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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

89

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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

46

34

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: nafsgreen@nafsgreen.gr, www.nafsgreen.gr

: , - : . , : . : . 30 . USD 70. NAFS, SSN 1107-3179.

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24 60 104

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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 gl-piraeus@gl-group.com

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

18

www.nafsgreen.gr

INTERVIEWJUNE 2010

JETOIL

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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 : chartering@ngmoundreas.gr : sandp@ngmoundreas.grTelex : 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 : chartering@ngmoundreas.gr : sandp@ngmoundreas.grTelex : 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: mantan@otenet.gr 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: reception@nationalib.gr 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

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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

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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: wartsila-greece@wartsila.com

LAND AND SEA POWER SOLUTIONS AT WARTSILA.COM

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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 : rossmarine@rossmarine.gr

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 epe@epe.gr

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: salvage@tsavliris.com

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: tsav@globalnet.co.uk

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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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: salvage@tsavliris.com

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: tsav@globalnet.co.uk

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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