημιουργικό ο καπετάν Βασίλης είχε στραφεί και προς άλλες χερσαίες επενδύσεις, μεγαλύτερη των οποίων είναι το γιγαντιαίο τουριστικό

συγκρότημα της Μεσσηνίας, Costa Navarino, συνολικής επένδυσης 550,000,000 ευρώ, εκ των μεγαλυτέρων της Ευρώπης, που τελεί υπό της διαχείριση της εταιρία ΤΕΜΕΣ.Ελληνοκεντρικός και Ελληνολάτρης, ο καπετάν Βασίλης σε όλη την διάρκεια της ζωής τους πρόβαλε παγκοσμίως το ελληνικό στοιχείο και τον ελληνικό πολιτισμό συνδεόμενος ιδιαίτερα με την ελληνική ομογένεια της Αμερικής.Πολλές φορές ο εκλιπών εφοπλιστής μετείχε σε διεθνείς δημοπρασίες όπου εξεποιούντο έργα τέχνης, ή αντικείμενα συνδεόμενα με την ιστορία του Ελληνικού έθνους και πλειοδοτούσε – εν απουσία του ελληνικού – κράτους – προκειμένου να μην περιέλθουν σε τουρκικά ή άλλα ανθελληνικά χέρια και καταστραφούν.Ο καπετάν Βασίλης ζούσε αθορύβως και δεν έδινε προσωπικές συνεντεύξεις, αλλά εργαζόταν δυναμικά για την προάσπιση των εθνικών συμφερόντων σε όλους τους τομείς.Το περιοδικό ΝΑΥΣ εκφράζει τα βαθύτατα συλλυπητήρια στην οικογένεια του καπετάν Βασίλη Κωνσταντακόπουλου.

Απεβίωσε ο μεγάλος Έλληνας Εφοπλιστής καπετάν Βασίλης Κωσταντακόπουλος

ακροθαλάσσια

Ένα ακόμη mothership γ΄ γενιάς το “MSC BETTINA”, μήκους 366m και πλάτους 52m προσέγγισε τoν Προβλήτα Ι του Σταθμού Εμπορευματοκιβωτίων (Σ.ΕΜΠΟ) της Ο.Λ.Π. A.E. με σύνολο κινήσεων 1950 Container.To πλοίο “BETTINA” της MSC το οποίο είναι κατασκευής 2010, χωρητικότητας 14.000 TEUS και το μεγαλύτερο που έχει εξυπηρετηθεί ποτέ στον Πειραιά, επισκέφτηκε ο Γενικός Διευθυντής του Ο.Λ.Π. κ. Παναγιώτης Πετρουλής και επισήμανε τις δυνατότητες εξυπηρέτησης στο νέο Σταθμό Εμπορευματοκιβωτίων με το σύγχρονο εξοπλισμό που διαθέτει καθώς και το έμπειρο προσωπικό του.

To MSC BETTINA στο λιμάνι του Πειραιά

SHARING KNOWLEDGEAND EXPERIENCE

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TED PETROPOULOSQUO VADIS

NAVICULARIE

S. HIRDARISTHE LLOYD’S REGISTER STRATEGIC RESEARCH INITIATIVES IN GREECE

K. VASILEIADISGL: MODEL

CALCULATIONS DRIVE PROFITABILITY

N. KAKALIS DNV RESEARCH &

INNOVATION - GREECEMEGATUGSS A L V A G E & T O W A G E

dedicated and committed to our

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

Megalohari Hellenic Tugboats is

a Piraeus based maritime company

established in 1978. It has been

widely recognized as one of the

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Our fleet consists of various types

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est 1978

PIRAEUS HEAD OFFICE113, FILONOS STR.18535 PIRAEUS - GREECE

TEL.: +30 210 4522131 (24 HOURS RESPONSE)FAX: +30 210 4180176E-mail: [email protected] site: www.megatugs.gr

THESSALONIKI OFFICE42, 26TH OCTOVRIOY STR.54627 THESSALONIKI - GREECE

TEL.: +30 2310 256380 (24 HOURS RESPONSE)FAX: +30 2310 256381E-mail: [email protected] site: www.megatugs.gr

BIMCO MEMBERS R.N.: 129547 ISM CERTIFIED

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