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SPECIAL ISSUE DEDICATED TO THE
PROTECTION OF THE MARINE ENVIRONMENT
TED PETROPOULOSSEEKING SHIP FINANCE?
THINK AGAIN
LLOYDS REGISTERCELEBRATING 250 YEARS OF SERVICE
www . n a f s g r e e n . g r
Anas tas ios H i l i os (s ince 1988)Qua l i ty i s our f i r s t p r io r i ty
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www.ahilios.gr
Naytiliaka_210x290_eng.indd 1 27/04/2010 17:42
06 36 82
08 40 84
10 42 86
12 44 88
18 45 94
Mirror
Tsavliris Salvage GroupContribution to the environment
Green Pages
ABB S.AFirst A100L Series Turbocharges
Lloyds RegisterCelebrating 250 years of service
Ted Petropoulos MD, Petrofin S.ASEEKING SHIP FINANCE?THINK AGAIN
Environmental Protection EngineeringTriton EVO
Konstantinos SiozosGLs environmental Strategy
Alfa LavalPureBallastBalast water treatment system
InnospecUse of fuel additives to assist slow steaming
Green Pages
HempelOlympic Champion painted with HEMPASIL X3
Events
www.nafsgreen.gr
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18 8684
20 46 98Dimitris VranopoulosINTERNATIONAL SHIPYARDS
Anastasios HiliosCOVER STORY
Green Pages
22 58 100George CaramanosMARINE INSURANCE
RinaLaunched Green Plus
A
, & , 2010, , 75 12, , 17343, : 2104286606, fax: 2104286610, e-mail: [email protected], www.nafsgreen.gr
: , - : . , : . : . 30 . USD 70. NAFS, SSN 1107-3179.
, , , , , , - . .
24 60 104
30 62 110
32 78 124
34 80 141
DNV:Abatement potential towards 2030
Kimi S.ARebuilding of piston crowns
P&P Marine Consultants
HELMEPA
Green Pages Ports
PanasiaGlo-En - Patrol Ballast water system
Lloyds ReristerEmissions and ballast water legislation
Shipping
Francois TeissierWhy are dollars called greenbacks?
A
We are committed to trying to prevent as much as possible the economic damages, limiting the impact of the potentially devastating smear
6
www.nafsgreen.gr
by Nikos K. Doukas
Mirror
Barack ObamaPresident of the United States of America
Why?
We are in a period of time where the turtles arrive on the coast and can be poisoned by eating fish contaminated by oilMobi SolangeM.D, Marine Institute, Gulfport
The catastrophic explosion on a BP offshore drilling rig in the Gulf of Mexico
If it cannot be sealed, Deepwater Horizon might eventually exceed the Exxon Valdez catastrophe. And its happening in the heart of the most productive marine fishery in the United States.Carl Pope former chairman of the Sierra Club
Gov.Arnold Schwarzenegger said he no longer supports offshore oil drilling.
photos by http://www.huffingtonpost.com
Fishermen Rob Lewis unloads crab traps after having to dump his catch in Shell Beach, Louisiana, on May 5.
If I have a choice to make up $100 million and what I see in Gulf of Mexico, Id rather find a way to make up that $100 million.Arnold SchwarzeneggerGovernor, California
Read more: http://www.nydailynews.com/
photos by http://www.huffingtonpost.com
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Ted Petropoulos, MD
Petrofin S.Afinancial focus
Seeking Ship Finance?
Think again
Owners, who have contracted newbuilding related ship finance, are praising themselves for having acted so prudently. According to the latest Petrofin Bank Research , there is a total of approx. $10.5bn in committed but undrawn ship finance facilities for Greek shipping related to newbuildings. Although owners should have been feeling protected by such committed loan facilities, they are instead having sleepless nights. The reason is that the ship finance market has changed and is now a bankers market. Consequently, as will be analysed later in this article, banks are trying to seek and take advantage of each and every opportunity to re-negotiate the loan terms.
Banks, able to lend now to clients with high margins (in excess of 3% and with high fees), resent being locked into low yielding loans. In many cases, the banks also have high funding costs. The result is that banks often end up losing money on these loans, something which they seek to redress.Loan agreements contain numerous clauses. Often, these are determined at the sole discretion of the bank. There are also many rather loosely defined clauses about adverse financial changes affecting the borrowers and / or the guarantors, which are again determined by the bank. Conceivably, the recent economic recession and banking crisis could be interpreted as having triggered such clauses. However, more importantly, the key determinant is the value of the underlying asset, in relation to the facility amount. As vessel values plummeted, the value of newbuild-ings fell substantially below their contract price. Of course, what matters most is the value of the vessel at delivery. However, banks could not be blamed for being concerned about the fallen values, especially, as they are often called to finance the pre-delivery installments.The answer often involves either a) non draw down of the pre-delivery installments and / or b) reducing the overall amount of finance and / or c) asking for additional security. Moreover, should the client have other loans, which may have triggered their asset cover covenants, a decision to continue with the newbuilding finance becomes a wider matter of re-negotiation between banks and their clients, taking into account the whole fleet mortgaged to the bank.Once a client has a need to obtain the banks consent to waive a breach of a term of a loan agreement,
negotiations begin.Banks point out to the terms of the loan agreement, giving them the right to call the loan in default. Own-ers challenge this approach by claiming that banks are seeking to take advantage of their position to obtain unfair and punitive increases in loan margins. They argue hardest when they have managed to keep the loan serviced both in terms of interest and principal.Banks have a duty of care towards their clients and a need to be consistent and non discriminatory. As there has not been a legal decision given the absence of a legal dispute, what arguments shall prevail will remain a matter of conjecture. Banks are also aware that in cases of technical breaches, when loans are being serviced properly, their position weakens.After all, liquidating collateral is a banks last resort and a reduction of the loan, as per the loan agreement, provides a safety net around the loan. Hence, a re-duced need to turn a performing loan into a workout.Banks are also aware of their reputation and how this might be affected if they adopt a harsh and legalistic strategy to prise monies from hard pressed but per-forming clients.The main reason that such cases do not reach the courts is that, in the end, both the bank and the client invariably agree on a compromise.I should hasten to add that during the recent banking economic shipping crisis, most banks adopted a commercial and fair approach to addressing technical defaults. Some banks though, especially those with problems of their own, have adopted an aggressive approach, which has estranged their relationships with their clients.For those clients able to avoid a technical default, they would continue to enjoy low margins and good terms, which are very favourable when compared with other owners seeking fresh finance today.Let us now move to owners who are seeking fresh finance in these troubled times. Presumably, this fi-nance would be sought to purchase a vessel and enjoy current relatively low ship values. It might involve either a second hand vessel or a newbuilding.The first thing that loan aspirants will discover is the lack of appetite by commercial banks, including their own well-trusted and long-term bankers. In most cases, banks are wary of the economic backdrop, as well as the prospects of shipping and are not seeking to expand at this point of time. In addition, a number of banks have severe problems of their own, depriving them of the necessary liquidity / ability to provide new
loans.There are, of course, some banks that are still open for business. However, these banks are aware that they hold a rare asset (i.e. ability to provide a loan) and they have become very selective. Many banks also do not lend outside their client base.Consequently, banks tend to seek to maximize their margins and fees as much as the clients and / or the project can bear. This raises the cost of capital to own-ers to considerably higher levels than those prevailing up to 2 years ago. The high cost of finance and more importantly its scarcity, tends to sway owners away from new purchases / orders.For those committed to bear the higher costs, it should be pointed out that the percentage of finance available is often only approximately 50% - 55% of the real value of the vessels, In addition, the vessels must be young and in a shipping sector, which finds favour with the bank. The clients financial strength and liquidity must also be supportive of this expansion.Lastly, the legal clauses within the loan agreement, in-cluding financial covenants and events of default would be expected to be very strict. Once again, the banks are less willing to discuss these terms, knowing that these are many potential deals round the corner.The fairness of loan documentation concluded under prevailing market conditions will only be discovered later in the shipping cycle and especially if the shipping market shall weaken.To conclude, therefore, ship finance has become an obstacle race. To succeed, owners must be determined and try to obtain terms from all available sources. Armed with patience and offering full trans-parency, as well as, willingness to be flexible and adjust the required finance, should enhance owners chances.Under no circumstances should owners be swayed by investment considerations to contract vessel purchases without committed finance. Indeed, lately, a number of sale and purchase transactions have failed, due to buyers inability to obtain finance.For banks, the current difficult times do provide an opportunity to build up quality business with targeted clients on excellent terms. Moreover, how clients are treated will affect the banks reputation in ship finance for many years to come.Just like shipping, ship finance is a cyclical business and the balance between banks and their clients is an ever-changing one. Steering the vessel smoothly and clear of rocks with good communication should work both for existing, as well as, new ship finance.
GL your
competitive edge
Delivering more miles for your fleet
More miles through efficient ship management GL ShipManager
More miles between repairs through 3-D hull modelling GL HullManager
More miles per fuel-tonne through optimised trim ECO-Assistant
www.gl-group.com/more-miles
Germanischer Lloyd Hellas Survey E.P.E. 85, Akti Miaouli 185 38 Piraeus, GreecePhone: +30 210 4290373 [email protected]
12
www.nafsgreen.gr
TECHNICAL ASPECTSJUNE 2010 ALFA LAVAL
PureBallastBalast water
treatment system
ApplicationWhen ships take on ballast, they take on more than
water. Microscopic organisms, eggs, cysts and even
the planktonic larvae of larger organisms are small
enough to pass through the intakes and pumps.
If these organisms survive transport to other parts of
the globe, their impact can be devastating. In seas
that are weakened by overfishing and pollution, non-
native species can reproduce quickly and deprive local
species of food and living space. Such invasions can
jeopardize local economies and even human health,
and their effects are usually irreversible.
IMO has identified the introduction of species via bal-
last water as one of the four greatest threats to the
worlds oceans. In 2004, the organization adopted the
International Convention for the Control and Manage-
ment of Ships Ballast Water and Sediments, which
will phase in requirements for ballast water treatment
over the coming years.
PureBallast from Alfa LavalPureBallast is an easy-to-use ballast water treatment
system that meets the new IMO requirements. Unlike
many proposed systems, which rely on chemicals or
are too large to implement in real life, PureBallast in-
volves no environmental or operational compromises.
Using a unique, chemical-free technology, PureBallast
produces radicals that neutralize organisms in ballast
water. The process is effective, automated and self-
contained, as well as harmless to the ballast tanks
and crew. PureBallast is the first ballast water treat-
ment system without chemicals to have received full
Ballast Water Type Approval, having consistently
demonstrated the necessary biological efficiency in
land-based and onboard trials.
Since PureBallast is also remarkably compact, it can
be installed even in cramped engine room conditions
or in areas that are otherwise difficult to utilize. By
combining spacesaving design, chemical-free technol-
ogy and full automation, PureBallast is the clear
choice for both installation and operation.
Features an fits IMO compliance
PureBallast is an IMO-compliant system, having
completed all of the necessary approval stages and
received full Ballast Water Type Approval. These
stages comprise land-based and onboard tests, as
well as the two stages of Active Substance Approval.
Green operation
PureBallast meets the requirements of IMO legislation
without the addition or generation of chemicals, and
without the creation of residuals. PureBallast was the
first system to complete both stages of the Active
Substance Approval process, thus proving that Pure-
Ballast poses no risk to the environment, the vessel
or the crew.
Compact installation
PureBallast is a modular system that allows compact
and flexible installation. By fitting between existing
pipes and utilizing the ballast pumps that are already
installed, it can be adapted to the conditions that
already exist on board. A single system can handle
capacities from 250 m3/h to 2500 m3/h, and ships
with larger requirements can be fit with duplicate
systems.
Full integration
PureBallast is completely integrated with the ships
ballast water system and does not interfere with
existing ballast operations. No additional time is
required for ballasting or deballasting, no route
changes are needed, and there is no extra holding
time in the tanks.
Easy, automated operation
PureBallast is fully automated and easy to operate.
The system starts and stops at the push of a button,
continuously monitors the ballast water flow and can
be operated via local or remote control. There are no
chemicals to be stocked or handled by the crew.
Minimal maintenance
PureBallast is chemical-free and has no moving parts,
which means there are few consumables and no
service hazards.
Maintenance is minimized by a built-in automatic
cleaning system, which ensures maximum perfor-
mance at all times. These features also contribute to
a low lifecycle cost.
Global support from a leading supplier
PureBallast comes with the backing of a truly global
supplier. Alfa Laval has a century of experience in
serving the marine industry, as well as a worldwide
network of harbour support. Technical support,
onboard service and genuine spare parts can all be
obtained at short notice.
IMO approvalPureBallast has received full Ballast Water Type Ap-
proval in accordance with the procedures established
in IMOs International Convention for the Control and
Management of Ships Ballast Water and Sediments.
These procedures are summarized to the right.
Active Substance Approval (G9)
Active Substance Approval shows that a ballast water
treatment system has no negative impact on the
treated water, the vessel itself or the vessels crew.
Both a basic and a final approval are given.
PureBallast was the first treatment system to receive
Active Substance Final Approval.
13
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TECHNICAL ASPECTSJUNE 2010
Approval of biological performance (G8)
A ballast water treatment systems ability to meet
IMOs biological efficiency standards is established
in a two-phase testing programme. The first phase
is conducted on land, while the second phase is
conducted at sea under real-life operating conditions.
Both of these phases are conducted at full scale.
Land-based tests
PureBallast successfully completed land-based tests
that involved challenging conditions with extreme mi-
croorganism levels and water of varying salinity and
turbidity. Samples were taken and evaluated directly
after treatment, but also after five days of storage
in order to ensure that there was no regrowth of
microorganisms. The system was tested at a scale of
250 m3/h.
Onboard tests
PureBallast received full Ballast Water Type Approval
after completing six months of testing at sea, during
which its biological efficiency was demonstrated
under actual operating conditions. The tests were
conducted aboard an ocean-going car carrier vessel
with a ballast water treatment capacity of 1000 m/h.
System components Filter
A 50 m filter is used during ballasting operations
(During deballasting, the filter is bypassed.) This not
only blocks the intake of larger organisms, but also
reduces the amount of sediment in the ballast water
tanks. The filter is cleaned via automatic backflush-
ing, which requires a system pressure of 2 bar
between the outlet and the backflush discharge line.
Only a small part of the system flow is used for back-
flushing, whereas the majority of the water continues
through the ballast water system.
Wallenius AOT unit(s)
Depending on the system flow rate, one or more
Wallenius AOT units comprise the active stage of
PureBallast treatment, in which generated radicals
neutralize microorganisms and other organic matter.
Flow rates of 250-2500 m3/h can be achieved, with
individual AOT units handling a flow of 250
m3/h. The AOT units can be placed in a number
of configurations, including the linear configuration
shown above.
CIP unit
Performance is safeguarded by an automatic
Cleaning-in- Place (CIP) system, which circulates a
cleaning solution to prevent seawater scaling within
the AOT units. This solution is non-toxic and 100%
biodegradable, which means it can be discharged
overboard without safety or environmental pre
cautions. The cleaning cycle, which takes 15 minutes
per AOT unit, occurs automatically after each ballast-
ing or deballasting operation.
Flow meter
A flow meter ensures that the PureBallast system
does not exceed its certified flow rate. The meter also
provides the main control system with valuable data
regarding the amount of ballast that has been taken
in or discharged.
Sampling points
In accordance with IMO guidelines, sampling points
are installed both before and after the PureBallast
system. This allows for the removal of water and the
evaluation of its quality.
Valves
A PureBallast system incorporates five main valves,
which are supplied according to the dimensions of the
connected pipework. In addition to one valve at the
system inlet and one at the system outlet, there is a
valve for bypassing the filter, a valve for bypassing
the whole system, and a valve for controlling
the system pressure over the filter (a Counter
Pressure Valve, or CPV). The CPV automatically
safeguards the system pressure between the outlet
and the filters backflush discharge line, ensuring a
pressure difference of at least 2 bars.
Operating principleDesigned for start-and-forget operation, PureBallast
is chemical-free, fully automated and possible to start
or stop at the push of a button. A flow meter moni-
tors the process flow to ensure that the certified
rate is not exceeded. Because PureBallast is fully
integrated with the ships ballast water system and
does not depend on chemical reactions, it creates no
delays during ballasting and deballasting. Its operat-
ing sequence is summarized below.
Ballasting
In preparation for ballasting, the lamps of the Wal-
lenius AOT units undergo a four-minute initialization
process, during which they are cooled by a flow of
seawater. During actual ballasting, fresh water is used
to cool the systems electronic components.
When ballasting begins, the incoming ballast water
first passes through the filter, which removes organ-
isms and particles larger than 50 m. The water then
continuous through the Wallenius AOT units, which
treat the water to IMO-established limits before it
enters the ballast water tanks.
Once ballasting is complete, the AOT units are
cleaned via an automated Cleaning-in-Place (CIP)
cycle, which takes around 15 minutes per unit. This
cycle can be automatically initiated directly after bal-
lasting, or manually initiated from the control system
within 30 hours. The AOT units are automatically
rinsed with fresh water before the CIP cycle begins
and filled with fresh water upon its completion.
The filter is also rinsed with fresh water once ballast-
ing is completed.
Deballasting
The deballasting process is essentially the same as
the ballasting process. However, the filter is bypassed
during deballasting since the water has already been
filtered. After leaving the ballast water tanks, the out-
going ballast water passes through the AOT units to
eliminate any regrowth of microorganisms that may
have occurred in transit. Having thus been treated to
the limits set by IMO, it is then discharged into the
receiving water at the deballasting site.
The same start-up and shut-down sequence is em-
ployed during both ballasting and deballasting
System LayoutPureBallast is remarkable in its compactness
14
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TECHNICAL ASPECTSJUNE 2010
and simplicity. The systems modular equipment fits
easily into the engine room, thanks to a blockcompo-
nent structure that allows it to be installed between
normal ballast water system components. This not
only facilitates installation, but also simplifies day-to-
day operations.
Because there are no moving parts and few consum-
ables, the system can be maintained with minimum
effort.
PureBallast treatmentThe PureBallast treatment process is a patented form
of advanced oxidation technology (AOT). Related
technologies can be found in many of todays smart
products, such as the self-cleaning windows of
skyscrapers and cars, which prevent the growth of
organisms through an AOT reaction that occurs when
sunlight strikes titanium dioxide.
The PureBallast AOT process occurs within a closed
chamber known as a Wallenius AOT unit, in which
radicals are generated. These radicals are highly
reactive, so they instantaneously neutralize micro-
organisms and organic contaminants. However, the
short-lived radicals exist for only a few milliseconds,
which means they have no possibility of leaving the
reaction chamber.
Flexible PureBallast components
enable many layouts,
including the one shown here.
No chemical substances are required or generated by the AOT process, and no toxic
residuals are created.
Operations
Maintenance intervals:
- Filter inspection once per year
- Lamp replacement every 1500 hours
- Catalyst replacement every 3000 hours
- CIP fluid replacement when the pH value reaches 3, or monthly
The System Manual provides detailed information in electronic or printed format:
- Installation instructions
- Operating instructions
- Alarms and fault finding
- Service and spare parts
16
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TECHNICAL ASPECTSJUNE 2010
Service spares kits contain all necessary
spare parts for each service and tips for maintenance
checkpoints:
- Lamp kit
- Catalyst kit
- Filter kit
Commissioning and technical services are available
from all Alfa Laval offices to start up the system and
to provide advice about operation and maintenance.
Onboard training for the crew is available upon
request.
Optional equipment
Remote control panels
The main PureBallast control panel can be comple-
mented with a maximum of four remote control pan-
els per system. This allows PureBallast to be started,
stopped and monitored from any location on board.
Remote interface
This option allows hard-wired communication
between the main PureBallast control panel and the
vessels general control system. If installed, PureBal-
last is run via a graphical user interface integrated
into the vessels control system.
Drain Removal Kit
The Drain Removal Kit is an option for efficiently
draining water from the Wallenius AOT units. The
kits primary components are a pump and a number
of valves.
Capacity rangePureBallasts modular design accommodates a wide
range of ballast water capacities, from 250 m3/h up
to 2500 m3/h. One Wallenius AOT unit handles a
system flow rate of 250 m3/h. For larger capacities,
several AOT units are installed in parallel.
One CIP unit is all that is needed for a PureBallast
system up to 2500 m3/h. The size of the filter cor-
responds to the system flow rate.
Jetoil
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INTERVIEWJUNE 2010
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47 - 49 BOUBOULINAS STREET, 185 35, PIRAEUS, GREECE
Phones: Main Switchboard : +30 210 4113446 - +30 210 4117924Chartering Dept. : +30 210 4221605 - 607Sale & Purchase Dept. : +30 210 4221608 - 609Finance & Accounting Dept : +30 210 4221610Telefax : +30 210 4221613 - 14Internet/Email : [email protected] : [email protected] : 21 3651 MUDR GR
Established in Greece under Law 89/67 & 378/68 GG 1145/11.10.75
47 - 49 BOUBOULINAS STREET, 185 35, PIRAEUS, GREECE
Phones: Main Switchboard : +30 210 4113446 - +30 210 4117924Chartering Dept. : +30 210 4221605 - 607Sale & Purchase Dept. : +30 210 4221608 - 609Finance & Accounting Dept : +30 210 4221610Telefax : +30 210 4221613 - 14Internet/Email : [email protected] : [email protected] : 21 3651 MUDR GR
Established in Greece under Law 89/67 & 378/68 GG 1145/11.10.75
20
www.nafsgreen.gr
ARTICLEJUNE 2010
How green is the shiprepair industry?
Is implementing an environmental
management system (EMS) a useless investment that
only increases a yards overhead costs?
by Dimitris Vranopoulos
MARINE PLUS. S.Ainternational shipyards
Managing director, Marine Plus S.A
In light of global concern over factors contrib-
uting to the greenhouse effect, as well as the
environmental impact of industrial production on
the planet, the shipping industry now needs to
comply with an array of regulations at inter-
national, national and regional level. Overall it
is fair to say that todate shipping has taken a
responsible approach to environmental issues,
as well as introducing voluntary schemes to
protect the marine environment. The most no-
table example of such schemes is HELMEPA, a
greek initiative spearheaded by the late George
Livanos in the 80s whose members (shipown-
ers and seafarers) are committed to eliminating
ship-generated marine pollution and enhance
safety at sea. Other sea-faring nations have fol-
lowed the example of HELMEPA.
Let us take a closer look at the shiprepair
industry and how green it is. For anyone
who has attended a drydocking of a vessel or
visited a repair yard, the general impression is
that repair yards are dirty, noisy and danger-
ous!! However, yards are now more focused on
environmental issues, both out of necessity (eg
compliance with local regulations) as well as
reputation. This is more evident in the US and
Europe, as well as some F East repair centers
(Korea, Japan and Singapore). In general China
and Turkey (2 major repair centers) are more
focused on safety than environmental issues, as
safety breaches have harsher implications. This
trend is also changing, however.
ENVIRONMENTAL MANAGEMENT SYSTEM WHAT IS IT?An EMS is a management framework for reduc-
ing environmental impacts and improving orga-
nizational performance over time. EMSs provide
yards with a structured approach for managing
environmental and regulatory responsibilities
to improve overall environmental performance,
including areas not subject to regulation such as
resource conservation and energy efficiency. The
foundation of an EMS is based on plan-do-check-
act continual improvement approach that leads
the yard through a regular cycle of planning,
implementation, performance monitoring and
review/improvement. It helps the yard develop
its own short and long-term environmental goals
and objectives, its own operational controls, and
its own improvement requirements. Training is
an important part of any EMS, as all yard staff
must understand which specific environmental
aspects they are responsible for. Currently most
yards have opted for basing their EMS on the
ISO-14001 standard, to secure accreditation un-
der the auspices of an IACS classification society.
Recent studies have shown that yards that
implement a proper/evolving EMS have several
important benefits:
REDUCED OPERATING COSTS
IMPROVED ENVIRONMENTAL COMPLIANCE
IMPROVED INTERNAL COMMUNICATION
STRONGER CORPORATE IMAGE
ENHANCED ENVIRONMENTAL DECISION-
MAKING
Of these benefits the reduction of operating
costs takes more time to materialize, but with
the commitment of senior management as well
as all yard staff this eventually comes.
Examples: A US yard was checking to reduce
the impact of stormwater, only to find that a
lot of welding rods (maybe 25%) were on the
ground around the yard. Not only did the rods
corrode and contaminate stormwater, but the
replacement cost meant a saving of around 20-
25% of annual welding rod purchases!! Another
USyard that did waste minimization as part of its
EMS realized that they were wasting paint thin-
ner (requires hazardous waste disposal). Finally
they reduced consumption by 90%!!
We visited several F East, Europe and Med /
Black Sea yards to check where they were in
terms of EMS/ISO-14001. We found that in
China most of the state-owned and large private
repair yards were accredited with IS0-9001,
ISO-14001 and OHSAS 18001, but they had yet
to see any concrete benefits in terms of cost-
saving. In Europe, surprisingly we found several
yards with no EMS in place, despite having
certain procedures to handle environmental im-
pact issues. We attach extracts from interviews
with senior management / HSE managers of 2
yards that impressed us with their top to bottom
green culture, namely BESIKTAS S/Y (TUR-
KEY) and UNITHAI (S+E) THAILAND.
What is the role of environmental values
in your shipyard management concept?
BesiktasIt is accepted that the world resources are not
infinite, and also product and productions envi-
ronmental effects are not local, but it is global.
Thus, environmental effects need to be con-
trolled by not only legally but also by market
forces because of this conscious.
Todays consumers request satisfaction of their
expectations and necessities in high level,
environmental and personal respect. Market
challenges this condition.
Environmental managements systems which
ensure to control activities and their results,
continuous improvement on impacts are born
from these developments.
The general aim of the IS0 14000 standards
which is published by International Organization
for Standardization is supporting the preserva-
tion of the environment and contamination in
balance with socio-economical necessities.
Besiktas Group as owner and manager of tanker
vessels is serving in the ship management indus-
try for more than 40 years. Our group transfers
regularly its knowledge and experience about
environmental protection and work safety to
shipyard management. By this way it is thought
that our group can satisfy all the expectations
22
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ARTICLEJUNE 2010
MARINE PLUS. S.Ainternational shipyards
on this issue and becomes an important role-
model.
UnithaiWe live with the communities in harmony with-
out creating environmental hazards and develop
wealth to our corporation at the same time.
What is the importance and role of Environmen-
tal Protection (ISO 14001) standards within the
management principles of your shipyard? What
kinds of additional liabilities and responsibilities
occurred for management?
BesiktasEnvironmental protection and work safety are
the key principles of our shipyard management.
Other principles are created based on these
principles. In all level of our activities, environ-
mental protection and work safety have first
priority under any circumstances regardless of
cost and time. For ensuring the continuity of this
culture and motivation, all kind of resources are
allocated by the senior management. A special
department has been established by profes-
sional/experienced staff and this department
gives necessary trainings to shipyard personnel
periodically. These trainings refreshed periodical-
ly within a plan so that environmental awareness
and culture of our personnel are kept alive. In
addition, authorization of stopping the produc-
tion when there is a violation to environmental
and work safety is assigned to this department.
This shows the determination of our senior
management in this subject.
UnithaiThe importance is the management commitment
to the corporate environmental policy, which
consists of six elements as following:
1. Deliver quality products/services to customers
2. Plan and manage work to prevent, control
and minimize work-related impacts on the envi-
ronment, accidents, and ill health
3. Comply with legal and other relevant require-
ments related to QHSE
4. Provide the necessary resources to implement
the policy and achieve its targets and objectives
5. Continually strengthen and improve the QHSE
management system
6. Communicate and implement QHSE Policy at
all levels of employees, customers, contractors,
suppliers, and all concerned persons
The management responsibility is to ensure that
the policy will be implemented and committed
by all concerned personnel in the yard.
Why do you want to have this certificate?
BesiktasAs a shipyard, our target market is worldwide
ship owners / managers, and also Major Oil
Companies Fleets (MOC). We know MOCs
expectations well. We are aware that in order to
ensure our continuity in this market; we have to
have international management standards; such
as ISO 14001.
UnithaiWe want to become a world class shipyard, a
leading yard in marine and offshore business.
Our yard needs to grow sustainably. We operate
in accordance with international standards and
codes i.e. ISO 9001:2008, OHSAS 18001, ISO
14001 in order to become one of the leading
shipyards in the world in the short term. We will
train and encourage our staff to get used to the
system, improve their working attitudes, and
become good quality staff by nature in the near
future. Once everything is in place we expect to
see cost reduction and high skilled workers in
the long run.
However, please be advised that as mentioned
before this is not cost added to the customer but
it is value added
What are the extra values ISO 14001 will
contribute to your company and what
are your expectations/targets within this
scope?
Besiktas
By having ISO 14001;
- Improvement the accordance to national and
international legislations,
- Improvement of environmental performance
- Advantage on international competition
- Improvement of company name & market
share,
- Improvement of efficiency by decreasing
expenses via cost control
- Become ready to emergency situations and
minimize their effects,
- Decreasing of spills via control on source
- Energy and raw material saving
- Easy to take Authorization and Permission
Letters
- Due to ISO 14001 which is common spoken
language all over the world, our shipyard easily
accepted by global market
Our Target;
Is to fully transfer and apply knowledge and ex-
perience of environmental protection and work
safety to the shipyard management and staff to
become a role-model for other shipyards and
with the good service quality become a superior
shipyard management.
Heaving above understanding, we are provid-
ing on time, good quality repair services to our
customers with competitive rates on an owner
friendly approach.
UnithaiThe extra value is to work without external
environmental claims. Our corporate budget
has been set to achieve the ISO accreditations
without increasing selling prices. We expect the
long term results once we implemented and
maintained the system successfully. However,
the budget was spent not only to achieve the
ISO but also to prevent from external environ-
mental claims, improving work method, etc
Do you feel that compliance to ISO 14001 has
improved cost control and reduced yards direct/
overhead cost? If yes can you site a few signifi-
cant instances of such cost saving?
BesiktasWe have not seen any concrete cost reduction
as our ship repair activities are operational since
October of last year. We are confident that cost
improvements will soon appear.
UnithaiSo far, we have had very few cost savings from
recycle programs, Tightship, 5S etc not signifi-
cantly reducing the cost however, as mentioned
we expected the long term results.
In conclusion, the shiprepair industry is greener
than what it seems. Installing an EMS has start-
up costs, but by changing the perception of staff
and through continual improvement of the sys-
tem, yards will definitely reap the benefits in the
medium to long-term. Shipowners should also
reward yards with a real environmental policy,
and local/national governments should also give
yards incentives to promote EMS, as the local
communities have much to gain as well.
MANTANOVITCH-KATSAROS S.A. 80 Agiou Dimitriou Str. 185 45 Piraeus GREECE
Tel: (+30) 210 4611010 Fax: (+30) 210 4617519 e-mail: [email protected] web: www.mantanovitch.gr
Oil Mist Detectors Level switches & meters
Tachometers for turbocharger Oil meters, Water meters
Frequency converters, soft starters, thermostats, pressure transmitters,
solenoid valves
Electromagnetic valves
Level switches
MARINE AUTOMATION EQUIPMENTS & SYSTEMS
Level switches, Flow meters Water in Oil and Fuel Monitors
Endless articles have been written about this subject. So, when I was asked to write
an article on the topic my first thought was: what can I say that is something out of the ordinary and
perhaps even clever in comparison to what has already been said? Well this is a tall order, but still I am
going to try.
First of all, is marine underwriting loosing money? Are underwriters the world over suffering and if so,
why?
Every year in the IUMI conference, insurers meet and every year the result is the same: everybody
involved in writing marine risks claims he is loosing money. However the same mistakes seem to recur
irrespective.
Some two or three decades ago, there were over 140 companies worldwide writing marine risks. Each
insurers line was well below 5%, in fact most of Lloyds syndicates lines ranged between 0.5% and 3%. At the time, in the London market
the Joint Hull Understandings bound the whole market on the basis of a single underwriters offer. Claimswise, I do not think that matters
were better. In fact they were probably worse. Cost of repairs were just as high in comparison and total losses were abundant considering
the much more lax technical restrictions in comparison to todays standards.
Today this is simple history and everybody competes against his next door neighbour. The number of insurers declined substantially. Most
serious players write lines of several million dollars depriving the rest of the market in participating on the risk unless their price is right,
i.e. cheap. As companies have grown, so has their capacity meaning that in order to meet budgets they have to be constantly competitive
thereby reducing their prices.
What does this mean? Overcapacity.
On some estimates the worlds marine underwriters can insure several times the ships sailing around the world and still have spare capacity
left. Hull insurers do not have the luxury P&I Clubs have with the Pool Club restrictions as well as the supplementary call system in case
their figures turn bad.
Today there are probably less than 40 companies accepting hull risks in the world. This seems to only exacerbate the problem. Most insurers
involved in marine underwriting are large companies, the marine element being a small part of their total. These companies can compensate
their potential marine related losses by being profitable in other areas. However, there are also monoblock insurers for whom profitability is
a single path for survival.
I recently attended a conference arranged by a major insurer and to no surprise the figures they produced justified my arguments above.
Premium income over a 5 year period was fairly even (with the exception on general cargo and reefer vessels where there was a marked
increase in premium) and loss ratios increasing from 70% to 95% with claims frequency even, over the same period. Profitability? This was
estimated at a loss ratio of between 70% and 80%.
The indisputable fact that profitability is low or close to non existent in the sector still does not deter new capacity in entering the field. This,
in my view, is one of the basic reasons for the ailing results in marine underwriting.
This brief viewpoint would be incomplete if it ignored the role of the broker which is crucial in the industry. Brokers can often impose prices
on insurers and relationships can influence insurers in accepting a risk.
In this country, some 4 years ago the Greek Parliament implemented the Insurance Mediation Directive (IMD) imposing certain minimum
criteria to allow brokers to operate within a legal framework. These were welcome news in our local industry which lacked any form of
regulation till then. Today some local brokers can offer as good a service as some international players and have an important advantage
over their overseas colleagues: they lack the existence of a major local insurance market meaning that they should be objective in selling
the best option irrespective of its origin, but based on quality and of course price alone.
by George P. Caramanos
Marine Hull Underwriters: Where is the market leading to?
24
www.nafsgreen.gr
ARTICLEJUNE 2010
NATIONAL INSURANCE BROKERSmarine insurance
Director, National Insurance Brokers
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 todays commercial environment.
From the largest commercial vessel to the smallest pleasure craft, our motto is always the same: To provide the finest
service available.
26
www.nafsgreen.gr
ARTICLEJUNE 2010
DNVPathways to low carbon shiping.
Abatement potential towards 2030.
DNV: Managing Risk
Excecutive summary
In June 2009 DNV issued the first Pathway to Low Carbon Shipping which demonstrated the potential toreduce the CO2 emission of the ex-isting fleet by 15% in a cost efficient manner. In this second Pathwayto Low Carbon Shipping DNV has analysed the projected fleet in 2030. The study demonstrates that CO2emissions by 2030 can be reduced by 30% below baseline in a cost-effective way, and by almost 60% ifall the identified measures are in-cluded. While there is no single mea-sure which could make it all happen,the aggregated effect of all the mea-sures is significant. This will ensure an industry that operates in a moreenergy efficient manner and also accepts its share of the common re-sponsibility to reduce CO2 emissions.
Prepared by: Sverre Alvik, Magnus S. Eide, yvind Endresen, Peter Hoffmann and Tore Longva
In June 2009 DNV published the first version of Pathways to Low Carbon Shipping1, looking at
what could be done to reduce CO2 emissions from shipping in 2009. The main finding was that,
on the existing fleet, shipping can potentially cut CO2 emissions by 15% in a cost effective way.
Following up on the first version of Pathways to Low Carbon Shipping, this study demonstrates
the potential for cutting emissions in the year 2030 by introducing CO2 emission reductions
measures for both the existing fleet and newbuildings in the years to come.
The abatement curves for shipping have been developed based on actual experience gained from en-
ergy efficiency studies DNV has undertaken with individual shipowners, as well as literature and industry
sources. The work is also based on DNVs own research and technology outlook2, 3.
Figure 1 illustrates the reductions achievable by selected emission reducing measures plotted against
their estimated cost-effectiveness4 for the world fleet (see Box on next page for how to read
the curves). In total, 25 different measures have been included in the analysis, of which 17 are consid-
ered technical measures and 8 operational measures.
The fleet model from the IMO GHG5 study has been used as a baseline for 2009, and the total CO2
emissions from the analysed fleet4 in 2009 are estimated to be 925 MT. The baseline emissions
for 2030 are calculated by DNVs scenario model3 to 1,530 MT, taking into account a significant world
fleet growth over the period. DNVs scenario model3 is built up by every year introducing a set of new
vessels and scrapping a number of older vessels. The average modelled fleet growth is 2.3%, which is
significantly lower than what has been experienced recently, but in line with long term historical growth.
The baseline is a scenario where the measures described in this study are not implemented, and it
depends heavily on fleet growth estimates. It is recognised that both lower and higher future scenarios
have been reported2,5.
Many of the operational and technical measures that have been assessed are available for implementa-
tion on existing vessels today and were included in the study of the present abatement potential 2.
Other measures are available for newbuildings that are ordered today. Some of the measures are not
yet commercially available on a larger scale, and the model assumes they will be implemented
at a later stage, e.g. in 2015 or 2020. The assumptions per measures, regarding reduction, costs,
phasing in etc, is based on DNV research and foresight work. The abatement potential of the indi-
vidual measures is illustrated in Figure 1. The total results are illustrated in Figure 2, not showing the
individual measures.
Pathways to low carbon shiping.
Abatement potential towards 2030.
27
www.nafsgreen.gr
ARTICLEJUNE 2010
In the DNV analysis, the world fleet has been
divided into 59 segments to obtain the total world
fleet result in 2030. These 59 segments represent
the major shiptypes that constitute the world
fleet6, examples are post-Panamax container ves-
sels, Suezmax tankers and platform supply ves-
sels. Each of these segments has been modelled
separately with regard to:
operational assumptions
the reduction potential of each measure,
the cost of each measure
the year when available measures are phased in
As our research covers 59 different segments,
the cost and reduction effects of the different
measures vary significantly from one segment to
another. The measures modelled are only included
for the shiptypes to which they are applicable. As
an example container ships normally operate at
speeds which mean that kites are not effective.
In Figure 2 the marginal cost and effect of each
of the 25 measures are plotted for each of the 59
individual ship segments.
The figure therefore consists of the 25*59 data
points, sorted by increasing marginal cost. Figure
2 thus present the accurate results from the mod-
elling, while Figure 1 focuses on visualising the
measures and the methodology.
Table 1 presents some of the main results from
Figure 2, focusing on different reduction pathways
for the world fleet, highlighting the economic
aspect. Table 1 shows the abatement cost levels
necessary for ensuring a given emission reduc-
tion, and the remaining emission level.
In order to compensate for the modeled growth of
65% in CO2 emissions over the 2009-2030 period,
all measures that cost below approximately
28
www.nafsgreen.gr
ARTICLEJUNE 2010
DNV: Managing Risk
35$/ton need to be implemented.
Shipping will depend on carbon-based fuel in the
decades to come, and non-conventional fuels,
like nuclear, 2nd generation biofuel and hydrogen
have not been included in this study as they are
not believed to be commercially available on a
larger scale until after 2030. Less carbon-intensive
fuels are, however, effective to reduce CO2 emis-
sions from shipping, and mostpromising one is
natural gas.
The relevance to a ship ownerThis analysis is primarily designed to support
decisions regarding policy and regulations. The
model used includes the entire world fleet divided
into a manageable set of ship segments. The
results presented here represent the average
emission reductions for ships within the different
segments, modelled for a characteristic (average)
ship
within each segment. Detailed analysis of
individual ships within the same segment might
give different emission and cost curves depend-
ing on technical and operational aspects, and
take into account measures that may already
have been implemented onboard. Hence, a ship
owner should read the results with care and not
expect the results to be directly transferable to
own ships or fleet. In the DNV models, individual
CO2 reducing measures can be analysed and the
effects and costs may be accurately assessed
taking into account specific details of each vessel
and the operational patterns. Along the coast and
on the continental shelf of Norway gas-fuelled
ferries and supply vessels have been in operation
for many years, and gas powered vessels and
extension of the gas
infrastructure have a
significant potential to
reduce shipping emis-
sions. Figure 3 illus-
trates the abatement
curves for the various
gas powered vessels
in the world fleet that
are used in the study.
No retrofit installation
has been included.
Similar curves can
be developed for the
other
24 measures as well.
Figure 3 illustrates
that Gas Fuelled Engines are most cost-effective
for smaller ships such as reefers and general
cargo vessels. The total marginal abatement
potential for gas
fuelled engines is 125 MT, or 8% of the total
emissions in 2030 taking into account all other
more cost-effective measures first before switch-
ing to gas. For 17 out of the 59 vessel types it is
cost-effective to install gas-fuelled engines.
What is a realistic reduc-tion potential?This study has estimated the potential reduc-
tion in the world fleets CO2 emissions, if a set
of available measures is implemented. The aim
has been to identify the maximum obtainable
emission reduction in 2030. Where emission
reduction and sound economic rationale pull in
the same direction, widespread implementation
of cost-effective
measures will occur over time. The rate of
uptake of new technology is important; one
crucial factor for achievinglarge reductions fast
is the widespread use of technology as soon as
it becomes available. Technical and operational
measures are considered to be the most effec-
tive means of achieving significant reductions in
emissions. Different fiscal measures (e.g. a global
fuel levy or emission trading scheme via the IMO)
are incentives to enforce faster implementa-
tion. Enforcement through regulatory means is
necessary to ensure full implementation where
one cannot wait for the economic pull to work.
DNV believes carbon neutral growth is a realistic
target for what can be achieved through technical
and operational measures In this study DNV has
pointed out the costs of meeting specific emission
reduction targets. This may serve as an important
decision parameter when choosing a pathway for
future emissions from shipping.
Wrtsil in Greece: Main Offices: 25 Akti Miaouli str, GR 185 35, Piraeus, Tel. 210 4135 450, Fax 210 4117 902 Workshop: 50 Loutsas str, GR 196 00, Mandra, Attica, Tel. 210 5553 050, Fax 210 5553 059 E-mail: [email protected]
LAND AND SEA POWER SOLUTIONS AT WARTSILA.COM
WRTS
IL is a reg
istered tradem
ark.
the engine of industry
30
www.nafsgreen.gr
ARTICLEJUNE 2010
DNV: Managing Risk
ConclusionsPredicting future emissions involves significant
uncertainty. Important elements include uncer-
tainty in the price and effect of measures, the
rate of uptake of new technologies and the fleet
growth estimates. However, DNV believe that the
single most important uncertainty factor is the
fuel price. The fuel price in the years leading up
to 2030 will vary significantly. In this study a fuel
price of 350 $/ton7 for a standard bunker oil and
500 $/ton for a high quality bunker oil has been
used. A sensitivity analysis shows that increasing
the fuel price to 500 $/ton (standard) and 700
$/ton (high quality) would increase the cost-
effective emission
reduction from 500 to 625 MT.
The results in this memo illustrate what can be
done with 25 different measures applied to the
existing fleet and the newbuildings built in the
period 2010 to 2030. The conclusion is that the
world fleet has the potential to reduce emissions
by 500 MT or 30% below baseline in a costef-
ficient way, and by close to 60% if all measures
are included. With the expected moderate growth
in
the shipping fleet, the implementation of most
of the measures presented in this study will be
necessary to ensure carbon neutral growth from
shipping.
DNV believes that the most important technical
and operational measures we know today have
been included, but other measures can be added
to the study to further extend the results. Further,
we foresee that many new measures will emerge
in the next two decades, and some of them may
have a significant effect also before 2030.
The measures included in this study only to a
small extent include structural measures, where
all counterparts in shipping work together to
reduce emissions. Examples of such measures are
improved contracts between charterers and
shippers and fewer ballast journeys. Structural
measures have a significant potential to reduce
emissions beyond that described in this study.
If shipping follows the anticipated growth in CO2
emissions over next twenty years, additional
effort beyond the measures included in this
study must be implemented to cut the emissions
significantly
below todays level. While there is no single
measure which could make it all happen, the ag-
gregated effect of all the measures is significant.
This will ensure an industry that operates in a
more
energy efficient manner and also accepts its share
of the common responsibility to reduce CO2 emis-
sions. Revolutionary non-carbon based solutions
could well be found in the period from 2030 to
2050 continuing the absolute reduction in CO2
emissions relative to 2009.
References/Footnotes: 1. Pathways to Low Carbon Shipping, DNV Memo to the IMO Secretary General, 9th June 20092. The environmental impacts of increased international maritime shipping, past trends and future perspectives. OECD/ITF Global Forum on Transport and Environment in a GlobalisingWorld 10-12 November 2008, Guadalajara, Mexico, Endresen, Dalsren, Eide, Isaksen, Srgrd3. CO2 emissions form shipping technical and operational options for emission reduction, DNV and LR, Submission from Norway, MEPC 58/INF.14, October 20084. Cost-effeiveness assessment of CO2 redusing measures in shipping, Maritime Policy & Manag-mement Journal, August 2009, Eide, Endresen, Skjong, Longva, Alvik5. Second IMO GHG Study 2009, Update of the 2000 IMO GHG Study, Final report covering Phase 1 and Phase 2, MEPC 59/ INF.10.6. This study considers both the international and domestic fleet, but service vessels (tugs, work boats etc) and fishing vessels are ex-cluded.7. All costs included in this study refer to 2009 prices
Freshwater generation a story of savings
Half of the story
With only half the seawater requirements of other
freshwater generators, the new AQUA from Alfa Laval
means savings for ship owners and operators. AQUAs
plate technology cuts pumping needs in half which
reduces both energy consumption and CO2 emissions.
and the other half
In reducing seawater use by half, the AQUA freshwater
generator offers good news for shipyards as well. Half
the seawater fl ow means that smaller pipes and pumps
can be used which lowers investment costs and
simplifi es installation in any engine room layout.
AQUA, a better freshwater generator.Get the full story at www.alfalaval.com/marine
Hiland
ers EMD00185EN 0809
32
www.nafsgreen.gr
ARTICLEJUNE 2010
Technical aspects
Panasias
GloEn-PatrolTMBallast Water Management System
Type approved by administration in compliance with the Guidelines for approval of Ballast Water Manage-ment System(G8) of Res. MEPC.125(53) and by IMO MEPC in accordance with the Procedure for approval of Ballast Water Management System that make use of Active Substance(G9) of Res. MEPC.126(53).GloEn-PatrolBWMS is a combined treatment system taking advantage of Filter and UV units most envi-ronmentally friendly and optimally designed for every kind of vessels. Adopting a 100% physical treatment technology, GloEn-Patrol effectively disinfects harm-ful aquatic organism and pathogen in water without generating any toxic substance during ballasting and de-ballasting. In addition, the Filter unit not only elimi-nates organisms larger than 50 micrometer but makes sediment in ballast tank minimized. The main purpose of filtration is to maximize the efficacy of disinfection of UV unit by improving transmittance of UV light.
Features of GloEn-PatrolBWMS
1. The most environmental friendly sys-tem 2. Compact design 3. Automatic back flushing and auto wip-ing 4. No toxic by-product 5. Very simple operation 6. Easy and economical maintenance 7. No corrosion problem 8. 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 filtration cake accumulating 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 operated. The back-flushing begins when the filter element reaches 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 inter-rupted and continues to flow downstream of the filter in the normal manner.
Specification of Filter
1. Removing large plankton over 50um 2. Rises UV light transmission 3. Low pressure drop kg/cm2 4. Automatic back flushing 5. Screen size : 50um 6. Capacity : 50 ~ 6,000m3/hr 7. Max. press. : 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 suit-able for both large and small applications. UVs proven technology uses nothing but ultra violet light to inacti-vate bacteria, viruses and other organisms that may be present in the water. UV is easy to operate and needs no expensive and potentially hazardous chemicals.UV light, which continues to be reliable means of disinfection, involves exposing contaminated water to irradiation from UV light. The treatment works because UV light penetrates an organisms cell walls and dis-rupts the cells genetic material, making reproduction impossible.
Specification of UV unit
1. Medium-pressured UV lamp : longer life span 2. Disinfection for small plankton 3. Easy maintenance and operation 4. Automatic cleaning wiper 5. Capacity : 50 ~ 6,000m3/hr 6. Max. pressure : 7kg/cm2
Control Panel
The control system is PLC (Programmable Logic Controller)based and is configured to activate and de-activate lamps via ballast to maintain sufficient UV dose while conserving power. The control and monitoring is made through a PLC and a touch-screen. The electric ballasts controlled by PLC operate each lamp with a maximum power. The system with 3 level of UV inten-sity can be operated; Minimum, Medium, Maximum.The control system can perform real time monitoring while storing the operating conditions of each unit and the data detected by the main sensor at the same time.
Specification of Control panel
1. Touch Screen 2. Major data display 3. Alarm 4. Store data for 24months 5. Controller : SIEMENS PLC
Exclusive Agents in Greece:
Ross Marine & Industrial Services,1 Char. Trikoupi Str. Piraeus 185 36 - Tel. +30 210 4283741E-mail : [email protected]
UV Unit
Filter
Control Panel
by Francois TeissierRegional Chief Executive, Hellenic and Black Sea Region, Bureau Veritas
Why are dollars called greenbacks?
34
www.nafsgreen.gr
ARTICLEJUNE 2010
BUREAU VERITAS
There is more than one reason why Americans call their dollars greenbacks. Once it was because the US Treasury dyed all notes green. Today there is a new definition. If you save money, you are being more ef-ficient, and so you are saving the environment. Use less fuel, less energy, less resources, less cash, spend fewer dollars and you help the world to be greener. Dollars are green for a reason.It is in every shipowners interest to be more efficient. And being more efficient reduces your environmen-tal impact, which is a bonus. And guess what? Being more efficient cuts costs and improves services at the same time. Charterers like it, passengers like it, the public like it, the authorities like it, and it also helps your company to stay healthy and profitable. But going green and increasing efficiency is not simple. Room to manoeuvre is limited by ever tightening regional and global regulation. And unfortunately these regulations are not always coherent. That is where
a partner who understands the regulatory framework, who understands your business, who understands environmental technology and who has the trust of the authorities is vital.Global limits on air emissions set by IMO are now clear, stringent and due to get tighter. In sulphur control areas ships will have to burn low sulphur fuel as of this year and in Europe and some parts of the USA, air emissions in port and what fuels can be used are high on the agen-da and likely to see tighter limits and stricter enforcement. BV has published guidance for owners on using low sulphur fuel and is working with owners on a case by case basis to ensure the switch is made safely and economically. For tanker owners, choosing the right solution for the boiler is a big issue, with cost implications, and good guidance is required to make the right choice.BV has looked ahead at these issues. During 2009 it published guidelines on High Voltage Shore Connections, to facilitate cold ironing, where ships plug into the local grid while in port. This may well become the norm in populated areas sooner than many think. But it is not the only way to reduce in port emissions, and that is why BV is working on fuel cells and LNG power sources, for both electricity generation and propulsion of smaller vessels. It published guidance on both issues recently.At present CO2 emission restrictions are only voluntary, but IMO will be pushed to introduce a global restriction on carbon emissions from shipping. Sensible owners are not waiting for that, they know that using less energy is good for the environment, and good for efficiency. BV has been working closely with owners and yards on design and operational solutions to reduce energy use, for both propulsion and on-board services. MSC Cruises two new vessels, Fantasia and Splendida have reduced consumption by around ten per cent compared to conventional ships of their size. The lessons learnt there will be codified into a new family of voluntary notations ready this year, under the Energy Efficient Design label. A Ship Energy Efficiency Management Plan and Ship Energy Efficiency Monitoring system will focus on reduced fuel consumption through hull shape and propulsion efficiency improvement, optimised electricity generation and energy savings on the HVAC system includ-ing individual space sensors. The use of low energy lighting such as LEDs instead of halogen lights will cut power use, and BV is studying a number of other innovative green solutions for energy conservation on board ship. The on board savings are biggest for passenger vessels, but the lessons apply to all ship types. The real key to green operation lies not in the design alone, but in aligning design, management and actual operation. That is why BV doesnt look just at the hardware, nor does it look just at the green aspects of operation. It considers the entire operation holistically to achieve a cleaner, safer and greener ship. 2009 was nowhere near as bad as many sectors of shipping feared, but 2010 has the potential to be seriously tough for the bulk and tank sectors. However, it is not all gloom. Against that background pragmatic optimists right across the marine industries are mobilising technol-ogy and capital and looking forward to the future. That future will be different to the last few years. Ships will be more efficient, with smaller environmental footprints. New ways of generating and using energy will come forward. Yards will consolidate and new technologies will enter both shipping and offshore. Bureau Veritas is ready for that, and will be at the forefront of change. Challenging times are the best times for pragmatic optimists. We are pragmatic because we have been leaders in shipping for a very long time, and we know how cyclic markets work. We are pragmatic because we have a very diversified fleet and expertise base, and because we are present in every sector of shipping and offshore energy and every part of the world, ready to harvest and sustain new ideas and new players, while supporting the best of the old. And we are optimistic because when the market is shaken up it opens the way for new ideas, new technology, new ways of doing old things. If you can build on deep and diverse experience like ours then you can help others to innovate and adapt their strategies quickly to whatever challenges and opportunities the market turmoil throws up. Yes, we are all in for a tough time, but there are a lot of reasons to be optimistic for the future.
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Environmental Protection Engineering S.A.24, Dervenakion str., 185 45 Piraeus-Greece
T: +30 210 4060000 F: +30 210 4617423www.epe.gr [email protected]
Stand 225
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SALVAGEJUNE 2010
TSAVLIRIS
Tsavliris Salvage Group: Active
emergency response contractors
for maritime casualties worldwide
TSAVLIRIS SALVAGE GROUP
Piraeus Greece, 10 Akti Poseidonos 185 31Tel.: +30 210 422 1000 A.O.H: +30 6976 444 100/103
Telefax: +30 210 422 1008/417 4885E-mail: [email protected]
www.tsavliris.com
London United Kingdom, 38 Bruton Place, Mayfair W1J 6NX Tel.: +44 (0) 207 629 7373 Telefax: +44 (0) 207 629 7379
E-mail: [email protected]
Tsavliris is one of the most active emergency response contractors for maritime casualties world-wide and a frequent user of the Lloyds Open Form contract, having handled over 2000 casualties. With tugs on permanent station at strategic loca-tions, the Groups international activities embrace every service relating to marine salvage & towage, extending to complex wreck removals and partner-ing todays ship owner in fulfilling his obligation to protect the marine environment from pollution. Tsavliris, as an international salvor, is part of the vital first line of defence in combating the environmental threat from marine casualties. Many salvage operations can be cited to demonstrate the Groups role in preventing and controlling marine pollution. The Tsavliris Salvage Group is an ardent supporter of HELMEPA (The Hellenic Marine Environment Protection Association), and of CYMEPA (The Cyprus Marine Environment Protection Associa-tion). Members of the Tsavliris family serve on the respective executive boards and currently hold the chairmanship of CYMEPA.Salvage is invariably related to the environment and any case that is taken on has the potential for marine pollution. Since July 2009, Tsavliris Salvage Group has once again taken on many cases that show their dedication to protecting the environ-ment against marine pollution, four cases of which stand out in particular:
M/V GOOD LUCKTsavliris Salvage Group was involved in one of the biggest salvage operations of 2009, lasting two months and costing over USD $6 million. On Wednesday 22nd July 2009, we dispatched salvage
tug LONDON (13,500 BHP, 170 TBP) to the assistance of cape size bulk carrier GOOD LUCK (90,831 GRT, 173,028 DWT) fully laden with iron ore, disabled off Singapore. The casualty had lost both anchors and anchor chains and had drifted onto 6 - 7 anchored vessels. Second salvage tug SIROCCO was engaged to assist in the shifting of the casualty off port limits and thence to standby on location. Three utility units were also engaged to assist during the course of the operations. Due to the nature of this job, the M/V GOOD LUCK had to change various anchorages due to congestion to ensure all temporary repairs were completed. During the first anchorage at East of Hosburg, our salvage tug TSAVLIRIS UNITY replaced SIROCCO.Special pumps were deployed from Framo Singa-pore for dewatering purposes. SIRI MARINE was contracted to provide on board motion and hull integrity monitoring services during the salvage operations. A salvage team consisting of salvage masters, naval architects and engineers flew from Greece and Holland to attend the casualty. A large team of about fifty persons including local fitters and welders were engaged to carry out all the required temporary repairs. Due to the large number of people being on board for these repairs the sanitary/working/living/sleeping conditions were upgraded.The casualty had sustained various contact dam-ages - requiring temporary repairs. A team of naval architects was engaged to prepare all the relevant calculations and studies for the temporary repairs. Furthermore, she had sustained propeller dam-age. All damages were verified by a preliminary underwater video inspection. New anchors and
cables were fitted onto the vessel. An interesting repair to this vessel was that the deck plating and the weather deck distortion required a Guinness Book of Records size temporary repair to restore the ships hull integrity and the required longitudi-nal strength.Whilst the two salvage tugs provided controlled drifting with the M/V GOOD LUCK in the South China sea, approximately 55 tons of steel was shipped out to open sea to provide the basic mate-rial for the replacement of web frames, longitudinal side and deck stiffeners, crack arrestors, doublers, brackets and frames. A total length of 2250 meters was fitted, cut and welded. Whilst the casualty had dropped anchor and was situated at the Western Approaches, 2.5 nautical miles west of Pulau Nipa, Singapore a small craft was sighted approaching from a northerly direc-tion. Alerted by the type of boat and the military attire of persons on board, all alarms were raised and the crew was alerted. Five men attempted to board the salvage tug TSAVLIRIS UNITY and the M/V GOOD LUCK dressed in military attire, armed with 2 machine guns, personal handguns, grappling hooks, and VHF radio sets. The attempted pirate attack was foiled due to the alarms and the crew seen ready with fire-hoses. Temporary repairs to M/V GOOD LUCK were completed on Monday 31st August, 2009. The casualty was safely delivered to Kukkup anchor-age on the 14th September whereupon salvage services terminated. After redelivery to the owners, Naval Architects from the owners, Hull & Machinery, P&I and NK Class all agreed that the vessel was fit for unrestricted voyage under her
M/V GOOD LUCK
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www.nafsgreen.gr
SALVAGEJUNE 2010
Piraeus Greece, 10 Akti Poseidonos 185 31Tel.: +30 210 422 1000 A.O.H: +30 6976 444 100/103
Telefax: +30 210 422 1008/417 4885E-mail: [email protected]
www.tsavliris.com
London United Kingdom, 38 Bruton Place, Mayfair W1J 6NX Tel.: +44 (0) 207 629 7373 Telefax: +44 (0) 207 629 7379
E-mail: [email protected]
own power to her original destination Xingang, Northern China for cargo discharge. Casualty proceeded to destination, discharged and safely ar-rived at Xingang on Monday 28th September, 2009 for permanent repairs.
BC MINOAN EUROOn the 10th September 2009, bulk carrier MI-NOAN EURO (GT 35,699, DWT 64,155), fully laden with 62,730 MT of sub-bituminous coal, became immobilized, due to tail shaft leakage, in the Makassar Straits, approximately 90 nautical miles NE of Samarinda, Borneo.Tsavliris promptly dispatched the AHTS ITC CYCLONE (10,800 BHP/136 TBP) to the assistance of the casualty, from a position about 400 nautical miles away.ITC CYCLONE arrived on site on 13th September and on the same day, at 20.00 hrs, commenced towage towards Manila.On the 17th September, while the convoy was passing between Pearl Bank and Laparan Island, the tow began to sheer very heavily due to the strong tide rips and lost control. Side thrusters were put into operation in order to manoeuvre and to stay ahead of the tow. The tow however made a heavy swing to port creating a fury of 270 degrees, thus losing control and at that moment causing her port bridle leg to part.
The tow wire from the starboard side bridle leg was disconnected by the crew while the convoy drifted back through the channel between Pearl Bank and Laparan Island (at an approximate speed of 3 knots) due to the strong current. Under these circumstances the tow was connected to the stern of the casualty and the towage was recommenced towards the coast of Saban in order to reduce the influence of the current and to clear the coral shal-lows. On the 19th September the tow connection was re-established at the bow and the tow re-sumed to Manila. Tsavliris also dispatched the S/T TRABAJADOR-1 (8,200 BHP, 85 TBP) from Manila to assist as steering tug arriving on the scene on the 20th September.During the towage, the convoy encountered ad-verse weather conditions due to passing typhoons nearby. The convoy arrived safely at Manila on the 24th September and anchored in Manila Bay.Moreover, HYDREX had been contracted by Tsav-liris to carry out the replacement of tail shaft seals by specialist divers in situ, with vessel in laden condition. This innovative method of operating within a pressurized habitat saved the onward tow-age to her destination (South Korea) and enabled the casualty to undergo permanent repairs without dry-docking.On the 26th September, underwater repairs were interrupted due to the typhoon KETSANA and
had to resume later.The ITC CYCLONE was released on the 27th September at 05.30 hrs and the TRABAJADOR-1 continued her services as a stand-by tug and as a diving support vessel.Repairs by HYDREX were completed on the 1st October. After successful sea trials on the 2nd October, the MINOAN EURO was redelivered to her owners and sailed to her destination Young-hung South Korea, where she arrived on the 11th October 2009.
M/V SILVER STAROn the 8th December 2009, we dispatched salvage tug TRABAJADOR-1 to the assistance of the M/V SILVER STAR (GT 12,539 DWT 18,411), laden with approximately 8,500m3 of logs, disabled due to stern tube trouble, approximately 600 nautical miles South of Hong Kong. Towage towards Shang-hai commenced on the 11th December 2009, and the convoy safely arrived on the 21st December 2009, at Chang Jiang Kou anchorage no.2. (Shang-hai outer anchorage). Due to the complexities of the Yangtze River tow-age, approval and requirements were awaited from the authorities. On the 10th January 2010, the M/V SILVER STAR was delivered to port tugs for the river towage up to discharging port Zhangjia-gang. Adverse weather conditions interrupted the
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GREEN PAGESJUNE 2010
TSAVLIRIS SALVAGE GROUP
river towage as the convoy awaited for weather improvements. River towage was resumed on the 14th January 2010, and the convoy safely arrived at Zhangjiagang on the 15th January 2010. On the same day the vessel was redelivered to owners at discharging berth. Upon completion of discharge, the vessel was towed to Xinrong Shipyard.
M/T ATHINAOn Friday 22nd January 2010, we dispatched sal-vage tug MEGAS ALEXANDROS from her Piraeus salvage station, to the assistance of M/T ATHINA (GRT 7,613, DWT 12,733) in ballast, which had stranded approximately 2.5 n.miles east of Kali Limenes, southern Crete. The vessel had dragged her anchors in sudden bad weather and grounded approximately 20 meters from the high rising rocky shoreline. Initially there was an imminent danger of pollution, however, this subsided, following transfer of all the bunkers and pollutants to the sub-contracted oil recovery anti-pollution vessel AEGIS.A divers inspection revealed that rocks had pene-trated the ships bottom. It was also observed that there were small pinnacle shaped rocks all along the port and starboard side of the vessel. The salvage team made preparations for re-floating efforts, which were successful on Saturday 30th January, 2010. Following the re-floating, M/T ATHINA was towed to the anchorage for underwater inspection and for document preparation for towage to Piraeus. On the 31st January due to adverse weather conditions (south westerly gale force winds) it was decided for safety reasons that the salvage tug MEGAS ALEXANDROS and tugboat HECTOR proceed with the M/T ATHINA in tow under a controlled drifting mode, off Kali Limenes, until the weather improved. On the 3rd February the weather abated and the convoy anchored off Kali Limenes. On the 4th February, a detailed underwa-ter dive inspection was performed. All towage cer-tificates were received on the 5th February and on the same day the convoy sailed towards Piraeus. On Saturday 6th February, the convoy arrived safely at Piraeus roads but due to prevailing weather conditions (Southerly gale force winds) M/T ATHINA, salvage tug MEGAS ALEXANDROS and tugboat HECTOR anchored off the Northern Coast of Aegina Island for shelter.On Monday 8th February, the convoy proceeded to Piraeus pilot station and with the assistance of port tugs the ATHINA berthed alongside at Perama, for transferring the bunkers and pollutants from AEGIS. Transfer back to ATHINA commenced on the 11th February. This unexpected delay was due to the preparation of all relevant customs documentation and the public strike that occurred on the 10th February, and was completed on the 12th February 2010. The casualty has been safely delivered to her owners.
MINOAN EURO
SILVER STAR
M/T ATHINA
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