An Idyllic Setting—And Harsh Economic and Environmental Realities

January 2014

Viable Fuel LNG for the Greek passenger ﬂeet

Coasts and Islands Navigating the short sea trade

The RoPax Design Mediterranean-based ferries

THE MED An idyllic setting—and harsh economic and environmental realities

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C2_21_FDept_SNAME_Jan14_P3.indd 1 12/19/13 2:14 PM 2014 SNAME Annual Meeting & Expo and (contents January 2014 ) SNAME Annual Meeting & Expo and Ship Production Symposium OCTOBER 22 -24, 2014 Hyatt Regency Houston – Houston, TX [] [ ] Hyatt Regency Houston – Houston, TX Abstracts are encouraged on any subject related to Naval Architecture and Marine,Abstracts Offshore, are encouraged and Ocean on Engineering.any subject related This is toan Naval opportunity Architecture to reach and a Marine,large, focused Offshore, audience and Ocean in a Engineering.timely manner. This Note is an that opportunity in addition to to reach being a ¢£ large, focused audience in a timely manner. Note that in addition to being Short Sea: included in the Conference Proceedings, selected papers appear in SNAME included in the Conference Proceedings, selected papers appear in SNAME An Operator’s View Transactions, which now features the most outstanding papers published by Transactions, which now features the most outstanding papers published by BY GEORGE A. KRIEZIS AND MARKOS N. VASSILIKOS SNAME during the year and is widely respected in our field. Navigating regulatory, cost, and SNAME during the year and is widely respected in our field. environmental issues in the ®¯ Mediterranean car transport sector ¢¦ The LNG Option BY GEORGE N. KAPETANIS Technical and operational considerations for the use of LNG fuel for the Greek passenger eet ¨® From the Editorial Board ¡¡ §¨ Feature Contributors Under Repair Industry Events BY CLIVE WOODBRIDGE Opinion Mediterranean yard Gibdock Policy Briefi ng competes in a market looking Founders and Leaders RoPax to turn the corner Marine Technology Notes Education Evolution In Review BY COSTIS STAMBOULELIS Abstracts How market demand and infrastructure ª¡ Glossary constraints have driven the design of The Joint Venture Model Historical Note Mediterranean-based ferries BY GABRIEL COLESNIAC, FLORINEL COZMA, AYTUNCI SNAME Annual Meeting Papers FETISLAM, ADRIAN ILIE, IULIANA ISTUDOR, SORIN« DeadlineSNAME for Annual Extended Abstracts Meeting (minimum Papers of two pages): March 23, 2014 RADU RECHISAN, AND LAURA«FEDRA VAIDA AbstractsDeadline forAccepted: Extended April Abstracts 5, 2014 (minimum of two pages): March 23, 2014 Combining Korean shipbuilding SubmitAbstracts to: Accepted: http://mc.manuscriptcentral.com/snameam2014 April 5, 2014 technology with traditional Submit to: http://mc.manuscriptcentral.com/snameam2014 January 2014 ON THE COVER: For more information: [email protected] Viable Fuel LNG for the Greek passenger fleet Coasts and Islands Romanian experience Navigating the short sea trade For more information: [email protected] The RoPax Design Superfast XII, a Mediterranean RoPax Mediterranean-based ferries Ship Production Symposium Papers ferry, can hold more than 1,500 pas- Ship Production Symposium Papers sengers and has a top speed of 31 knots. Deadline for Abstracts: June 3, 2014 Flying under the Greek fl ag, the 200 AbstractsDeadline forAccepted: Abstracts: June June 24, 3, 2014 2014 m long vessel was built in 2002 and is Abstracts Accepted: June 24, 2014 THE MED Please send all submissions to [email protected] An idyllic setting—and harsh economic and environmental realities A publication of the Society of Naval Architects and Marine Engineers www.sname.org owned by Attica Enterprises SA. Photo by ForPlease more send information: all submissions http://www.sname.org to [email protected] George Giannakis. For more information: http://www.sname.org COVER DESIGN BY BATES CREATIVE www.sname.org/events/callforpapers (mt) Marine Technology (ISSN 2153-4721) is published quarterly in January, April, July, and October by the Society of Naval Architects and Marine Engineers, 99 Canal Center Plaza, Suite 310, Alexandria, VA 22314. Periodicals postage paid at Jersey City, NJ and additional mailing offi ces. Annual subscription rates: For U.S. and possessions, $125; single copy, $35. For international: $140; single copy, $35. Copyright © 2014 by the Society of Naval Architects and Marine www.sname.org/events/callforpapers Engineers. POSTMASTER: Send address changes to the Society of Naval Architects and Marine Engineers, 99 Canal Center Plaza, Suite 310, Alexandria, VA 22314.

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C2_21_FDept_SNAME_Jan14_P3.indd 2 12/19/13 2:14 PM 2014 SNAME Annual Meeting & Expo and Ship Production Symposium OCTOBER 22 -24, 2014 Hyatt Regency Houston – Houston, TX Abstracts are encouraged on any subject related to Naval Architecture and Marine,Abstracts Offshore, are encouraged and Ocean on Engineering.any subject related This is toan Naval opportunity Architecture to reach and a Marine,large, focused Offshore, audience and Ocean in a Engineering.timely manner. This Note is an that opportunity in addition to to reach being a large,included focused in the audience Conference in aProceedings, timely manner. selected Note papers that in appearaddition in to SNAME being Transactions,included in the which Conference now features Proceedings, the most selected outstanding papers papers appear published in SNAME by Transactions,SNAME which during now the features year and the is most widely outstanding respected papersin our field.published by SNAME during the year and is widely respected in our field.

SNAME Annual Meeting Papers DeadlineSNAME for Annual Extended Abstracts Meeting (minimum Papers of two pages): March 23, 2014 AbstractsDeadline forAccepted: Extended April Abstracts 5, 2014 (minimum of two pages): March 23, 2014 SubmitAbstracts to: Accepted: http://mc.manuscriptcentral.com/snameam2014 April 5, 2014 Submit to: http://mc.manuscriptcentral.com/snameam2014 For more information: [email protected] For more information: [email protected] Ship Production Symposium Papers DeadlineShip Production for Abstracts: June Symposium 3, 2014 Papers AbstractsDeadline forAccepted: Abstracts: June June 24, 3, 2014 2014 PleaseAbstracts send Accepted: all submissions June 24, 2014 to [email protected] ForPlease more send information: all submissions http://www.sname.org to [email protected] For more information: http://www.sname.org

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Published by the Society of Naval Architects and Marine Engineers 99 Canal Center Plaza, Suite 310, Alexandria, VA 22314 Spotlight on the Mediterranean Phone: 703-997-6706 www.sname.org/sname/mt

Peter G. Noble President [email protected]

n 480 B.C., the Athenian eet of emistocles demolished the Persian eet of Xerxes in the Erik W. Seither naval battle of Salamis, an outcome that will shape the evolution of Hellenic and western civili- Executive Director [email protected] zations. Nearly 2,500 years later, in 2014, in the same stretch of water, an 8,000 TEU super-post Bruce S. Rosenblatt Panamax containership will berth at the Eleftherios Venizelos container terminal. e vessel Treasurer Ioperates on a trunk route that links the Far East to Northern Europe. Susan Evans Grove ere is about as much resemblance between classical times and the dawn of the third mille- Publications Director nium as there is between a trireme and a hatchless containership. But one thing hasn’t changed: [email protected] As one of the Seven Seas, the Mediterranean has always gured prominently in history and in the Douglas R. Kelly Editor maritime industry. e issue of (mt) you hold in your hands explores the role this region has played [email protected]

in shipping and commerce, oering content covering the full span of the Mediterranean Sea. Our Alan Rowen rst feature, in fact, examines how the demands of the market and infrastructure limitations have Book Review Editor [email protected] driven the design of RoPax ferries, and the ways in which current designs meet those challenges. Dave Weidner, Advertising Sales Short sea shipping requires that companies be nimble to compete successfully. Read how one [email protected] company is working to adapt to the demands of a port system that requires special maneuvering Tommie-Anne Faix, Publications Sales Associate characteristics from vessels that make frequent port calls without the aid of tugs, special mooring [email protected]

systems, or sophisticated port infrastructure. And learn more about the benets and drawbacks Editorial Advisory Board of the European Union’s short sea shipping policies in our Opinion and Policy Brieng sections. Matthew Tedesco, Chair Kevin McSweeney Rod Allan Peter Noble Also on tap this issue are features that look at ship repair work being carried out at the Chris Cikanovich Jeom Paik gateway to the Mediterranean, and a new ship construction facility—a multicultural joint ven- Chris Dlugokecki Lars Rønning Vicki Dlugokecki Erik Seither ture—located on the shores of Romania. Norbert Doerry Les Sonnenmark Jay Edgar Rik van Hemmen Looking to the future, this issue oers an in-depth exploration of the potential for using liq- Peter Tang Jensen Peter Wallace ueed natural gas (LNG) as fuel. is one is a complicated topic, which, despite the existence Design of LNG terminals in all the countries along the southern rim of Europe, still will take a focused Bates Creative, Silver Spring, MD eort from industry, legislators, and regulators to bring to fruition. We’re also pleased to bring Oﬃcers of the Society Peter G. Noble, President to you two perspectives—that of a student and that of professors—on naval architecture edu- Erik W. Seither, Executive Director cation in Greece, one of the world’s major ship owning countries. Bruce Rosenblatt, Treasurer ere’s much more. We hope this issue stirs your interest and challenges your thinking as Regional Vice Presidents 2013: you learn about the center of growth and innovation that is the Mediterranean region. Atlantic South: H. Paul Cojeen Central & Gulf: Joseph H. Comer, III International: John Kokarakis Richard A. Gilmore and Harilaos N. Psaraftis 2014: SNAME (mt) editorial board Paciﬁc: William B. Hale Atlantic North: John Volc

2015: Atlantic South: Robert J. Gies Leaders for This Issue Central & Gulf: Scott C. McClure International: Harilaos N. Psaraftis

Richard A. Gilmore is direc- Harilaos N. Psaraftis 2016: tor, gas eet, for Maran Gas is a professor in the Paciﬁc: Dan E. McGreer Atlantic: Timothy J. Keyser Maritime Inc. (Maran), the Department of Transport gas shipping business unit of of the Technical University Publication in (mt) Marine Technology does not constitute the Angelicoussis Shipping of Denmark. From 1989 an endorsement of any product or service referred to, nor does publication of an advertisement represent an Group Limited. He has been to 2013, he was a profes- endorsement by the Society of Naval Architects and Marine active in the LNG shipping sor in the School of Naval Engineers or the magazine. All articles represent the industry for more than 30 Architecture and Marine viewpoints of the authors and are not necessarily those of the Society of Naval Architects and Marine Engineers, or years, with experience in Engineering of the National the magazine. LNG ship design, construction supervision, opera- Technical University of Athens (NTUA) in Greece. Subscriptions: (mt) Marine Technology is circulated to tions, and nance. At Maran, Gilmore overseas the He has a diploma from NTUA (1969), and two mas- all members of the Society as a portion of their dues operations of the gas eet as well as commercial and ter of science degrees (1977) and a Ph.D. (1979) from allocation. Non-member subscriptions are $125 annually new business development activities. He received a the Massachusetts Institute of Technology (MIT). for the U.S. and possessions; single copies are $35. For international non-members, subscriptions are $140 bachelor of science degree in marine engineering and Psaraftis was a faculty member at MIT from 1979 to annually; single copies are $35. naval architecture from Webb Institute in 1977 and 1989 and served as CEO of the Piraeus Port Authority (mt) Marine Technology is dedicated to James Kennedy, a master of business administration from Harvard from 1996 to 2002. He is a Fellow of SNAME. 1867-1936, marine engineer and longtime member of the Business School in 1984. Society, in recognition and appreciation of his sincere and generous interest in furthering ship design, shipbuilding, ship operation, and related activities.

  January 2014 www.sname.org/sname/mt

C2_21_FDept_SNAME_Jan14_P3.indd 4 12/19/13 2:14 PM (feature contributors)

has work experience in public relations, human resources management, and marketing. Following graduation, she worked for two years as a teacher, and in 1997 joined Daewoo Mangalia, where she holds the position of newbuilding marketing group leader.

George Kapetanis is a research engineer in the Department for Maritime Transport of the National Technical University of Athens (NTUA). He holds a degree in marine and mechanical engineering from the Technical University of Hannover and has pursued graduate studies at NTUA in the School of Naval Architecture and Marine Engineering. Kapetanis has worked for more The Daewoo Mangalia Heavy Industries team Iuliana Istudor graduated from law faculty than 20 years in the shipping industry as a is based in Romania and includes the and has two years of experience in contract project engineer at Elefsis Shipyards and then following members. Gabriel Colesniac grad- management with Daewoo Shipbuilding as superintendent engineer in the shipping uated from Dunarea de Jos University of & Marine Engineering in Korea. She now companies of the Eugenides Group. He also Galati, and has worked as a naval archi- works as a process improvement coordina- acts as evaluator and reviewer of European tect for Daewoo-Mangalia for 15 years, 2 of tor within the corporate innovation oce Union research projects. which were with Daewoo Shipbuilding & of Daewoo Mangalia. Sorin-Radu Rechisan is Marine Engineering in Korea. For the last an economist and a management graduate George A. Kriezis is the techni- 4 years, he managed integrated and basic of the Bucharest University of Economic cal manager of Neptune Lines design team activity, accepting challenges Studies, and has more than 12 years of Shipping and Management for new projects. Florinel Cozma is an engi- experience with Daewoo Mangalia. He has Enterprises SA, responsible neer, having graduated from Electronics had experience in purchasing of machin- for the technical management & Telecommunications College. He began ery and major equipment for shipbuilding, of the company’s pure car and truck car- his career with Daewoo Mangalia Heavy and since 2011 has held the position of cor- rier eet since 2007. He is in charge of the Industries in 1997 in the administration porate planning team leader. Laura-Fedra company newbuilding program in Korea. eld and now holds the position of gen- Vaida is a graduate of physics faculty and Kriezis holds a Ph.D. in ocean engineering, eral aairs and public relation team leader. Aytunci Fetislam is a naval architect with a post-graduate master of business administration degree, having more than six years of hands-on experience working in mar- Coming in 2014 in (mt) magazine keting. Following graduation, he joined Daewoo Mangalia Heavy Industries, where he holds the position of newbuilding marketing team leader. Adrian Ilie is an eco- The April issue will explore the deep water operations sector, and will include developments in drillships as well as deep water test facilities and nomic faculty graduate who has worked in experimental studies. the production planning area for almost 10 years. He also has experience in man- And our July issue will focus on the design approach, covering topic areas ufacturing and installation of outtting such as modularity and ﬂexibility in design, margin policy in a computer aided items. Ilie joined Daewoo Mangalia in 1994 engineering environment, and design process modeling. and he now holds the position of production strategy and planning team leader.

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C2_21_FDept_SNAME_Jan14_P3.indd 5 12/19/13 2:14 PM (feature contributors)

Feature Contributors continued

a master of science in ocean systems man- last newbuilding and joined the new degree in ocean systems management, agement, and a master and bachelor of company when Royal Cruise Line was both from the Massachusetts Institute science in naval architecture and marine sold. Stamboulelis has been instrumen- of Technology. He has 28 years expe- engineering, all from the Massachusetts tal in the adoption and development of rience in managing large engineering Institute of Technology. He has more than the Superfast ferries concept, and has projects relevant to naval shipbuilding 20 years experience in the technical man- headed all Superfast and Blue Star new- and repair, as well as in shipping and agement of ships and was a recipient of the building projects. He also has worked logistics management. Undergraduate Paper Award from SNAME in designing port infrastructure in while a student in 1986. Greece, Germany, Finland, Sweden, and Clive Woodbridge is a freelance Scotland for ecient operation. journalist who has been writ- Costis Stamboulelis has been ing about shipping, ports, director of operations, new Markos N. Vassilikos is the eet and transportation issues for projects, and development of and operations director of more than 30 years. He has Attica Group since the com- Neptune Lines Shipping and contributed to many leading trade pub- pany’s foundation in 1991. Management Enterprises SA, lications, including Lloyds List, Seatrade, He has been in passenger ships, ship having joined the company Passenger Ship Technology, and Container design, and shipbuilding since 1981, in 2006. He holds an ocean engineer’s Management. He edits Ship Repair and originally with Royal Cruise Line. He was degree in naval architecture and marine Conversion Technology for the Royal the project manager of the company’s engineering and a master of science Institution of Naval Architects.

  January 2014 www.sname.org/sname/mt

C2_21_FDept_SNAME_Jan14_P3.indd 6 12/19/13 2:14 PM ( industry events)

Upcoming Events: January, February, and March

JANUARY The 19th Texas Offshore Navy League Special Topic Measures to Improve Symposium: Emerging Breakfast # 2 the Fuel Efficiency of New NTUA Student Thesis Presentations Technologies in Offshore Drilling February 26 and Existing Vessels January 23 and Production Renaissance Arlington March 20 SNAME Greek Section February 6 Arlington, VA SNAME Greek Section Athens, Greece Houston, TX www.navyleague.org Athens, Greece www.snamesymposium.com Navy League Special Topic OTC Asia 2014 MARCH Breakfast #1 Arctic Technology Conference 2014 March 25-28 January 29 February 10-12 Kuala Lumpur Convention Centre 2014 National Ship Repair Renaissance Arlington Houston, TX Kuala Lumpur Industry Conference Arlington, VA www.arctictechnologyconference.org/ www.otcasia.org/2014 March 10-14 www.navyleague.org index.cfm Embassy Suites Crystal City Arlington, VA OCTOBER Shipping, Marine and Ports World FEBRUARY Contact: [email protected] Expo 2014 SNAME Annual Meeting February 10-12 SCA Winter 2014 General CMA Shipping 2014 October 22-24 Goregaon (East), Mumbai Membership Meeting March 17-19 www.sname.org www.chemtech-online.com February 3-4 Hilton Hotel Coral Gables, FL Stamford, CT Waste Heat Recovery in Marine Contact: [email protected] Contact: [email protected] Propulsion Systems February 20 SNAME Greek Section Athens, Greece

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C2_21_FDept_SNAME_Jan14_P3.indd 7 12/19/13 2:14 PM ( opinion)

European Short Sea Shipping

Doubts about the eﬀectiveness of its regulatory framework

BY ALKIS JOHN CORRES he European Commission has defined short congestion, decrease of air pollution, and overall cost sea shipping as follows: “Short Sea Shipping savings to the shipper and a government. Shipping means the movement of cargo and passengers goods by ship (one 4000dwt vessel is equivalent to by sea between ports situated in geographi- between 100-200 trucks) is far more ecient and cost- Tcal Europe or between those ports and ports situated eective than road transport (though the goods, if in non- European countries having a coastline on the bound inland, then have to delivered by truck) and enclosed seas bordering Europe. Short sea shipping is much less prone to theft and damage.’’ includes domestic and international maritime trans- Surprisingly, there have been no funds for the devel- port, including feeder services, along the coast and to opment of short sea shipping made available to those and from the islands, rivers and lakes. e concept of who actually operate in the short sea shipping arena short sea shipping also extends to maritime transport (although limited funds were made available for port between the Member States of the Union and Norway infrastructure and for research to help the commission’s and Iceland and other States on the Baltic Sea, the Black inspiration for new development ideas). Sea and the Mediterranean.” Quite the opposite, in fact, with a half-century-long e European Union (EU), which has one of the prohibition on shipbuilding subsidies, made possible longest coastlines in the world (second in length only by a series of shipbuilding directives that have eec- to Canada), got an early start in trying to shift car- tively killed most European shipyards. Many glorious gos from the road to the sea. e short sea initiative names, such as Harland and Wol in Northern Ireland, is a drive that has accumulated the approval of all Kockums and Uddevalavarvet in Sweden, Akers in EU institutions during its quarter of a century of life, Norway, Chantiers de l’ Atlantique in France, and many and it started as a clever way of avoiding the expen- more have vanished, while the ill- conceived and imple- sive investments in road works that would be required mented drive was heralded as another success of the EU, to avert a pan-European trac jam situation. e EU which was later joined by the Organisation for Economic Co-operation and Development. One wonders what would have happened if an equivalent regulation were e aim of the regulation was to address the issue applied in the United States. My purpose here is to identify some, though cer- of free circulation of maritime transport services in tainly not all, of the major failures of policy in the EU in this particular eld. My hope is that raising the issue the internal waters of the member states. might contribute to corrective action and avoidance of errors in the future.

Free circulation budget would be happy to avoid expensive participa- After several tries, the EU Council of Ministers nally tion in infrastructure, and the national governments reached consensus and issued Regulation 3577/92 on of the member states would also be happy (some of the December 7, 1992. e aim of the regulation was to which would have more funds available for agricul- address the issue of free circulation of maritime trans- tural subsidies). erefore, the initiative, which also port services in the internal waters of the member states. wears an environmental hat, was widely supported. e right of mutual access to the domestic waters had According to a Wikipedia entry, the main advan- been restricted to vessels ying EU ags that had access tages of this type of shipping “… are alleviation of to the cabotage trade in their own country, which means

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C2_21_FDept_SNAME_Jan14_P3.indd 8 12/19/13 2:14 PM that ships entered in EU states’ international state. In shipping language, this is the def- changing a vessel’s manning composition registries were excluded. inition of chaos. when entering and leaving island trades. Despite honorable intentions, the Shipowners loath chaotic situations is provision alone has put paid to any pos- regulation has failed to achieve what was and will always do whatever it takes to sible chance of success for this regulation. intended due to a fundamental aw in its avoid them. Ships are means of transport It is not known who suggested the ship manning provisions. In ships trading designed to cross the seas, which basically introduction of this provision to the reg- in another EU member’s waters serving means—in a domestic transport context— ulation (which was approved during the from mainland to mainland ports, man- to serve islands. rough the introduction course of a Portuguese presidency), but it ning remained as per the requirements of of a mandatory change in the manning matters less than the actual agreement of its own ag. However, vessels trading from rules as a prerequisite whenever trading to, the Council of Ministers on the nal word- mainland to island, or island to island des- or between islands, the EU legislator put a ing. What is even more surprising is that, tinations, had to amend their manning handbrake on interpenetration. No seri- in the long years between 1992 and 2013, rules as per the requirements of the host ous shipping operator would ever consider there has been no attempt by anyone to

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C2_21_FDept_SNAME_Jan14_P3.indd 9 12/19/13 2:14 PM (opinion)

European Short Sea Shipping continued

correct it, including the sometimes more radical European Parliament. Everyone EU- agged operators prefer to masquerade as third- has been happy to live with this misno- mer regulation as long as it does not create country ships rather than face the crew changes mandated waves. Complacency and inaction raised a big question mark about the ability of the by the regulation. EU to correct its own errors, which itself is a source of concern. e designed-in inexibility of the regulation has continued the pre-existing the explanation is quite simple: in order and it rings a bell that the local short sea eet situation of market segmentation in the to help other member state operators get may be insucient for the state member’s EU, in which every state had the exclusive around the manning restrictions appli- transportation needs. The free presence, right to serve its own domestic sea transport cable to EU-agged ships. In other words, under the regulation, of other state mem- requirements by vessels ying its own ag EU-agged operators prefer to masquerade bers’ flags in the said state’s waters is according to international law. as third-country ships rather than face the minimal to non-existent, pointing to inef- As a matter of fact, it has made things crew changes mandated by the regulation. ciency on the part of the regulation. worse for EU operators, which previously If the regulation worked as intended, any could trade inside the domestic waters of Numbers for 2012 and 2013 eet shortages would be taken up immedi- another member state after obtaining a For readers ready to question the reality of ately by other country members’ vessels. dispensation—that is, permission by the these claims, we have compiled a list of all This does not happen. The ship deficit is host state to do so—while maintaining short sea vessels that have been granted instead largely taken up by non-EU carriers their crew composition, island trade or not. dispensations from one country mem- to a proportion ranging from 76 to 83% and Interpenetration (even after licensing) made ber of the EU for the year 2012. Out of the the rest by EU operators requiring (as they sense to those operators. 145 dispensations granted for a limited shouldn’t) a dispensation. Nevertheless, the Apparently, none have noticed that, fol- time period, no less than 34 (23.4%) were legality of this practice is open to interpreta- lowing the introduction of this regulation, for EU-flagged carriers. The rest were for tion as the actions of the administration of third country-agged ships are better o Turkish, Panamanian, Liberian, Togo, Hong this EU member apparently serve the com- than EU-agged ships in terms of trading Kong, and so forth. munity target of interpenetration better conditions in another member’s waters. We have been able to cross check again than the regulation purportedly designed Although EU-agged ships do not need a for the rst seven months of 2013 in the same to further it. dispensation, they come under the afore- member state, and the corresponding g- e extent of similar phenomena in other mentioned restrictions of the regulation, ures were 89 dispensations, of which 15 EU member countries is yet unknown, but whereas third country-agged carriers have were for EU-agged carriers. Although the the reluctance of EU carriers to trade in other an easier life after obtaining the dispensa- percentage of EU operators obtaining dis- EU member’s domestic waters has a pan- tion as nobody bothers about how these pensation has come down to half (16.8%), European dimension as a direct result of the ships are manned. the number of dispensations will probably distortions created by Regulation 3577/92. The point is further illustrated by the be higher by the end of the year by some- It’s an open challenge for future EU practice of certain EU states, which issue thing close to 5%. presidencies. MT dispensations to other EU members’ agged Two observations should be made here. vessels. One may well wonder why and e total number of dispensations is high Alkis John Corres is a visiting professor at City Law School.

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C2_21_FDept_SNAME_Jan14_P3.indd 10 12/19/13 2:14 PM ( policy brie ng)

Short sea operators such as Neptune Lines Shipping and Management Enterprises SA experience the burden and beneﬁts of EU maritime legislation on a daily basis.

Body of Legislation

Working to ensure the performance and eﬃciency of short sea shipping

BY FOTIS KARAMITSOS rom the very beginning of European civili- (IMO), and labor conventions from the International zation, maritime transport has been a major Labour Organization. component of coastal economies. Short sea e aim of the EU’s maritime transport policy is to shipping provides a crucial and dynamic ser- promote eciency and quality shipping, increase the Fvice for domestic tourism and passenger transport protection of passengers and crews, and reduce the risk for trade with other countries beyond the European of environmental pollution, while ensuring fair com- Union (EU). mercial and environment-friendly competition. To dene it, short sea shipping is the movement of Recent EU legislation—directive 2012/33/EU—intro- cargo and passengers by sea between ports situated in duces new sulphur emission limits for shipping in the geographical Europe or with ports situated in non-Euro- EU in line with IMO provisions. Besides the strict lim- pean countries with a coastline on the enclosed seas its (0.1% from 2015) for sulphur emission control areas bordering Europe, including the Mediterranean Sea. (SECA) located in Northern Europe, non-SECA member Short sea shipping is vital for connecting certain states will have to implement 0.5% limits from 2020. e countries and certain regions to the rest of Europe. European Commission aims for a balanced approach Approximately 60% of goods unloaded in EU ports (in between environmental requirements and maintaining tons) is brought by short sea services. the competitiveness of the industry, especially as regards However, short sea shipping has important growth the use of alternative fuels, in particular liqueed natural potential as the sea presents wide unused capacity gas (LNG). Standards for the provision and use of LNG are for transport. In addition, the favorable geographic being developed and the Clean Power for Transport direc- situation of the EU makes short sea shipping a viable tive proposes that all core maritime ports in the EU have alternative for many routes, with 1,200 port terminals to provide LNG refuelling facilities by 2020. e European along 100,000 km of EU coasts. Commission is exible as to how the LNG will be provided Short sea shipping also has a strong role to play (xed tanks, by tank trucks, or small bunker barges) in in reducing transport congestion and in addressing order to keep costs reasonable. energy and climate change challenges, given that it In the Mediterranean area, the COSTA project oers better fuel eciency than other modes. launched in 2012 aims to develop a common strategy ere is an extensive body of EU legislation on ship- and an LNG master plan for the use of LNG for ships in ping. The EU has approximately 60 individual laws, the Mediterranean, Atlantic Ocean, and Black Sea areas. mostly based on international conventions—SOLAS, e EU promotes short sea shipping with its support MARPOL from the International Maritime Organization programs for infrastructures, research and innovation,

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Body of Legislation continued

and startup companies. Notable among these Despite all this, vessels traveling between systems (for example, e-Freight, e-Mari- is the Motorways of the Sea (MoS) projects, EU ports still encounter a signicant number time, and SafeSeaNet). It also requires a which will reinforce the maritime dimension of complex procedures as territorial waters are comprehensive and stable framework of of the trans-European transport network. considered as the EU’s external borders. rules and standards to allow for ecient Vessels traveling between EU ports are and eective infrastructure investments. Integrated network leaving the EU customs territory. In July Targeted actions are therefore needed to New transport infrastructure guidelines 2013, the European Commission adopted foster cross-modal integration, such as entering into force at the end of 2013 will a communication, creating a policy frame- supporting cooperation between all par- establish a complete and integrated trans- work for the future entitled Blue Belt. is ticipants in co-modal chains; addressing European transport network, covering all is a concept according to which ships can administrative bottlenecks with respect EU member states and regions. is will pro- operate freely within the EU internal mar- to customs and other inspections; stream- vide the basis for the balanced development ket with a minimum of administrative lining administrative requirements; and of all transport modes in order to facilitate burden and in which safety, environ- fostering information flows across the their respective advantages and maximizing mental protection, and customs and tax integrated transport chains. the value added for Europe. In relation to the revenues are ensured by optimal use of e EU has a strategic interest in ensur- connections with neighboring countries, the existing capabilities to monitor maritime ing the continuous performance of short MEDA MoS program is intended to contrib- transport and the cargo concerned. sea shipping as a vital component of the ute to the overall upgrading and development In addition, the EU will launch new ini- transport system, given that it provides an of sustainable and well-functioning transport tiatives to promote the use of advanced important contribution to smart, sustain- networks in the Euro-Mediterranean region. interoperable information and communica- able, and inclusive growth in Europe. e goal is to gradually link the Mediterranean tion systems by administrations and business A key challenge is to maintain the sec- transport systems to the European network. in the maritime sector and along multimodal tor’s dynamism and competitiveness while e Connecting Europe facility will be logistics chains. These will be built on the improving its environmental performance the funding instrument for trans-Euro- requirements of directive 2010/65/EU, sim- and energy eciency. In 2014, two EU mem- pean networks. As much as EUR 26 billion plifying the reporting formalities for vessels ber states with a long maritime tradition, has been designated for transport projects arriving in or departing from EU ports and Greece and Italy, will take over the presi- in the period 2014 - 2020. is represents a requiring the establishment of single windows dency of the EU. This will create another tripling in European funding for the trans- in all EU ports by June 2015. opportunity to further promote maritime European transport network. transport and short sea shipping. MT In May 2013, the European Commission Securing safety launched a new initiative to improve port To further secure the safety of our seas, Fotis Karamitsos is a director at DG MOVE, European Commission. operations and onward transport connec- the EU developed in 2002 the Vessel Trac tions. The proposed guidelines and legal Monitoring and Information System changes will help port operators to upgrade (VTMIS), which handles receipt, storage their services and facilities as well as giving and exchange of data on ships’ move- LEARN MORE them more nancial autonomy. ments, dangerous and polluting cargos, The measures will contribute to and accidents and incidents. e VTMIS For more information on the encouraging investment in ports, reducing directive (2002/59/EC) sets up the so- European Commission’s Blue administrative burdens and supporting the called SafeSeaNet system—hosted by the Belt concept, go to http://ec.europa. building of new and ecient infrastructure. European Maritime Safety Agency—as the eu/transport/modes/maritime/news/ ey also will encourage more shippers to core system in the EU maritime domain. bluebelt_en.htm use short sea shipping for the carriage of The further integration of short sea goods within the EU through more ecient shipping into co-modal logistics chains And for more on the European ports, better connections to the hinterland, depends on the quality, efficiency, and Commission, visit http://ec.europa. and exible port charges for shipping. By reliability of services. It also depends on eu/transport/modes/maritime/ 2016-2017, it should lead to an increase of the ecient use of intermodal transport short_sea_shipping/index_en.htm up to 7% of short sea shipping activities in infrastructure and on interoperable infor- the Mediterranean and Baltic seas. mation and communication technology

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C2_21_FDept_SNAME_Jan14_P3.indd 12 12/19/13 2:14 PM ( founders and leaders)

PHOTO COURTESY OF ANDREA FRANK

Petros Lalangas

Founder of the Greek section and a key player for SNAME in Europe

Editor’s note: A member of SNAME since 1959, Petros Lalangas has enjoyed a long and successful career in naval Another signicant reason is when I went for my bach- architecture both in Europe and the United States. (mt) editor Douglas R. Kelly talked with Lalangas in October 2013 elor’s degree at the American Robert College in Istanbul, I about his work in the industry and about the central role he has played in establishing and growing SNAME’s got my degree in mechanical engineering. But I wanted to Greek section. enter the marine eld and become a naval architect. So I applied for a scholarship at Stevens Institute of Technology KELLY: Petros, we started chatting a little bit earlier, and I was very lucky that they gave me (even though I about how you came to study naval architecture. Why applied rather late) a research assistantship. at was in did you decide to go into this eld? 1958, at the experimental towing tank. at was the name LALANGAS: e main reason was because I was born and then. Now it’s called the Davidson Laboratory. At that time, grew up in the port of essaloniki in northern Greece, in the late 1950s, that was the biggest university and private or some people know it as Salonika, which is the second ship research facility of the United States. It was so big they biggest port in Greece. My parents used to walk on the had almost 120 people on its sta, with some very famous shorefronts with me when I was eight or nine years old and names…they were actually my mentors. I was working as watch the boats and the ships, and that was a lot of fun for an assistant to Professor Edward V. Lewis, who was the me. Also, because of the extreme success of Greek ship- editor of the PNA [Principles of Naval Architecture] books, ping companies, I thought it was a very good eld to enter. the series of three volumes. He was a very successful

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Petros Lalangas continued

naval architect. I also was working with other famous names like Edward Numata. Both of “Many people unfortunately don’t know. at’s why I these people were very, I would say, instrumental, and they inspired me. keep telling them, ‘ is is the best investment you will [Working as Lewis’s assistant] at the experimental towing tank was actually a make in your professional career, becoming a member great inspiration. Of course, after being there, after my graduation in the ‘60s, I of SNAME.’” became a research engineer at the laboratory and did a lot of interesting research work, wrote a lot of research papers. at take them and you keep them,” because they shipyard. Tell me about that transition. was really a glorious time for the marine had many copies. [laughter] LALANGAS: I was working at John J. eld because I remember the Oce of Naval I was a student member while I was a McMullen Associates, JJMA, and we were Research was sponsoring a lot of work for graduate student, but I became a full mem- actually the rst tenants in the North Tower the laboratory, and we were extremely busy. ber in 1959. I’m actually 54 years a member of the World Trade Center, on the 30th oor. of SNAME. I really owe a lot in my career and We had the entire oor. We got a project for KELLY: What was the biggest challenge you the knowledge [I’ve acquired] to that organi- the establishment and modernization of had at Davidson? zation. At least 65% of what I learned in the an old shipyard in an island in the Aegean, LALANGAS: It was work that had to do marine eld as a naval architect was from the called Syros for a prominent Greek ship with the theoretical determination of publications, technical meetings, symposia, owner, Goulandris. So Joe Cuneo, who was ship motions in oblique waves. at was and so forth, of SNAME. People ask me why I the president of JJMA at the time, pulled me the rst work at that time, to my knowl- spend so much time now in my retired years one day into his oce and he says, “Do you edge, worldwide, and that was actually the for SNAME. I established the Greek section want to go to Greece on a project?” I said, topic of my master’s thesis. e results of and I’m now the manager of the European “Listen, I just rented a house on Long Island that research were published in the PNA oce, and I go around in schools and uni- for my family.” We had a little baby and so book, in the third volume, which had to versities and merchant marine academies, on. Joe says, “Don’t worry. We’ll pay all the do with ship motions. e third volume speaking about SNAME. It’s because I want expenses for you.” was Motions in Waves and Controllability. people to have the same benets from SNAME So I headed a team of three people: two as I did. Paying a nominal [membership] fee, naval architects (myself and another guy) KELLY: You had become a member of whatever it was at that time, it was peanuts and a civil engineer, to help Mr. Goulandris SNAME in 1959? considering the wealth of knowledge and in the construction of this modern shipyard. LALANGAS: at is correct. Actually…I will information. I say to many people here in Actually, it was an old yard that needed never forget it. In 1958, in the fall, when the Greece, “It’s a gold mine of knowledge.” Many modernization. We had a beautiful sum- annual meeting took place at the Waldorf people unfortunately don’t know. at’s why I mer, my family and myself, on this lovely Astoria in New York City, SNAME was pub- keep telling them, “is is the best investment island in the Aegean. My wife, also being lishing advanced papers. So people came to you will make in your professional career, from Greece, from the same town as me, get them and provide written discussions. becoming a member of SNAME.” said, “Why do we have to go back to the So Professor Lewis told me about SNAME United States? Look at what a lovely life peo- and the annual meeting. I remember I said, KELLY: Petros, following your four or ve ple have here…fun every day, going out to “How can I get some of these advanced papers years at Davidson Laboratory, you were with restaurants and taverns and music and fun so I can read them?” [laughter] I remember he M. Rosenblatt & Son and John J. McMullen and the beautiful climate.” So while I was brought me into a stockroom of the laboratory Associates in New York for a number of still in Greece, I sent two letters to two of that was full of papers (from previous years as years, and you then made a pretty big career the biggest shipyards at that time in Greece, well), and he said to me, “Petros, get anything change. After being in New York for some 14 and they invited me immediately and they you like.” I said, “For me?” He says, “Yes, you years, you returned to Greece to manage a oered me an excellent salary.

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C2_21_FDept_SNAME_Jan14_P3.indd 14 12/19/13 2:15 PM Of course, I had an obligation to JJMA. I lot of steelwork for reneries, oshore plat- even ask me if I wanted to stay, and I will remember I came back, I nished the proj- forms, etc. never forget it. ect in October, and in November, we had the Lester Rosenblatt (the father of Bruce annual meeting of SNAME. I was responsi- KELLY: After your time at Hellenic, you Rosenblatt, who was also for many years ble [for a project] which had to do with the became a professor at Webb Institute in president of SNAME), who was the most design of oating breakwaters for a nuclear New York. What did you get out of teaching supportive person I ever met from SNAME, power plant for Con Edison, which was at Webb Institute? called me in Greece and he said, “Petros, going to be located o Long Island. We did LALANGAS: Well, I’m actually a unique I’m sorry. I heard the shipyard closed down. a lot of model tests in Holland and we did person, because I covered the three Don’t worry about it.” at was on a Friday the project for Con Edison. important facets that a naval architect morning. “Get on the plane,” he said. “You So I stayed there until Christmas and should know. I did ship research and can start work Monday morning,” and he nished all my obligations. I had to go on ship hydrodynamics. I did ship design of gives me also the salary over the phone. I a Saturday to clean up my office, and on all kinds—naval ships, commercial ships, told Lester, “ank you very much for your Sunday, I boarded a plane and came back platforms, even LNG vessels—and I got a generous offer, it’s very kind of you.” But to Greece to [to my family and my children] couple of patents when I was working at I was on a skeleton staff because we had to work for Hellenic Shipyards. JJMA. en I got the shipbuilding expe- to maintain the facilities and the ships, rience. You cannot be a successful naval which were in dierent stages of construc- KELLY: You spent 12 years or so at Hellenic architect if you don’t work in a shipyard, tion. Some of them [had been] chartered by Shipyards. What kind of work did you do there? building ships. You don’t learn the profes- the Russians. So I told Lester, “I’m not an LALANGAS: I started rst as an assistant to sion from books. at’s a fact. employee, but I still have my salary and I the head of the design oce. By the way, at So I covered all the three important don’t know what I’m going to do, but I’ll let that time, Hellenic Shipyards was the big- facets, and I must tell you that my work at you know.” gest shipyard in the Mediterranean and Hellenic Shipyard was very challenging… So at the end of June 1985, I boarded a the biggest industry in Greece. It had more very important, I would say, and I was work- plane for interviews. [And it turned out that] than 6,000 people working seven days a ing quite a lot—seven days a week. It was I told Lester, “Okay, I’ll work for you,” and I week, 24 hours a day, with a lot of activities tough, but I had the best employer that I did a lot of interesting work with him. I was in newbuildings, commercial ships. Also, ever had in my life. at was the late Stavros in the basic ship design group as a project we built naval vessels, small-size missile Niarchos. He was very, very generous to all manager when Lester had more than 300 boats for the Hellenic Navy. Also, we were the people who were working properly and people in the New York oce, if I remem- doing a lot of repairs for the United States hard for the shipyard, from the manager to ber the number. Navy Sixth Fleet, the Mediterranean eet of the last worker. A wonderful man. So I went to Webb after the work at the United States Navy. ey were actually Rosenblatt had diminished and there was coming exclusively, I would say, to Hellenic KELLY: Did your experience at Hellenic not much work. ere was an opening and I Shipyards. I was also responsible for the make you a more attractive candidate for applied and I went to Webb Institute in 1991. drydocking of the naval vessels. e liaison, a professorship at Webb Institute? And was I was there four years. I left Webb, actually, who was a United States Navy ocer, was your time at Webb a rewarding time for you? when I was nearly retired and I wanted to responsible for the repairs and drydocking LALANGAS: Yes. Let me backtrack a bit. e come back to Greece. of the naval vessels. reason I came back to the United States is Then I became head of the design because, unfortunately, on the rst of April KELLY: Let’s talk about that. When you office. Then I was promoted to head of in 1985, the shipyard was closed down by went back to Greece and began work with the newbuildings department, and I was the Socialist party in Greece, because they ELKCO Marine Consultants, did you have responsible for about 2,000 people. The wanted to nationalize it. ey silently dis- any idea that you would be instrumental in shipyard had actually three branches: missed me, but I was also on the board of establishing the SNAME section in Greece? newbuildings department, repairs depart- directors as an unwanted capitalist, work- LALANGAS: Not really. Actually, the per- ment, and industrial department, doing a ing for this big Greek shipowner. ey didn’t son that was instrumental in suggesting

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Petros Lalangas continued

and recommending to me to start the Greek section was Naresh Maniar, a long-time member of SNAME. He’s a member also of “You cannot be a successful naval architect if you don’t various committees. Naresh actually spent 10 days in Athens, visiting the members of work in a shipyard, building ships. You don’t learn the SNAME with me who had expressed interest in starting a section. At that time, Greece profession from books.” had about 160 members. Some of them were members for many, many years and we had quite a few who were very interested in selected as the top super section last year, and Economics, which we abbreviate as SOME. starting a Greek section. Naresh, and then in the previous two years also, it was among Bruce Rosenblatt, who was at the time the the top sections of SNAME. KELLY: You’ve been such a key part of the president of the society, were constantly Greek SNAME section. If you retire, how do advising me to go ahead with two other guys KELLY: What has been the toughest chal- you see the section continuing on? What do who were also professors at the National lenge in doing that work, and what’s been you see ahead? Technical University of Athens [NTUA], the most rewarding part? LALANGAS: at’s the most important and and another guy who was section chair in LALANGAS: Good question. The tough- toughest question that you’ve asked me. I the Texas section. We formed a committee est part in the beginning was to find good can tell you, for at least the last ve years, and sent questionnaires to the members at speakers with topics of interest to the Greek I’ve been trying hard to find people that that time, and they were very positive. We maritime community. The most pleasing will take over, because I’m now 78 years old. had an initial meeting to collect certain part, really, is to see a lot of young students ank God I’m in good health [laughter]. I signatures, according to the Greek law, to and young professionals participating in the try to keep myself in good shape. It won’t start the section. Now, the section has close technical meetings. We have [approximately] be easy. ere are a couple of guys, but you to 260 regular members—from 160 to 260. 10 meetings per year, thanks to the support have to have the time. I’m actually work- What is very pleasing is that the NTUA also of the Greek ship owner, John Angelicoussis, ing only as a part-time advisor to ELCKO, a has a strong department in naval archi- who provides his auditorium for free. few hours a week, so I have time to spend on tecture and marine engineering, and that We’ve managed to keep the cost of par- SNAME. Between the Greek section and I’m started a student section some eight years ticipation at the technical meetings very also the manager of the European regional ago. Now they have more than 100 people. cheap. We have a reception after the pre- oce for SNAME, and that keeps me busier ey participate also every year at the sentation, and people are milling around, than the section! annual meeting, thanks to sponsorships communicating, networking, etc. It has As far as the Greek section, we have a cou- from our section and Greek shipping com- been very successful. Just last week, we ple of guys on the Executive Committee in the panies. e Stavros Niarchos Foundation had the second technical meeting with a Greek section who started also in the United this year has donated EUR 7,000, and ve professor—a Greek professor at MIT—and States, and they were SNAME members for students will be in Bellevue [for the 2013 we had more than 85 people participating. years. I hope when they come close to retire- annual meeting]. e room couldn’t take them all, we had a ment that they will actually take over. Two years ago in Houston, and last year in lot of people standing. Providence, because of the strong participa- So the satisfying thing is that the Greek KELLY: I hope that people will step forward tion of Greek members and mostly students, section has been very warmly embraced by and take up the mantle and move the sec- they sang the Greek national anthem. We had the Greek maritime community. ey con- tion forward. the Greek ag up on the front. is is the rst tribute funds not only for the students to LALANGAS: I hope I’ll be well and not time in the 120-year history of SNAME that come to the annual meetings but also they jump over the fence before somebody this has happened, and this is thanks to the are sponsors of the bi-annual symposium takes over. I will do my best to nd a good recognition of the Executive Committee of that the Greek section organizes, which replacement, and I will help him out until the signicance of the Greek section. It was is Ship Operations, Management, and I close my eyes. MT

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C2_21_FDept_SNAME_Jan14_P3.indd 16 12/19/13 2:15 PM ( mt notes)

Exterior of the Wärtsilä Greece workshop at Mandra.

Planning for Maintenance

Supporting Greece’s LNG carrier investments

BY STAVROS ZACHARIAS hen one considers the rich maritime planning technology. is is based on the company’s history of Greece, it is perhaps not sur- condition monitoring system and enables maintenance prising that Wärtsilä has long had sales needs to be predicted based on the actual condition of and service oces there. e company the equipment, while the optimal operational param- Wcurrently employs some 50 people in the head oce in eters of the ship’s machinery can also be determined. Piraeus and at its service workshop in Mandra. Over Furthermore, maintenance intervals can be decided the years, Wärtsilä Greece has developed capabili- according to actual need, with the end result that unnec- ties for serving both the local eet as well as visiting essary costs and downtime can be avoided. ships. e 3,200 m2 Mandra workshop facilities oer is competence has benets for the owners and oper- a range of repair, overhaul, retrotting, and other ser- ators of merchant, passenger, and naval vessels. However, vices covering many makes of machinery. for various reasons it has particular relevance to the liq- One of Wärtsilä’s key achievements in recent years ueed natural gas (LNG) carrier sector, and Greek owners has been the development of its dynamic maintenance have, during the past three years, made a strong and visible

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Planning for Maintenance continued

entry into the LNG carrier market. For exam- with the capability to switch to conventional with LNG showing clear indications of hav- ple, Wärtsilä has been contracted to supply the marine fuels if necessary. ing the potential to become the marine fuel main engines for 46 new LNG carriers being of the future, Wärtsilä is in the process of built for Greek owners. Each of these ships New center establishing a new maintenance planning will be powered by four Wärtsilä 50DF dual- With Greece increasingly becoming a global center in Greece. It is scheduled to be up and fuel engines operating primarily on gas, but focal point for the LNG carrier market, and running in early 2014 and follows the establishment of a global maintenance planning center in Finland in 2011. Since its introduction in 2006, the Wärtsilä 50DF engine has become the de-facto engine of choice for most LNG carriers. It can be run on natural gas, light fuel oil, or heavy fuel oil, and can smoothly switch between fuels while operating. The engine is designed to provide the same output regardless of the fuel. Apart from the higher thermal eciency of this engine, another reason for its success over alternatives is that it enables LNG carriers to use as fuel the cargo’s boil-o gas, which would have been wasted otherwise. is results in savings of more than 40 tons per day compared to the traditional steam turbine propulsion systems that predomi- nated previously. Interior view of the Wärtsilä Greece workshop at Mandra. Another factor in the success of this technology are the environmental advantages that are realized when operating in gas mode. In this mode, nitrogen oxide emissions are at least 85% below those spec- ied in the current International Maritime

Organization regulations, and CO2 emissions are some 25% less than those of a conventional marine engine running on diesel fuel. Additionally, sulphur oxide and particle emissions are negligible at almost zero percent. Any mistakes that could compromise operational cost savings and environmental compliance benets cannot be tolerated. e reasons for selecting any machinery are obviously negated if inappropriate maintenance procedures or schedules reduce, or eliminate totally, the original advantages and benets sought by the buyer. A Wärtsilä Greece engineer works on rebuilding a Wärtsilä 8R22 diesel generator. Similarly, the nancial implications of improper or irrelevant maintenance and

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C2_21_FDept_SNAME_Jan14_P3.indd 18 12/19/13 2:15 PM unnecessary downtime is another crucial with primary focus on reducing operating factor. Wärtsilä believes that the emerging costs. Average savings are in the 3% range importance of dynamic maintenance plan- through reduced fuel/lube oil consumption, ning is therefore easy to understand. and from 5 to 15% through reduced maintenance costs. Service at the appropriate time How the approach works also increases the lifetime of components. Maintenance has traditionally been carried out according to an engine’s maintenance Serving the industry manual, wherein it is stated precisely the Wärtsilä’s new maintenance planning specic maintenance tasks that should be center will play a key role in supporting done after a certain number of running the Greek, and the global, shipping sec- hours (for example, piston removal at 12,000 tor. e company’s workshop facilities will running hours). is approach, obviously, also continue to provide a range of service doesn’t take into consideration the actual solutions for ship owners and operators, as condition of the components. well as for land-based power plant oper- Our technology-based approach aims ators. We provide complete engine and at improving the eciency of maintenance related system services that cover both planning and extending maintenance Wärtsilä and other engine makes. Original intervals. This is achieved by working in equipment manufacturer services range cooperation with the operators of the vessel. from in-situ machining, repairs, retrot- Wärtsilä’s engine specialists rst analyze ting, and rebuilding, to fuel conversions the engine’s operational parameters, which and environmental compliance solutions. are regularly sent to our condition-based Services for propulsion and electri- monitoring center, and undertake peri- cal and automation systems; technical odic inspections onboard the ship to assess and operational support; upgrades and the condition of the various components. If reconditioning solutions; and training the operational parameters are found to be services and the implementation of ser- inside the allowable limits, and the parts vice agreements are all part of the Mandra of the inspected cylinder units are in good workshop’s oering. condition, the decision to extend the main- Shipping accounts for an estimated 6% of tenance interval can be taken together with Greek GDP and employs approximately 4% the owner or operator. of the country’s workforce. Earnings from Data acquisition is fundamental to our shipping, generated by some 750 operating dynamic maintenance planning concept. Greek shipping companies, amounted to Operational data is read automatically from EUR 14.1 billion in 2011. Despite all the chal- the vessel’s automation or engine control lenges the sector faces, the marine industry system using software that we supply. is vitally important to Greece. New technol- e engine’s data are processed daily, ogies and a modern approach to predicting weekly, or monthly depending on need, and carrying out repairs and maintenance and are evaluated using analyzing tools can play a vital role in the industry. ese developed by Wärtsilä together with input are the tools that will help ensure the indus- from engine specialists. e analyzing tools try meets the current challenges of reducing check the data against our set of deteriora- operating costs while meeting increasingly tion limits, taking into account dynamic and stringent environmental legislation. MT static parameters. There are quantifiable advantages to Stavros Zacharias is sales manager, services at Wärtsilä using dynamic maintenance planning, Greece S.A. He holds a degree in mechanical engineering.

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Synthetic Alternative

A Mediterranean-based company believes it has taken mooring ropes to the next level

BY KOSTANTINE KORONAKIS or a ship to remain competitive in a difficult obliged to operate in weather-exposed ports, where world economic environment, it must use high- mooring is more difficult. This can lead to greater quality safety materials. ese should require risk and cost. In such cases, a mooring line that is minimum maintenance and should remain lightweight, easy to handle, and strong has several Foperational for long periods if the ship to be cost eec- advantages. Lightweight synthetic lines can reduce tive. Our company, D. Koronakis S.A., developed the mooring times, which can reduce cost and risk as the Kapa Korona Plus, which are synthetic mooring ropes vessel can be secured more quickly. ese lightweight having high technical specications and excellent safety synthetic ropes can reduce personal injuries (muscles performance. e product has signicant advantages strains, back injuries, and so forth) and have no snap- over steel wire ropes. back, which increases safety for line handlers. e lines Replacing wire ropes with synthetic high-modulus are neutrally buoyant, so they are less likely to get fouled polyethylene ropes is a growing trend in various appli- in a ship’s propeller; they also do not require greasing, so cations including shing, lifting, elevators, mining, the they can help keep decks and water cleaner. oil and gas industry, and shipping. In all of these elds, Synthetic alternatives that have been used up to now engineers and operators recognize the advantages of have oered some advantages over wire ropes, but have replacing heavy wire rope products with lightweight also shown their weak points. Accounts have made the synthetic alternatives. rounds of eective operational time of several thousand e operational conditions faced in the shipping hours. But several ropes have shown premature failure, industry have always been demanding. Vessels are both with and without warning. Such unreasonable failures, as well as the recurrent need for service (splicing, rejacketing, and so forth), have raised questions. ere has been a great deal of discussion regarding the qualities that future synthetic mooring ropes should have. Standards of core-strand density and minimum weight have been proposed to minimize future failures. In addition, the question of whether to use jacketed ropes or unjacketed ropes continues to be debated.

Temperature issues But the design challenges don’t stop there. In an eort to foresee the future, as much as this is possible, one should anticipate increasing temperatures due to the greenhouse eect. e temperatures of mooring chocks for ships in the Arabian Gulf have been measured in excess of 45°C. In addition, because of the increasing temperatures of oper- The Kapa Korona Plus rope was designed by ation, increased creep (elongation of the synthetic strands Koronakis to oﬀer lighter over time as a function of temperature) as well as increased weight and increased abrasion conditions are to be anticipated. To address operational lifetime. the problem of more demanding operational working

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C2_21_FDept_SNAME_Jan14_P3.indd 20 12/19/13 2:15 PM conditions, the Oil Companies International result remained the same: zero kickback. Our from using synthetic ropes rather than steel Marine Forum recommends that 22 m poly- goal is to o er ropes that will remain on board units in their eet. amide tails should be used, instead of the 11 from a ship’s fi rst day at sea up to the moment While this particular product uses m units that are normally used. e cost of a it retires from service. From a shipowner’s per- fi bers that have been produced exclusively 22 m tail is considerably greater than that of an spective, we believe the specifi c investment in for this application, there may be further 11m tail. e results of this solution, however, these mooring ropes would be cost e ective. ways to innovate in the construction of are generally the greater mobility freedom of a In addition to LNG vessels, we also have the ropes. Several developments are under ship (which in some cases is not desirable), as received increased interest from other consideration that cannot yet be realized well as an increase in mooring costs because industries, particularly from oil and gas, and unless new upgraded technology permits the tails are considered nondurable parts of from the mining industry. Several trawl- it. We are therefore investing in developing the mooring and must be replaced at relatively ers in Iceland are using our Kapa Ropes to equipment that will enable us to look fur- regular intervals. replace trawl wraps, while a large number ther into new technical possibilities in the All of this drove our company to redesign of oil platforms are equipped with Kapa syn- near future. MT the synthetic mooring ropes that would be thetic mooring rope alternatives. And our used in the future. Working with Maran Gas friends at Maran Gas could see the benefi t Kostantine Koronakis is with D. Koronakis S.A. Maritime, an operator of liquefied natural gas (LNG) vessels, we were able to gain valuable insight into the operating conditions and operating practices of modern vessels. With that insight, we believe our Kapa Korona Plus will suit many maritime applications. ere are a number of advantages to this rope. Among them is lack of rust; low maintenance; high durability; and tolerance to very high temperatures while still maintaining light weight and ease of handling. ese lead to greater safety and time savings during mooring and unmooring. e rope was designed to have several innovative technical qualities: • extremely long lifetime. Th e operational lifetime of this synthetic mooring line is expected to be more than 35 years • high safety specifi cations; zero kickback when it breaks • signifi cant abrasion and U.V. resistance • much lighter weight compared to wire ropes, yet equal to or higher in strength and reliability • increased resistance to homo-axial and multi-actional forces.

In the area of kickback, we tried several pulling speeds and tensioning angles, and the

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C2_21_FDept_SNAME_Jan14_P3.indd 21 12/19/13 2:15 PM RoPax Evolution How market demand and infrastructure constraints have driven the design of Mediterranean-based ferries BY COSTIS STAMBOULELIS

RoPax ferry Superfast 1 was designed with an emphasis on increased cargo capacity, having a total of 2,600 lane meters. Photo by George Giannakis.

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22-29_Stamboulelis_Jan14_P3.indd 22 12/19/13 11:58 AM esigning a RoPax ferry for service in the Mediterranean Sea generally is a very challenging project, having to satisfy a large number of often-contradictory requirements and to observe constraints imposed by international and national rules of the ag state. Ferries operating in the region must comply with Safety of Life at Sea (SOLAS), the International Convention for the Prevention of Pollution from Ships, and European Directive 98/18 in terms of safety and environmental protection. Some national administrations have additional safety rules and other standards concerning a many varied issues ranging from minimum requirements for the comfort of passengers, to requirements for the access and accommodation of handicapped persons, to the transportation of pet animals and hygienic matters in general. e constraints imposed on any particular ferry design are closely connected to the type of service in which a vessel will be employed; the period of the year (summer/winter) during which this service has to be performed; and the characteristics (even peculiarities) of the ports at which a vessel will have to call. In broad terms, RoPax ferries operating in the Mediterranean can be classed in one of the following categories:

1: ferries employed between two or three major ports, either of the same country or of two dierent countries 2: ferries employed between one major port on the mainland and several smaller (usually island) ports 3: ferries connecting several island ports.

In category 1, for example, the services run between: • Patras (Greece) – Igoumenitsa (Greece) – Ancona (Italy) • Piraeus (Greece) – Heraklion (Greece) • Civitavecchia (Italy) – Barcelona (Spain) • Genova (Italy) – Palermo (Italy) • Marseille (France) – Porto Torres (Italy) • Marseille (France) – Algiers (Algeria) • Genova (Italy) – Palermo (Italy) – Valletta (MAL)

In category 2, the services run between: • Piraeus – Paros – Naxos – Santorini • Piraeus – Patmos – Kalymnos – Kos – Rodos • Piraeus – Chios – Mytilene • Naples – Isole Eolie • Naples – Capri.

In category 3, the services run between: • Syros – Paros – Naxos – Ios – Sikinos – Folegandros – Anafi

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22-29_Stamboulelis_Jan14_P3.indd 23 12/19/13 11:58 AM RoPax Evolution

• Rodos – Chalki – Kos – Kalymnos – Leros – Patmos on existing vessels, which has been a common occurrence in the • Rodos – Symi – Tilos – Nisiros Mediterranean during the last 25-30 years. • Syros – Serifos – Sifnos – Folegandros – Ios – Naxos In the past, Mediterranean operators—mostly Greeks—have • Naxos – Heraklia – Schninousa – Koufonisi – Amorgos. shown a preference for purchasing second-hand vessels and con- verting them rather than ordering tailor-made newbuildings. The As in most parts of the world, safety is the primary consid- extent and kind of conversions were dictated primarily by the eration in the design of a Mediterranean RoPax ferry in each of need to fulfill all the latest safety rules and by the specific trade these categories, and in this respect, SOLAS rules are followed by requirements of the operator. all Mediterranean countries plus any additional national rules Japan has traditionally been a major source of second-hand the flag state might have. Revisions of existing rules or additions ferries; presently, more than 40 ex-Japanese RoPax ferries are of new rules are usually made following relevant proposals by plying Mediterranean waters. However, it should be noted that the International Maritime Organization (IMO) member states, upgrading these vessels to fulfill then current rules often required which already have similar provisions in their own national rules. major conversions. It is worth mentioning that there were cases in which national Today, existing vessel compliance with the new rules is prob- (Greek) rules were in force for many years before they were lematic in many ways, as it may lead to a reduction in deadweight, included in SOLAS. The securing and monitoring of shell doors garage capacity, number of passengers, or all of these together. In was a requirement of the Greek Administration as of 1967, follow- the end, it may not make commercial sense. ing the sinking of the converted passenger/cargo liner Heraklion at the end of 1966. However, it was added to SOLAS only after the RoPax market development sinking of the Estonia some 28 years later. In the early post-WWII years, when the devastation in Europe SOLAS rules are revised frequently and new rules are often included severe damage to many Mediterranean ports and an added in rapid succession, following extensive discussion and almost total lack of any public road network, sea traffic was con- debate in the IMO Maritime Safety Committee. fined to the transportation of passengers only by a variety of old It is unfortunate that proposals for new rules are all too vessels. These included small passenger ships, small freighters, often triggered by serious accidents at sea with attendant loss and caiques that had survived the war. There were very few roads, limited commercial and industrial activity, very few private cars to be transported by sea between major The ﬁrst-purpose built RoPax ports, and practically no trucks or trailers. In those years, the RoPax ferry in the Mediterranean as we know it today simply did not exist. ferries were introduced in the The reconstruction that in Eastern Mediterranean countries was much slower than in the rest of Europe and increasing Mediterranean by Italian and Greek commercial activity brought about the appearance of the first passenger car ferries in the late 1950s-early 1960s. These were operators in the early 1960s. converted passenger liners with limited capacity for private cars and rudimentary access equipment. The first-purpose built RoPax ferries were introduced in the of life. Some of these proposals are so extreme and outra- Mediterranean by Italian and Greek operators in the early 1960s. geous that they are rejected by the relevant IMO committees, They were heralded as state-of-the-art ships and, in spite of being but others have been adopted in spite of being, in some cases, rather small vessels with small passenger capacity and even unjustifiably strict. smaller car capacity in their garages, they were employed in short Such new rules include, among others, the extension of col- international routes between Greece and Italy. A few years later, lision bulkheads to weather decks; the Stockholm Agreement for the first RoPax vessel was introduced also between Italy (main- water on deck; the probabilistic method of stability calculations; land) and Sardegna. leakage monitoring and alarm in all shell openings; smoke detec- Contrary to the development of RoPax designs in Northern tors in corridors; dead end corridors; low-level lighting; helicopter Europe, the increasing demand for truck and car capacity in the landing areas; and recently, safe return to port. Mediterranean during the 1960s was met at first by extensive con- New rules have an immediate effect on the design of new versions of older passenger and cargo liners and even tankers, RoPax ferries, resulting in more complex and expensive con- which continued well into the 1970s. Such conversions consisted struction, which owners and operators are made aware of when of providing adequate accommodation and redesigning cargo negotiating newbuildings. It can be more difficult to carry out the holds of cargo liners and tankers into garages with access by sim- modifications necessary to comply with new rules requirements ple ramps at the sides of the vessels.

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22-29_Stamboulelis_Jan14_P3.indd 24 12/19/13 11:58 AM The stern arrangement of Superfast VI is typical for a modern Mediterranean RoPax. The narrow ramp of the port side is for passenger embarkation. Photo by Odysseas Xeriziotis.

In those days, rules concerning the construction of shell doors TABLE : MAJOR MEDITERRANEAN ROPAX COMPANIES (their securing, monitoring, and surveillance), the construction and testing of lashing points, and stowage plans had not been COMPANY NAME YEAR OPERATIONS BEGAN drafted yet at the international level. National authorities had rst to address all pertinent issues on the presentation of conversion Acciona Trasmediterranea (Spain) 2002 drawings and prepare a regulatory framework. Algerie Ferries (Algeria) 1987 During the 1970s and ‘80s, economic growth and overall prosper- Anek Lines (Greece) 1970 ity in Europe was reected in all modes of transportation including transportation by sea and the RoPax ferry in particular. e demand Balearia (Spain) 1998 for more frequent connections between major ports; more space Blue Star Ferries (Greece) 2000 for cargo units (which in those years were almost exclusively self- driven Transport International Routiere trucks); and more passenger Caronte (Italy) 2001 accommodation for people who wanted to travel for pleasure all had CMN (France) 1988 a signicant impact on the ferry industry. New companies were formed; more ships were purchased Corsica Ferries (Italy) 1968 and converted to suit particular routes; and more new ferries Cotunav (Tunisia) 1978 were designed and built incorporating the latest developments Grandi Navi Veloci (Italy) 1993 in materials, equipment, and machinery. During the last 50 years, some Mediterranean RoPax companies have gone out of business, Grimaldi Lines (Italy) 1999

some have changed ownership (including the state) more than Hellenic Seaways (Greece) 1999 once, while others have been rebranded under a new ownership and started a fresh career. Minoan Lines (Greece) 1974 Table 1 lists major Mediterranean RoPax ferry companies Moby Lines (Italy) 1992 indicating the year in which they rst started operating RoPax SNCM Ferryterranee (France) 1976 ferries under their present brand name. In competing against the alternative land route, the time of Superfast Ferries (Greece) 1995 crossing between major destination ports in the Mediterranean Tirrenia (Italy) 1963 was a considerable handicap for RoPax ferries in the 1970s and

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22-29_Stamboulelis_Jan14_P3.indd 25 12/19/13 11:58 AM Blue Star Delos, one of the newest RoPax ferries operating in the Mediterranean, arrives at dawn in the Port of Piraeus. Photo by Christina Grigora.

‘80s. Traveling at service speeds of 18-19 knots, they needed 31-32 onboard modern RoPax ferries were key elements of a success- hours to reach Ancona (Italy) from Patras (Greece)—a length of ful and protable operation. time that was not very appealing to trucking companies. e speed of the vessels notwithstanding, Mediterranean RoPaxes grew increasingly larger, due not only to newbuildings Greater speed, reduced time but also to acquisitions from the second hand market. is handicap was eliminated in the mid 1990s with the intro- At the end of 2012, there were: duction of RoPax ferries having a service speed of 25 knots. e • 31 vessels built between 2006 and 2012 with an average length new Greek company Superfast Ferries was a pioneer in the design of 170.0 m and operation of the rst Mediterranean fast RoPax ferries, which • 43 vessels built between 2001 and 2005 with an average length reduced the time of the Patras to Ancona crossing down to 20-21 of 175.1 m hours. Other Mediterranean companies, both Greek and Italian, followed suit in designing and building new RoPax ferries with In contrast, in the year 2000 there were service speeds up to 30 knots. • 25 vessels built between 1996 and 2000 with an average length ose were the days of the increased demand for the trans- of 158.0 m portation of goods and of the low cost of fuel. e shorter • 20 vessels built between 1991 and 1995 with an average length crossing time, combined with competitive fares and the com- of 142.5 m fort and amenities oered onboard these modern vessels, • 23 vessels built between 1986 and 1990 with an average length attracted more tour operators, individual passengers with their of 109.7 m. cars, and trucking companies. It also increased the demand for more capacity. At the end of the 1990s, the Mediterranean market reached peak roughout the Mediterranean, this created turmoil in all levels—at least in the eastern region because of the war in Yugoslavia headquarters whether in Greece, Italy, Spain, or France—soon to and the consequent interruption of transportation by road from be followed by some North African countries. Even where the high Balkan countries, Turkey, and Greece to Western Europe. speed was not actually needed, operators saw that the spacious There was a quantum leap in the development of the and well-designed accommodation spaces and quality service Mediterranean market between the early 1990s and the beginning

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22-29_Stamboulelis_Jan14_P3.indd 26 12/19/13 11:58 AM RoPax Evolution

Access equipment plays a key role in a safe and eﬃcient RoPax operation, and its design depends a great deal on port facilities and infrastructure.

e development of RoPax ferry design, and the high standard of services oered by ferry companies in their regular connections of major ports, helped establish the sea route as a viable alternative to the land route—even when all the highways of Europe were open and fully operative. European central government ocials saw the sea route also as an alternative method of transportation that would be good for the environment, as it could potentially attract more trucks and trailers and reduce the load on motorways. “Motorways of the Sea” is the incentive plan developed in Brussels to attract operators to open new routes and carry more cargo by sea. At the turn of the century, the forecasts were quite optimis- tic for all categories of RoPax operation. All operators in the of the new century. e number of vessels employed was increased Mediterranean region continued investing in new vessels— by approximately 63%, lane meter capacity by approximately 161%, smaller or larger according to the routes they intended to serve. and passenger capacity by approximately 77%. e pattern in the market regarding the three major catego- During the rst decade of the century, there was some con- ries of ferries has been very consistent throughout the years. As solidation in terms of available number of vessels and passenger the ferries for the longer routes increased in size, so did the fer- capacity, but not so in the lane meter capacity category. is has ries connecting major ports with islands. e same occurred with shown continued growth, though at a reduced rate. ferries operating between the islands, at least as much as other Such growth in lane meter capacity is worth noting when con- physical constraints would permit them to do. sidering that, during the same period of time, the Mediterranean As the end of the rst decade of this century approached, the market has sustained the operation of a large number of pure clouds of recession appeared. e market began to show signs of RoRo vessels with large trailer capacities, often in straight com- stagnation and then shrinkage. To make things worse, the price petition with the RoPax ferries on the same routes. of fuel escalated to unprecedented high levels. Political unrest in North African countries also has played a part. Taken together, Varying design all of these factors have created a very bad mixture with which Certainly, Mediterranean RoPax ferry companies have not Mediterranean ferry operators have to contend. always shared the same ideas about various design aspects, but they all have managed to renew their eets with highly The vessels and the ports notable vessels. Optimum arrangement of garage decks and It could reasonably be said that Mediterranean RoPax fer- means of access for cars and trucks have been considerations ries belong to a special breed of this type of vessel due to for all operators. However, it has not been so in accommoda- their adaptability to a wide variety of port sizes, port facili- tion and interior layout, in which some operators have paid ties, and infrastructure. When one observes a RoPax ferry more attention than others. Very good ships as they all are, built for the North Sea or the Baltic, and another built for the some Mediterranean RoPaxes display a minimalist approach Mediterranean, he or she will not fail to identify signicant in their interiors, while others should reasonably be classied dierences in their access equipment, whether for passengers as cruise RoPax ferries. or for cars.

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22-29_Stamboulelis_Jan14_P3.indd 27 12/19/13 11:58 AM RoPax Evolution

Access equipment plays a key role in a safe and ecient RoPax of destination—also is something one will rarely see in the operation, and its design depends a great deal on port facilities and Mediterranean. infrastructure. When it comes to the Mediterranean, these can vary With perhaps just a few exceptions, RoPax ferries berth with the considerably between ports, and they usually are inadequate. stern in Mediterranean ports, in which case maneuvering of the Contrary to RoPax ferries operating in ports of the North Sea trucks and cars once inside the vessel becomes mandatory to ensure or the Baltic, where appropriate link spans are provided in ferry fast unloading in the port of destination. is exercise becomes even berths to suit the access means of the vessels (which in some cases more complicated when the ship has to call in two or more ports. do not even have ramps of their own), RoPax ferries designed for In main ports such as Piraeus, Patras, Genova, or Ancona, the Mediterranean must be equipped with highly versatile ramp there are corner berths of sucient size where large RoPax fer- installations to cope with whatever is available on the shore side. ries can be safely moored alongside and load from the stern. In addition, they also must have large ballast pumps to quickly However, in most other cases, including in the main ports, ves- change the draft at the stern to suit the height of the quay. sels must use their anchors too. In smaller, exposed ports, they is unsatisfactory situation is certainly not the case in the even have to keep their propellers turning to maintain their major Mediterranean ports. But it remains unchanged in a large position during loading. number of island ports where little work has been done since the Another feature of modern RoPax design that does not apply time that RoPax ferries replaced simple passenger ships. in the Mediterranean is the arrangement for simultaneous load- The drive through concept—loading from the stern at ing on two dierent decks. Large RoPax ferries may have the the starting port and unloading from the bow at the port required doors and gates on their upper decks, but if ports lack the appropriate link spans, such features are a waste. e ports’ condition is reected also in the means of passen- As a result of the condition of many ger embarkation. In the North Sea and the Baltic, the circulation of people in and out of the vessel takes place away from the vehi- ports, RoPax ferries have limitations cle ramps, directly from a terminal building to the vessel at the level of the reception lounge through movable pedestrian gang- in their main dimensions, which ways with adjustable height to suit dierent vessels. In contrast, in the Mediterranean it is done either through passenger ramps designers cannot exceed. alongside the vehicle ramps or through the vehicle ramps them- selves. is is why many RoPax ferries in the Mediterranean are

With the three ramps at diﬀering stages of opening, Blue Star Delos performs an astern maneuver as she approaches the berth. Photo by Christina Grigora.

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22-29_Stamboulelis_Jan14_P3.indd 28 12/19/13 11:58 AM provided with long escalators starting close to the stern and ending three or four decks above. As in all parts of the world, passenger trac is highly seasonal in the Mediterranean, where the number of passengers in July and August exceeds the total of the remaining ten months of the year. As opposed to Northern Europe, traveling on an open deck during summer in the Mediterranean is very common and popular, especially among younger people. erefore, RoPax ferries in the Mediterranean, almost without exception, oer ample open deck space for passengers. Of course, this space is not a simple open deck as the term implies, but rather a space where passengers are suciently protected from the sun, the rain, and the wind by a combination of windscreens and awnings. e design and construction of such open passenger decks, ranging from the very simple to the very sophisticated, are governed by specic rules made usually by the Blue Star Patmos with all stern ramps down, safely berthed in the Port of Piraeus. Photo by Christina Grigora. ag state. In the late 1990s, Mediterranean RoPax operators had to considerable anxiety to Baltic operators will have to be faced by consider the growing demand by passengers traveling with their Mediterranean operators sooner than they would wish. campers to holiday destinations, to actually camp onboard the At this time, there is a lot of talk about liqueed natural gas vessels during crossing. National authorities of the countries (LNG) as an alternative fuel, and we already have the rst large involved had to consider the implications and prepared special Baltic RoPax using LNG in operation. However, further develop- rules to govern this kind of transportation, which is allowed only ment is needed on this pioneering vessel, and this won’t be fast or during the summer months. easy. e design of RoPax ferries will have to change considerably, It is evident that the evolution of RoPax design has been much but when it comes to the Mediterranean, the major issue will be faster than that of Mediterranean ports. One explanation for such the network of refueling stations and not the vessels. phase dierence is that the former is private while the latter is Currently, there is no LNG refueling facility in any public—and in the Mediterranean, public means slow. Mediterranean port, and the use of refueling tankers is not a real- The ships have grown in size and complexity, but with istic solution if they have to travel long distances to reach major the exception of the main ports—which have expanded and RoPax ports in the Western and Eastern Mediterranean. improved their facilities to be able to accommodate the larger Port authorities are aware of the probability that LNG- vessels and the bigger volumes of passengers and trucks/ fueled RoPaxes will call at their ports, but they appear very cars—other ports have seen little change. is is due not only reluctant to invest in preparing the necessary storage and to bureaucratic slowness and civil service indecision, but in bunkering facilities. As one ocial put it recently, “Let them some cases also due to the strong opposition of local commu- rst come and when we are asked we shall provide the neces- nities for a variety of reasons. sary facilities.” [For more on this topic, see “e LNG Option,” As a result of the condition of many ports, RoPax ferries have limi- beginning on page 38 in this issue.] tations in their main dimensions, which designers cannot exceed. Of primary importance is to be aware of the exposure of the port, and the Future consolidation size of the basin in which turning and berthing maneuvers will have Since 2009, Mediterranean RoPax operators have been battling to be carried out. ese factors will drive inclusion in the design of to control operating costs and contain losses. Some vessels have high maneuverability, ecient anchoring and mooring capacity, and been rerouted or have reduced their speeds, others have been the quick response of propulsive installation to bridge commands, laid up, and a few of them have been sold to operators outside of all of which are essential to ensuring a safe operation. the Mediterranean. Until the economy recovers, there will have to be further con- The environmental issue solidation in the Mediterranean market. It is to be hoped that the Although decisions have been made about the introduction of high standards of modern Mediterranean RoPaxes and the qual- the sulphur emissions control area in the whole of Europe, it is ity of service they oer will be maintained. MT still not clear how RoPax ferry operators in the Mediterranean will deal with it. e introduction is not so imminent as it appears Costis Stamboulelis is director of operations in the new projects and development presently to be in the Baltic, but the same issues that are causing section of Athens-based Attica Group.

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22-29_Stamboulelis_Jan14_P3.indd 29 12/19/13 11:58 AM The vehicle carrier Neptune Odyssey was built in 2009-2010 at Hyundai Mipo in Korea.

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30-37_Kriezis_Jan14_P3.indd 30 12/19/13 12:00 PM SHORT SEA AN OPERATOR’S VIEW

Navigating regulatory, cost, and environmental issues in the Mediterranean car transport sector

BY GEORGE A. KRIEZIS AND MARKOS N. VASSILIKOS

ur company, Neptune Lines operates 11 PCTC vessels, time charters 4 vessels, Shipping and Management and has under construction 2 vessels with a capac- Enterprises SA, is among the ity ranging from 400 to 4,200 medium-sized cars. leading short sea operators in ere are specic characteristics that dier- the Mediterranean and Black entiate the short sea trade from the transoceanic Seas, transporting more than trade, which call for dierent characteristics for 900,000 new vehicles each year on behalf of the ships employed in such trade, as follows: global automotive industry. Over the last 20 years, the company has been active in the particularly • Frequent port calls. For example, over a one- demanding and competitive sector of pure car and year period (2012), each of our ships averaged truck carrier (PCTC) vessels. 150 port calls Today, the company operates a regular liner ser- • S mall parcels of cars and roll on-roll o (RoRo) vice to more than 30 key ports in 17 countries within cargo to be transported from each port. Part is the Mediterranean and Black sea region. rough related to parcels delivered to the ships mainly diligence, eort, and investment, we have acquired via land transportation, or directly from manu- a reputation for safe and reliable ship manage- facturing facilities, and part is feeder service ment and valuable cargo handling. Our reputation • Short stay in port (many times for a few hours only) is enhanced by the fact that we have managed, • Pressure to keep schedule, which requires through the development of specic procedures meticulous programming and extra capacity for and guidelines, to record and maintain one of the speed, to enable the eet to compensate for any lowest claim levels in the industry. unforeseen delays in ports The company fleet is growing in line with • N eed for real-time monitoring of cargo quantity the constantly evolving demands of the automo- and status from the pre-xing period until the tive industry. Currently, Neptune Lines owns and time this is delivered to its receiver

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30-37_Kriezis_Jan14_P3.indd 31 12/19/13 12:00 PM Built by Fincantieri in Italy in 2005-2006, Neptune Thelisis is a 7,210-ton DWT vehicle carrier.

• N eed to adjust to trade conditions of short sea shipping, as shipping principles of demurrage e vessel car carrying capacity and dispatch do not apply in general • Port calls in different countries with differ- is smaller than the transoceanic ent port and environmental regulations and port cost structures. trade, because the parcels of cars

As a result of these characteristics, the are smaller and there are many vessels employed require special design features and as a result, are purpose built delivery locations. tonnage. In Neptune’s owned fleet, 10 vessels are purpose-built, high-specification tonnage for the company in 4 separate new- and increases in the volume of transported tugs in the ports that permit this. There are building projects. The first began in 2000 with vehicles. As a result, from 1,450 medium car many Mediterranean ports that permit less/ 2 vessels built at Barreras shipyard in Spain. capacity newbuildings, we have moved to no tug usage for ships with adequate capac- In 2005, 2 vessels were built at Fincantieri 1,750-car capacity and to 3,200-car capacity ity thrusters and this provides substantial shipyard in Italy; in 2009, 4 vessels were built for the latest newbuilding project. savings for the port call costs. at Hyundai Mipo Dockyard in Korea; and in Vessel Speed. PCTCs were typically RoRo equipment. The majority of the 2013, 2 vessels were under construction at designed for 19-20 knots speed and were vessels are equipped with one stern ramp Hyundai Mipo. operated at these speeds. However, as a and one quarter stern ramp in the port or Purpose-built tonnage for short sea ship- result of bunker price increases, speeds have starboard side. The arrangement is differ- ping has a number of characteristics. reduced and currently ships are operated at ent than the standard oceangoing PCTC Vessel size and capacity. The vessel car 15-16 knots while they are designed for 17.5- arrangement and provides more flexibil- carrying capacity is smaller than the trans- 18 knots speed. ity in using ports without developed quay oceanic trade, because the parcels of cars Maneuvering characteristics. As a result facilities. The vessels have the capability to are smaller and there are many delivery loca- of frequent port calls, all of our ships are fitted berth with the stern only and this may be tions. However, the size of the vessels, as in with multiple thrusters. Two of our ships are advantageous in crowded ports with lim- the transoceanic trades, has increased over also twin screw. This permits better maneu- ited berth capacity and may reduce waiting the years as a result of economies of scale vering in ports and enables the usage of fewer time on occasion.

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30-37_Kriezis_Jan14_P3.indd 32 12/19/13 12:00 PM SHORT SEA AN OPERATOR’S VIEW

Hydraulic hoistable car decks. These result, a comprehensive program of effi- reduced in the later years due to slime foul- enable automatic operation with short ciency improvements is underway for the ing of the silicon A/F. adjustment time for the car decks and are company ships to reduce their carbon foot- Because of these results, three of our com- very useful in feeder and short sea trade print. Following are examples of steps that pany vessels have been coated with third where frequent adjustment may be needed, have been taken. generation Silicon antifoulings from sup- or when time is limited for the adjustment. Reduction of speed. is was the easiest pliers Sigma (Sigmaglide 990) and Hempel e vessels are optimized for combined car measure to take and since 2011 all company (X3). A fourth vessel was coated last year and truck transportation and car deck heights vessels are operated at reduced speed of with an experimental silicon product from are arranged accordingly. approximately 16 knots as compared to the Hempel, which was released recently in the Machinery system. In the first new- 19-20 knots previously. is requires addi- market as Hempaguard X7. is was one of building projects of the smaller vessels, twin tional ship capacity to handle the same trade the rst full applications of the new product, four-stroke engine installations were pre- but permits fuel savings that range from 8 which claims to reduce the sliming eect that ferred for increased redundancy. ese also to 15% depending on ship type and initial is present in the earlier applications of foul occupied less space, enabling more cargo speed. As this is an operational measure, it release coatings. Results have been successful capacity. However, due to increases in fuel all depends on trade requirements and eet with all of these products and we are carefully prices, the more economic direct-coupled capacity available. monitoring the performance for the full ve- two-stroke engines have been selected in the Foul release coatings. Since 2007, we year period of each coating. larger capacity newbuildings. is is similar have been testing foul release coatings as Trim optimization and ballast reduc- to the oceangoing PCTCs. antifouling coatings (A/F) for our vessels. tion. PCTCs always carry ballast, even in Propulsion system. Of the 13 company is was based on a project in which two fully-loaded conditions, to ensure adequate vessels, 11 use controllable pitch propellers sister vessels were coated, one with a con- stability is available. It is very important to (CPP). is provides substantial exibility ventional A/F coating without full blasting have tools to optimize the use of ballast and for maneuvering operations, rough sea per- and one with a rst generation silicon A/F properly trim the vessel to minimize the hull formance, and auxiliary power usage using coating after full blasting. Over the next resistance of the vessel and also to minimize shaft generators. ve years, the ships were monitored. e fuel consumption. Auxiliary power. Of the 13 company silicon-applied vessel registered an average Trim optimization and ballast control are vessels, 11 use shaft generators for auxiliary 5% fuel savings over the 5 years. is was now applied to eight vessels in our eet. For power generation at sea and during maneu- higher in the rst years but the dierence the Hyundai Mipo-built vessels, we have use vering. By using the shaft generators, more economic production of electrical energy is performed and adequate reserve power is available to operate the multiple thrusters during maneuvering. Other characteristics. e bridge and the bridge wings are fully enclosed, and this is useful for feeder and short sea service with frequent port calls to protect the pilot and the ocers from weather conditions.

Environmental measures undertaken Neptune Lines is certified by Det Norske Veritas (DNV) under ISO 9001:2008 for quality management and ISO 14001:2004 for commitment to environmental performance. The reduction of emissions from the company ships is of paramount importance. is becomes more important when one considers increases in fuel prices. As a A Neptune company vessel is coated with Sigmaglide 990, a third generation silicon antifouling from Sigma.

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30-37_Kriezis_Jan14_P3.indd 33 12/19/13 12:00 PM SHORT SEA AN OPERATOR’S VIEW

in 2012. Two ships (hulls 8129 and 8130) are under construction, with deliveries expected early in 2014. These vessels are similar in • 8.5m draft, 17kts characteristics to the vessels built four years Old hull form, 8021-24 ago at HMD, but they have a large number of environmental features. e design of the vessels was improved through close cooperation of the company with the shipyard to optimize the ships for the intended short sea trade. e intended speed was reduced from 19 knots to 17.5 knots and the ships were optimized New hull form, 8029-30 at the new conditions. ey are built to the CLEAN notation of DNV. Following are the measures taken as part Dockyard of this program. Optimization of hull lines. is project was a continuation of the previous project. The general dimensions and the capacity of the vessels are the same, while the design This CFD result compares pressure distribution between an old Neptune hull and a new hull. draft is modied to the more realistic scant- Image courtesyMipo Hyundai ling draft of 8.7 m (from 7.8 m). Using the ECO-Assistant from Future Ship since the end propeller diameter for the two propellers statistics of average operating drafts of the of 2011. For the rest of the ships, we have use was reduced from 4.4 m to 4 m. Sea trials operating vessels of about 8.2 to 8.5 m and SEMT from Anco since December 2012 and before and after the drydocking at the same the fact that the previous vessels had less this year. Using such software the ships are draft and trim conditions were performed resistance with trim by the bow up to 1 m, trying to minimize the ballast and optimize to measure the effects of this propeller the new hulls were optimized using compu- the trim for reduced resistance upon depar- replacement. A savings of 15% at 16 knots tational uid dynamics (CFD) analysis for the ture from a port. operating with constant rpm mode was higher draft and for less trim by the bow. e Improvements as a result of the trim measured with the new blades. The sav- new hulls are fuller forward and leaner aft. optimization software have been tested and ings reduce to 4% if the combinator mode As a result of the CFD calculation, the veried; however it is not easy to substanti- is used at 16 knots (before and after) but the eective power of the new hull is about 5% ate the savings achieved in percentage terms. shaft generator cannot be utilized in such a better than the old hull form at drafts of 8.2 Reblading of Neptune Dynamis. In 2000, case. is project has been a success. to 8.5 m (majority time spent at these drafts) the company built two ships with twin screws Alpha lubricators and drain analysis. and the resistance is minimized at trim 0.5 at Barreras shipyard in Spain. ese vessels We have installed Alpha lubricators on the m by the bow, which is an achievable target. were built for 21 knots speed in full displace- newest two-stroke vessels. With the installa- Electronic controlled engine. A MAN ment. At that time, no one cared about the tion of these, we have reduced the cylinder B&W 7S50ME-C8.2 electronic engine is used fuel consumption of these vessels, as prices oil consumption to very low levels—0.6 gr/ on this project. The SFOC of the engine at were very low. ese ships had the highest kWh (normal is 1.0 gr/kWh). is reduction is 75% load is improved from 170 g/kWh for the fuel consumption in the eet (ton/nautical assisted by quarterly scavenge drain analyses 7S50MC-C8.2 engine to 166 g/kWh or 2.3% mile). We initiated a project to examine ways performed by the lubricant supplier to iden- improvement in fuel consumption. An elec- of reducing energy consumption of these ves- tify the wear characteristics of the main engine, tronic controlled engine also permits balanced sels. As a result of this study, it was decided to if any. e reduced consumption is about 100 operation of all the cylinders of the main engine. replace the propeller blades with new units liters/day and this has been consistent in the Derated engine. We used a seven-cylinder optimized for operation at 16 knots with con- last three years of operation of these vessels. engine but derated this by 20% to the power of a stant rpm mode to utilize the shaft generator. six-cylinder unit as the speed requirements are The new blades were designed by New project HMD hulls reduced. is reduced the maximum power of Rolls-Royce and were replaced during the Our latest newbuilding project at Hyundai the engine but results in an eciency improve- scheduled drydocking of the vessel. The Mipo Dockyard (HMD) in Korea was signed ment in the fuel consumption. The derated

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30-37_Kriezis_Jan14_P3.indd 34 12/19/13 12:00 PM Rolls-Royce’s PROMAS system is installed on hull 8129 before launching.

engine SFOC at NCR load (90%) is improved from 166 g/kWh for the six-cylinder engine of As a result of the CFD calculation, same power to 161.7 g/kWh or 2.6% improvement in fuel consumption. the e ective power of the new hull PROMAS energy saving device. Model tests were performed with three combina- is about 5% better than the old hull tions of energy saving devices from dierent manufacturers and these were compared form at drafts of 8.2 to 8.5 m. with the conventional CPP propeller. Such comparison tests are unique in the marine Innovative Antifouling system. A novel Frequency control for important industry and we were able to accomplish it silyl acrylate A/F coating, SEAFLO NEO SL motors. In order to reduce the auxiliary through our close cooperation with the ship- from Chugoku Marine Paints, was selected power load needed for operating the vessel, yard and the manufacturers. From these tests, for this project. is A/F results in an ultra- the following systems are equipped with fre- PROMAS from Rolls-Royce was selected as smooth surface and achieves low friction on quency control: steering gear motors, main the best performing solution. is system is the surface of the hull. For high performance sea water pumps, and engine room ventila- comprised of a specially-designed propeller, vessels, the expected fuel savings are 3 to 4% tion fans. ree separate systems are installed a twisted ap rudder, a rudder bulb (Costa as compared to a conventional antifouling. to control these systems and reduce energy bulb), and a special hub cap to integrate the is antifouling also has self-leveling proper- consumption. Significant savings on the flow from the propeller to the rudder. The ties to provide good long-term performance, power needed for these systems is expected reduction in eective horsepower from this and it has low volatile organic compound from this application. energy saving device was measured during emissions during application. e average Shaft generator. e ship is equipped with model tests at 4.7% as compared to the con- hull roughness of hull 8129 before launching shaft generator for more ecient power gen- ventional CPP propeller. was measured around 70 microns. eration at sea and during maneuvering in port.

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30-37_Kriezis_Jan14_P3.indd 35 12/19/13 12:00 PM SHORT SEA AN OPERATOR’S VIEW

Multiple thrusters. e ship is equipped with multiple thrusters for ecient maneu- It should be remembered that we vering in ports with minimal use of tugs. Ballast water treatment. A ballast water already have EEDI in place; slow treatment system will be installed onboard this vessel. steaming due to high bunker prices Coriolis flowmeters to be installed. Coriolis owmeters will be installed in the bun- automatically translates into ker manifold to measure bunker supplies and fuel oil consumption, and for onboard moni- reduced air emissions. toring for the main engine and the auxiliaries. Shaft power meter. A shaft power meter and performance monitoring system from (pilotage, tugs, port dues) are based on this with maximum sulphur content limited to Kyma will be installed and integrated with value. As a result, car carriers are penalized 0.1% m/m. is means that after berthing in the owmeters to provide continuous mea- as compared to equivalent deadweight EU ports, all of our ships switch to burning surement of the ship performance. Several containerships. Dierent countries in the marine gas oil (MGO) in auxiliary engines kWh meters will be installed in the main Mediterranean use dierent formulas for and auxiliary boilers. switchboard for measuring the actual energy calculating port taris. Eorts have been As of January 1, 2012, this regulation consumption for the auxiliaries. made and studies have been prepared to applies also to all Turkish ports. No prob- With the enhanced measurement capa- convince authorities to treat car carriers lems have been experienced in transition bilities installed on these vessels, we will be more fairly. Nonetheless, further develop- to this requirement and such procedures able to accurately measure the combined ment of the short sea market is hindered are now well established. An additional cost environmental effects of the various effi- by these high port costs. Our larger car has been added to the short sea operations ciency measurements and compare these to carrier vessels cannot economically call a for the procurement of the more expensive previous project vessels. Mediterranean port for a small parcel of MGO needed for these calls (50-55% more cars as the port fees are very high. expensive fuel). Regulatory pressures As per European Directive 2000/59, a e Energy Eciency Design Index (EEDI) is framework was established to control ship ECA zones not applicable yet for RoRo and vehicle carri- generated waste (garbage, sludge, and bilge The Mediterranean is not yet an emission ers. ere are presently discussions within the waters) in European waters. European Union control area (ECA) zone. ere is pressure IMO to nalize the formula that will apply to EU countries were required to establish recep- from EU member countries in the north for vehicle carriers. e nal solution will aect tion facilities for this waste. EU countries have this to change in the future. We are presently the design of the future specialized tonnage implemented this regime in dierent ways. e monitoring the eects of the sulphur limit for short sea shipping. is could lead to sim- requirements and charges vary among the EU regulations in the existing ECA regions that pler designs of even lower speeds. It should countries, and the end result is that short sea will be implemented as of 2015 (sulphur limit be remembered that we already have EEDI shipping is penalized. e ships are dealt with of less than 0.1% m/m). e short sea ship- in place; slow steaming due to high bunker as vessels not engaged in scheduled trac with ping market will change drastically after such prices automatically translates into reduced frequent and regular stops. e reason is that we a regulation is implemented and large invest- air emissions. Companies have reacted to cannot publish a xed schedule and we usually ments will be needed to ensure that ships can high fuel prices by implementing a number change ship schedules to optimize our trade. As be converted to use scrubbing or liqueed of environmental measures as outlined pre- a result, we are charged with heavy fees related natural gas as fuel. viously, which reduce emissions. It is not yet to the reception of ship generated waste. Our There is a strong possibility that there clear to us whether the EEDI formulation will budget for 11 ships for these fees in EU ports will be a shift from sea cargo to road cargo have a positive result in the attractiveness of easily exceeds 300,000 euros per year. as the advantages of shipping by sea will be future PCTC newbuildings for the short sea diminished. Car manufacturers always want shipping sector. Low sulphur usage to control and reduce their transportation In terms of taris, car carriers are high– As part of EU directive 2005/33/EC, all ves- costs, and the short sea shipping market may sided vessels and as a result have high sels trading in EU ports as of January 1, 2010 no longer be viable under such conditions. gross tonnage. e majority of port taris are required to burn fuel oil while “at berth” As a medium-size private company, Neptune

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30-37_Kriezis_Jan14_P3.indd 36 12/19/13 12:00 PM MODEL TEST COMPARISON STOCK PROPELLER VS PROMAS NO SEA MARGIN

11000

10000

9000

(kW) 8000

Rolls Royce Promas - 8.7 m draft 7000 Stock propeller - 8.7 m draft horsepower Rolls Royce Promas - 7.1 m draft 6000 Brake Stock Propeller - 7.1m draft

5000

4000

3000 14 15 16 17 18 19 20

Vessel speed (knots)

Model tests showed that the PROMAS energy saving device would result in a reduction in eﬀective horsepower of 4.7% as compared to the conventional CPP propeller.

Lines at present has a wait and see attitude for Our company also currently participates • electronic commercial and transport invoice the eects of such regulations. in the new Business to Motorways of the • extension of the electronic T2L (customs e EU has been supportive of short sea Sea (B2MOS) global project, a continuation document) initiative and promoting shipping in an effort to move cargos from of the Monitoring and Operating Services mutual recognition of this ecient sys- the roads to the sea, and there are a number for Motorways of the Sea action of 2010. tem of proof of the EU community status of initiatives and programs implemented to e B2MOS project aims to provide a suit- of traded goods assist the short sea shipping environment. able array of measures in order for ports to • interoperability of seaport and river port One such program we participated in become ecient gateways. e ultimate goal information systems. is the Blue Belt project of the EU. As part is to boost the ability of short sea shipping to of this project, we installed satellite auto- compete on more door-to-door corridors and The B2MOS global project is aimed matic identication system) transmitters/ facilitate the development of Trans European at demonstrating how the application of beacons aboard our vessels so that the Transport (TEN-T) Motorways of the Sea net- emerging and existing technologies— EU authorities can track and monitor the work connecting Europe, bridging the gaps sustained by efficient communication ship movements. By monitoring mari- between TEN-T corridors and revitalizing procedures and collaborative informa- time trac, the nal goal is to reduce the peripheral regions. tion exchanges among public and private administrative burden and the systematic B2MOS aims at improving interoper- stakeholders—can improve, promote, and customs controls within EU waters for mar- ability and pilot information technology simplify the use of multimodal short-sea itime companies. is is already valid for solutions for electronic messages and sys- services by using the sea. MT road freight transport—for example, trucks tems for the exchange of relevant transport can cross EU territories without being sys- documents such as the following: George A. Kriezis is technical manager of Neptune Lines tematically controlled. In this way, time and • electronic sea waybill Shipping and Management Enterprises SA. Markos N. money can be saved. • electronic rail consignment note Vassilikos is the ﬂeet and operations director at Neptune.

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30-37_Kriezis_Jan14_P3.indd 37 12/19/13 12:00 PM Passenger ships in the port of Pireaus in Greece.

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38-45_Kapetanis_Jan14_P3.indd 38 12/19/13 12:03 PM THE LNG OPTION Technical and operational considerations for the use of LNG fuel for the Greek passenger eet

BY GEORGE N. KAPETANIS

he transportation sector is task of reducing operational costs of vessels responsible for more than 25% by lowering fuel costs. of all oil products consumed Our focus here will be on the techni- worldwide and is the fastest cal aspects for newbuildings and retrots of growing sector in terms of oil LNG passenger ships, considering, among Tdemand. It is, therefore, also the fastest grow- other things, the experience of the Northern ing source of emissions. However, shipping is European countries, which already run LNG by far the most ecient and environmentally fuelled ships. Emphasis will be given to retro- friendly means of transportation, accounting tting the existing eet, which obviously is a

globally for 2.7% of worldwide CO2 emissions more favorable solution with short-term results and something in the region of 3% for total and which will positively aect local shipyards exhaust gas emissions. and ship repair capacity. The Greek shipping industry, and in We also will examine the financial and particular the passenger eet, is faced with operational aspects of LNG-fueled ships. several major issues that vitally affect its Included will be a look at the existing infra- operation: the need to drastically decrease structure in the Piraeus vicinity, along with a costs but at the same time to oer high-qual- methodology for estimating annual demand ity services to its passengers and respond to for LNG fuel, based on the types of ships and new emissions legislation. the number of calls in the port of Piraeus. As it now stands, liqueed natural gas (LNG) as potential fuel for the Greek ferry Already underway eet is the most mature and viable solution, In Europe, there are currently many projects tackling on the one hand the strict emissions underway for LNG terminals in ports as well legislation and on the other hand the major as LNG-fueled ships. In Norway, passenger

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38-45_Kapetanis_Jan14_P3.indd 39 12/19/13 12:03 PM THE LNG OPTION

ships are using LNG as fuel, and the rst Finnish LNG passen- beginning in 2010 and 0.1% beginning in 2015. Alternatively, ships ger ship is a reality. We will examine indicative cost gures both should install after-treatment cleaning systems or use other tech-

for retrotting and newbuildings with LNG. ese gures will be nologies to reduce their SOx emissions. ese limits and the year of compared with those of conventional ships using diesel fuel in their implementation are shown in Figure 1. which the necessary abatement techniques to comply with emis- It is under debate in the EU and it is certain that the new ECAs sions legislation should be added. will include the Mediterranean Sea or at least parts of it. Furthermore, Projects, still in the research stage, are also running in and according to an EU directive in force beginning January 1, 2010, Greece, and Greek shipping companies are fostering the pos- all ships in EU ports with a port stay longer than 2 hours should use sibility of using LNG as fuel through retrotting their existing a fuel with sulphur content less than 0.1%.

eet but also (in the medium to long term), through placing Concerning the nitrogen oxides, the new IMO NOx Tier II rules orders for newbuildings. became active in 2011 with a 20% limit below the 2010 emission Forthcoming legislation for reducing the environmental levels. e next emission level, IMO Tier III, will be valid from 2016

footprint of the shipping industry has led ship owners, engine man- onwards and is expected to demand an 80% reduction in NOx levels ufacturers, and ports to examine alternative clean energy sources compared to Tier I. and fuels. e International Maritime Organization (IMO) has legislated emissions from ships. Beginning in 2015 in emissions Age and numbers control areas (ECAs) and from 2020 onwards in other regions, the In addition to the fact that the Greek eet is under reform pres- sulphur content of marine fuels will be drastically reduced. sure to upgrade the energy eciency of its ships, the age and the LNG seems to be the most viable alternative solution to diesel decreasing numbers in the merchant eet generally are seen as fuel in terms of the environment and the economy. It is a proven challenges. Consequently, passenger vessels (as a part of the eet) technology, evidenced by the fact that approximately 40 ships are also are exposed to the same upgrade/retrot pressure. Relevant gures from the Hellenic Statistical Authority illustrate these tendencies: e Greek merchant eet, for vessels IN NORWAY, passenger ships of 100 GRT and over, decreased by 3.5% in June 2013 compared with June 2012. e eet also recorded a decline of are using LNG as fuel, and the 2.7% in June 2012 compared with June 2011. Focusing on the Greek passenger eet, there are two first Finnish LNG passenger main drivers for the adoption of LNG as fuel. First, LNG ship is a reality. enables ships to meet IMO’s Annex VI for both cases, namely trading now in the Mediterranean, which is not an ECA area but also later on when it is more than probable that the currently running on LNG. It meets emissions requirements and Mediterranean will be designated an ECA. Second, it is expected that

beyond, emits less CO2, and most importantly it oers nancial ben- the price for LNG will be lower than for low-sulphur high-distillate ets in many cases. Nevertheless, a number of challenges still need marine diesel oil on a heating value basis. to be overcome, especially when considering the application of LNG On the technical side, the underlying fact is that LNG consists

to the Greek passenger eet. predominantly of methane (CH4) that has been cooled to minus At the Green Ship Technology Conference in 2011, more than 160oC. At this temperature it is condensed into a colorless, odor- 75% of the attendees expected LNG to be the fuel making the most less, non-corrosive and non-toxic liquid. In its liqueed form, it progress within the next 10 years. And at Smart Shipping in Singapore occupies 1/640th of its original volume, which enables ease of that same year, 42% of public poll opinion respondents expected LNG transportation and storage. to be the choice compliance fuel by 2025. e use of LNG as a marine fuel is both ecological and cost eec- According to the International Convention for the Prevention of tive. In Norway, it has been used for powering ferries for more than a Pollution from Ships (MARPOL) Annex VI, the general maximum decade. Since 2000, Norway has operated a number of LNG-powered limit of sulphur content of fuel, beginning in 2012, is 3.5% and 0.5% passenger and RoPax ferries and currently there are at least eight pas- beginning in 2020. A more stringent limit is set for ECAs, namely 1% senger vessels in operation with others on order.

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38-45_Kapetanis_Jan14_P3.indd 40 12/19/13 12:03 PM e technical requirements for a ship to burn LNG either as a newbuilding or as a modied existing vessel begin with an engine capable of using LNG as a fuel. Furthermore, the retrot package includes special LNG tanks, a gas supply system, and a bunkering system, plus safety and control equipment. e engines used are divided into two main categories—gas only and pilot injected. Gas only units run solely on gas and the ignition of the air and gas mixture is achieved by a spark plug; in pilot injected engines, widely known as dual-fuel engines, a small injection of diesel fuel (approximately 1 to 1.5% of the normal fuel injection) is used to ignite the remainder of gas and air mixture. e dual- fuel engine can run either on LNG with the pilot ignition or it can switch back to diesel fuel and operate as a standard diesel engine. For the Greek passen- LNG contains less energy than diesel fuel. Approximately 1.67 ger eet, the dual-fuel engine is obviously the more exible choice, liters of LNG is the equivalent of 1 liter of diesel oil, and this should because with the legislation on ECAs and fuel price development be taken into account when calculating cost savings. Hence, the real and deployment, it oers the possibility of using diesel oil, if this is saving per liter could be on the order of 50 to 60% given the extreme considered more benecial. price uctuation of the LNG market. LNG storage tanks represent a critical technical issue especially in the RoPax vessel category. e LNG is maintained under pressure Financial and feasibility issues at minus 160o C in an insulated tank that is anticipated as a body of Having examined critical issues from the operational/technical side revolution; hence its location should be B/5 feet from the side of the of using LNG as fuel on a ship, we will now explore the nancial/fea- vessel. For a ferry, and moreover for an existing one, the most suit- sibility considerations tailored to the Greek passenger eet and to able location for the tanks would surely be up on the sun deck to Piraeus as the main bunkering port of these vessels. provide the B/5 clearance from the sides, but this also caters for any ere are generally three main approaches for bunkering escaping vapor to dissipate naturally and not endanger vessel and LNG to ships: ship to ship using barges, truck to ship, and nally passengers. For the dimensioning of the tanks, it should be kept in through an LNG terminal and pipes directly to the ship. In the mind that LNG has approximately half of the density of diesel, and latter case, the LNG tanks could be also oating. Currently, LNG approximately 10% more heating value. e result is that the tank fuel bunkering is not possible in the port of Piraeus. ere is one volume needed is approximately 165% more compared to diesel oil. central LNG terminal on the small island of Revythousa in the e vaporization of the LNG before leaving the tanks is accom- gulf of Megara. ere is only one importer, the Algerian company plished by heat exchangers built in each of the tanks. In the engine Sonatrach, which annually provides (and, based on the existing room and before entering the engine, an LNG pipe goes through the contract, until 2021), 0.68 billion m3 of LNG. e Revythousa gas regulating unit. e bunkering system must be carefully designed island is situated in Attika, and its distance to the passenger port as ferries normally are tied up with the bow ramp on the pier; this of Piraeus is 16.8 nautical miles. However, and keeping in mind means that access to the side of the vessel is possible only with a the forthcoming emissions legislation and the fact that Piraeus is barge. A second option for bunkering is by truck with a hose con- an important hub internationally and in the European Motorways nection being attached just inside the ramp to a manifold with the of the Seas, it seems inevitable for the near future that LNG bun- necessary valves for transfer to the LNG tank. kering facilities will be realized.

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38-45_Kapetanis_Jan14_P3.indd 41 12/19/13 12:03 PM THE LNG OPTION

THE NEXT EMISSION LEVEL, IMO Tier III, will be valid from 2016 onwards and is In addition, the assumption made for expected to demand an 80% reduction in this estimation is that commercial ships up to an age of 10 years and passenger/cruise NOx levels compared to TierI. ships up to 15 years of age will show the ten- dency to switch to LNG use. Furthermore, it is assumed that the distance to the next Passenger vessels are divided into two main categories— bunkering station is 500 nautical miles, except for the coastal pas- cruise and costal shipping vessels—and are the main category senger vessels where of course their itinerary is known. of ships calling at the port of Piraeus. For 2012, the number of e results—relating only to passenger and cruise ships—are calls was estimated to be 5,000. Currently, all passenger vessels shown in Table 1. are powered by diesel engines, four-stroke for the smaller ones However, besides the availability of bunkering infrastructures and the high speeds, and two-stroke for the larger ones and the and the feasibility of an LNG terminal in the port of Piraeus (which cruise ships. are actually investments made by the port authority), the ship e methodology applied for an estimation of LNG demand owner must thoroughly examine all possible alternatives for his for the port of Piraeus is based on two critical data: the number of ship. is is because the ship owner must, on the one side, com- bunkering processes that are taking place and the fuel quantities ply with emissions legislation and energy eciency standards; on that are provided. For this purpose, and to accurately estimate LNG the other side, he must run his business protably with a focus demand, a database was set up with all the ships that called at the on the environment. In the case of passenger and cruise ships, a port of Piraeus during 2012. e main characteristics of the ships company with a green prole is very advantageous and enables used for their categorization were ship type; main dimensions; ton- ecient marketing approaches. nage capacity; age; total installed power; service speed; and number e rst (and most logical and easy to implement) solution, of calls at the port. Apart from the ship type, the age and the tonnage given that the Mediterranean sea is not an ECA, is to switch over of each vessel are essential inputs for the estimation of the projected from heavy fuel oil (HFO) or marine diesel oil (MDO) to marine gas number of bunkering processes with LNG in the coming years, oil (MGO) with low sulphur content. It is a straightforward solution because both inputs directly inuence the decision of the ship owner with minimal intervention on the engine (fuel pumps and noz- to use an alternative fuel in a retrot or newbuild ship in his eet. zles)—and then only in case of an engine burning HFO, because

  January 2014 www.sname.org/sname/mt

38-45_Kapetanis_Jan14_P3.indd 42 12/19/13 12:03 PM The cruise ferry Viking Grace is the ﬁrst large-scale passenger ferry to be powered by LNG, with a length of 218 m and total passenger and crew capacity of 1,080.

TABLE : ESTIMATING FUTURE LNG DEMAND AT THE PORT OF PIRAEUS

EXPECTED AVERAGE SHIPS BUNKER ESTIMATED NO SHIPS USING ANNUAL LNG SHIP TYPE CALLS BUNKERING ING AT PIRAEUS OF BUNKERING LNG % DEMAND m IN QUANTITY m3 % EVENTS Small cruise 292 243.5 37% 60% 65 9,384.5 Large cruise 478 450.2 59% 60% 169 75,898.6 Small ferries (Crete) 1,332 89.6 0% 100% 0 0 Large ferries (Crete) 756 188.8 60% 100% 425 80,195.5 Small ferries (Cyclades) 664 43.8 44% 100% 502 21,978.0 Large ferries (Cyclades) 708 58.7 46% 100% 348 20,431.6 Small ferries (North Aegean) 116 85.4 0% 100% 0 0 Large RoPax (North Aegean) 408 132.5 44% 100% 180 23,849.8 Small RoPax (Dodecanese) 238 78.4 0% 100% 0 0 Large RoPax (Dodecanese) 274 241.7 60% 100% 164 39,742.5 TOTAL 1853 271,480.5

engines using MDO will not require any modication to burn scrubbers, selective catalytic reactors, exhaust gas recirculation MGO. e drawback to this solution is the higher operational cost devices and others that are continuously emerging in the market due to the higher price of lighter low-sulphur fuels. In addition, and but which are still not in a mature phase to be installed onboard. more importantly, in view of the forthcoming more stringent emissions legislation (for example, the Mediterranean being declared The long-term outlook as an ECA), additional costly and partially unproven equipment e use of LNG in existing ships will require major changes, should be installed on board. Such equipment could include as outlined earlier. LNG newbuildings are also more expensive

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38-45_Kapetanis_Jan14_P3.indd 43 12/19/13 12:03 PM Vessels such as Viking Grace can enable ship owners and operators THE to meet the IMO’s Annex VI standards, as well as the challenges presented if LNG OPTION the Mediterranean is designated as an emissions control area. The Principles of Naval Architecture Series

Revised classics from some of the greatest minds of our times.

J. Randolph Paulling, Editor Jaques B. Hadler Justin E. Kerwin

compared to normal diesel-powered ships, due obviously to TABLE : AVERAGE COST FIGURES FOR LNG AND DIESEL OPTIONS Lars Larsson the higher cost of the engine, tanks, and control and safety COMPLIANCE STRATEGY RETROFIT NEWBUILDS equipment required. However, this higher capital cost is amor- MGO—engine conversion, SCR $180,000 + $75/ $140,000 + tized by lower operating costs in the form of lower LNG prices, John C. Letcher and EGR kW $63/kW and by the fact that forthcoming and more stringent emissions and energy eciency legislation will be met without having HFO and scrubber—scrubber $600/kW $2,200/kW * Donald Liu to additionally install new equipment or pay additional fees and SCR or penalties. LNG four-stroke dual fuel with $800/kW $1,600/kW * The investment cost consequently varies a great deal tanks and equipment Alaa Mansour between the dierent abatement techniques that are applied LNG two-stroke high-pres- $700/kW $1,500/kW * on a ship. There also is a wide spread between different sure dual fuel with tanks and Colin S. Moore strategies in a fleet—for example, if a ship owner goes for equipment newbuildings or retrots or how much the green prole of a LNG four-stroke spark ignition $800/kW $1,600/kW company should be strengthened. Table 2 shows average char- with tanks and equipment Hoyt C. Raven acteristic gures for retrots and newbuildings comparing LNG options with diesel plus after-treatment options. * including engine generators and so forth William S. Vorus As outlined earlier, LNG prices vary heavily depending on the We must bear in mind that passenger vessel operation in the geographic area of bunkering. For example, in the United States, Mediterranean certainly presents other critical challenges that have one could bunker LNG for $4 to $6 per MMBtu (one million British to be taken into account and possibly projected into the future when thermal units) from 2010 until July 2012, while for the same period deciding whether to opt for LNG. But as things stand today, and given the EU price was $7 to $11 per MMBtu; in Korea and Japan, the continuously rising diesel oil prices, the use of LNG fuel oers a very price increased to $10 to $18 per MMBtu. Fuel prices and their promising option for vessel owners and operators. MT prediction for the years to come are an essential part of every strategic/nancial decision in a shipping company, as they account George N. Kapetanis is a research engineer in the Department for Maritime Transport Get all six in the series at www.sname.org for 50% to 70% of the operating costs of a vessel. of the National Technical University of Athens.

  January 2014 www.sname.org/sname/mt

38-45_Kapetanis_Jan14_P3.indd 44 12/19/13 12:03 PM The Principles of Naval Architecture Series

Revised classics from some of the greatest minds of our times.

J. Randolph Paulling, Editor Jaques B. Hadler Justin E. Kerwin Lars Larsson John C. Letcher Donald Liu Alaa Mansour Colin S. Moore Hoyt C. Raven William S. Vorus

Get all six in the series at www.sname.org

38-45_Kapetanis_Jan14_P3.indd 45 12/19/13 12:04 PM Viking Vanquish, a high-capacity 3D seismic survey vessel operated for CGG, underwent a 21-day program of works at Gibdock. Work involved tailshaft withdrawal and the full overhaul of the shaft, couplings, liners, and related equipment. UNDER REPAIR

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46-51_Woodbridge_Jan14_P3.indd 46 12/19/13 12:15 PM UNDER

REPAIMediterranean yard Gibdock competes inR a market looking to turn the corner

BY CLIVE WOODBRIDGE

he Mediterranean ship repair sec- vessels passing by and identies opportuni- tor has experienced significant ties for growth based on its track record in the change in recent years. Union industry. Naval Barcelona, formerly one of e company has three drydocks, rang- the most active Spanish yards, has ing in length from 154 m to 272 m, which are stopped operations; the port of served by a total of seven dock cranes, with Marseilles has leased its large graving dock capacities from 8 tons to 45 tons. In addition, to the Italian San Giorgio del Porto group Gibdock has two alongside repair quays, the on a long-term basis; and another Italian 300 m long main wharf and the 435 m long repairer, the Palumbo group, has taken over south mole. With these facilities, the company Malta Drydocks following its privatization provides repair, maintenance, and conversion by the Maltese government. services to various ship types and as a result In the Eastern Mediterranean, there has has been able to take advantage of prevailing been signicant investment by Turkish yards, market trends in the region. e oshore ves- boosting their repair and conversion capabili- sel sector is one of these market trends, with ties and enhancing their competitive position. the Mediterranean becoming a more popular Amidst the upheaval, Gibraltar’s Gibdock location for specialist owners and operators to has built on more than a century of experi- undertake repair and ret work. ence and the natural advantage of a strategic location in the straits of Gibraltar. From its Oﬀshore opportunities position at the gateway to the Mediterranean, “ere is a growing amount of oshore explo- the yard competes for the wide variety of ration and production activity in West Africa

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46-51_Woodbridge_Jan14_P3.indd 47 12/19/13 12:15 PM and the Americas,” points out Richard Beards, Gibdock’s managing director. “We are ideally The company has three drydocks, located for operators to carry out necessary work to their vessels before redeployment in ranging in length from 154 m these areas, especially when relocating assets to 272 m, which are served by a from Northern Europe or Asia.” Over the past year, the company has docked total of seven dock cranes, with a series of complex ships for owners and operators. For example, Gibdock secured its rst capacities from 8 tons to 45 tons. drydocking contract from Technip, a world leader in project management, engineer- of the two small deck cranes and their replace- the vessel’s main mast. Repairs carried out during, and construction for the energy industry. ment with two new ve-ton capacity units. is ing the docking also included the replacement Wellservicer, a multi-role diving support ves- required deck plate modification, including of the ship’s thruster z-drives, the removal of the sel with subsea lift capability, went through an work to the vessels under deck stieners. box cooler, modications to the sea chests, and intensive and relatively complex class renewal Another recent oshore visitor to the yard hull blasting and painting. docking at the Gibraltar yard in summer 2013. was the seismic survey ship, WG Cook, for A particularly demanding part of the WG The main scope of work for the 111.4 m returning client Western Geco. e vessel went Cook project was the upgrade and modifi- long, 9158 gt DP-class 3 Wellservicer included through a major 19-day ret at the yard in prep- cation of the vessel’s hydraulic pipes and the an overhaul of the ship’s three tunnel thrusters aration for a new deployment o the shores of modication of the hydraulic lines after the relo- and three azimuthing thrusters. These were Canada. Gibdock allocated its largest drydock cation of items of equipment. Overall this was a removed to the yard’s workshops, disassem- for this project, which enabled a variety of yard labor-intensive project, and approximately 300 bled, and put through a rigorous maintenance equipment to be deployed simultaneously. e personnel from the yard and the owner were program before rebuilding, with Gibdock dock’s heavy lifting capability was also brought onboard the vessel at its peak. engineers working in close collaboration with into play, with one of its three cranes being Gibdock recently passed a signicant mile- Technip’s thruster supplier, Rolls-Royce. e occupied continuously by the need to carry out stone in its drive to attract wider oil and gas Wellservicer project also included the removal a 5 m exhaust extension and modications to work, as it completed its rst assembly pad, called pad 1. It is a custom-designed assembly area with optimally-positioned piles and pile caps for the construction and assembly of medium-sized packages for the oil industry. It includes a load-out quay and draws on service craneage. e rst of two fabrication pads that are planned, pad 1 adjoins the 400 m long south mole waterfront, which has a 12 m draft to accommodate semisubmersibles, and which has been cleared for dedicated semisub/oating production storage and ooading/drilling unit work. Initially, the company is focusing on Mediterranean and North African projects, but there also is interest from operators serving West Africa. e facilities also oer a viable alternative for North Sea projects. e company plans to target straightforward packages, pre- assembled units, and structural work before bidding on major xed platform jobs. In the near future, the company plans to bid direct The Gibdock facilities are situated close to the region’s commercial center as well as to the Rock of Gibraltar. to exploration, production, and contracting

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46-51_Woodbridge_Jan14_P3.indd 48 12/19/13 12:15 PM parties for complete module and well-head deck jobs. During the past year, Gibdock made several investments. ese include measures to improve safety within the yard, including the completion of a new system of safe walkways for visitors and sta. It also has recertied its integrated management system with a team from Lloyd’s Register Quality Assurance visiting the yard to carry out a thorough audit of its systems including ISO18001, ISO14001 and ISO9001 standards.

Specialist work Outside of the oshore market, there are a wide range of other smaller, specialist ships that operate in the Mediterranean that tend to be drydocked locally, as it would not be cost eective to sail them further aeld. An important source of business is the eet of dredgers that are used for various port and other marine construction projects in this area, and Gibdock is attracting its share of contracts from this sector. The company recently completed its first project for DEME, for example, one of the world’s leading dredging companies. e Belgian group commissioned alongside Repair and refurbishment of oﬀshore vessels maintenance and repairs to its rock cutter suc- has proved a notable area of growth in an tion dredger, Ambiorix, which is among the otherwise ﬂat Mediterranean repair market. most powerful vessels of its type in the dredging industry. e 124 m long, 28,200 kW ship underwent a 12-day overhaul berthed along- Tugs and other workboats are also reg- the central Mediterranean, and Port Said to the side Gibdock’s south mole. e company was ular visitors to many Mediterranean repair east. e proximity of these hubs is a signicant tasked with fabricating additional dredging yards, and Gibdock is no exception. Boluda advantage to regional ship repair yards, as the equipment and carrying out wear and tear- Maritime’s 75 ton Tron is a good example of yards can dock container vessels without any related repairs to the cutter heads and cutter this, as Gibdock carried out a package of work signicant deviation from shipping routes. ladder front, following an assignment the ves- to its Voith Schneider propulsion systems dur- Gibdock has seen its container vessel busi- sel undertook in Morocco. ing a 15-day drydock at the yard. ness grow in recent times, and has developed e most challenging part of the job was ties to the German shipowner community. a repair to the four cutter heads and the cutter Containerships “For time-pressured container ships, it’s fair ladder front wearing plates, the latter requir- The Mediterranean region is an important to say that they think ‘location, location, loca- ing a rigorous welding procedure to upgrade operational center for the container shipping tion’ r s t ,” says Richard Beards. “e Hanjin and worn wearing plate areas. Each of the cutter industry, straddling the key east-west trade Maersk terminals are close by in Algeciras, while heads on the Ambiorix weighed in at 27 tons, lanes in particular. As a result, it is home to sev- the fast-growing Tanger Med Terminal is just and their transportation safely from the vessel eral major container shipping hubs, including across the strait. Vessels can call here with prac- to the company’s workshop was also a relatively the ports of Algeciras and Valencia in Spain, tically zero deviation, allowing them to remain demanding exercise. Tangiers in Morocco, Malta and Gioia Tauro in on scheduled runs without costly diversions.”

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46-51_Woodbridge_Jan14_P3.indd 49 12/19/13 12:15 PM One of the company’s largest containership projects in the past 12 months involved the Aldebaran, a 2008-built 2,785 TEU capacity containership owned and managed by Reederei Horst Zeppenfeld, which went through an extensive package of works at the yard. As part of this project, Gibdock was called upon to remove three deck cranes weighing more than 50 tons each from their foundations and transfer them ashore using two mobile cranes. One 250 ton-capacity mobile crane was used to support the jib end of the crane while a second, 500 ton-capacity mobile supported the crane housing. Once ashore, each of the cranes was placed on two sets of wooden blocks, one to support the crane housing and the other the crane jib. Scaolding was erected around each crane pedestal to provide a working platform for the next stage, and three crane pedestals were then prepared and bevelled according to manufacturer guidelines to accept their new foundations. The Spirit of Adventure, part Other German shipowners and operators of the Saga ﬂeet, is shown in that have docked ships at Gibdock in the last drydock. Competition is ﬁerce among Mediterranean yards for year or so include H. Peterson, Briese, Reederei high-end cruise ship work. Nord, Intersee, and Interorients. ese projects have included aoat steel repairs, stern tube renewals, and bow repairs. Most of the docks enjoyed a high level of occupancy over industry. Mediterranean yards like Gibdock vessels docked by German owners have been the rst six months of 2013, largely as a result are not immune from such pressures. containerships, but bulkers and tankers under of repeat business from leading Mediterranean “Shipowners and operators are tending to German management have also been repaired ferry operators.” only commission repair and maintenance at the yard. An especially notable project completed work that is absolutely necessary,” says earlier this year involved collision damage Taylor, “and this has aected the average Passenger vessels repairs to a high-speed catamaran. e main amount of work authorized for each dock- e Mediterranean is home to many ferry ser- task for the company was carrying out work ing. ese are not easy times for anyone in vices, and is one of the main destinations for to the damaged vessel’s hull, which included the ship repair business, and that includes cruise ships during the European summer repairing a hole measuring approximately 50 all yards in the Mediterranean. However, e Journal of Ship Research may have a new look but it continues to publish highly technical papers on months. As a result, it is not surprising that pas- m x 30 m along the starboard side. In addi- by focusing on markets with growth poten- senger ships represent a core element of work tion, Gibdock has undertaken cruise ship tial (like oshore) and those where we can applied research in hydrodynamics, propulsion, ship motions, structures, and vibrations. While SNAME for many Mediterranean repair yards. work for operators such as ompson Cruises, capitalize fully on our geographical loca- requires that papers present the results of research that advances ship and ocean science and engineering, Gibdock has been able to capitalize on Pullmantur, and Saga. tion and our particular skill-sets, we believe growing local demand. “Ferries make up a sig- Most evidence points to the fact that Gibdock has been aected less than other most contributions bear directly on other disciplines such as civil and mechanical engineering, applied nicant amount of our workload in the rst part 2013 has been as tough as 2011 and 2012 for yards in the region.”MT mathematics, and numerical analysis. JSR has been ranked by IngentaConnect as being in the top 100 of the year especially,” says John Taylor, opera- Mediterranean ship repair. e ship repair tions director, “as regional operators dock their market generally is going through a dicult Clive Woodbridge is a freelance journalist who has been out of more than 13,530 titles hosted on their platform. ships for rets and routine maintenance and phase as a consequence of the global nan- writing about shipping, ports, and transportation issues repairs prior to the summer peak season. Our cial crisis and its impact on the shipping for more than 30 years.

  January 2014 www.sname.org/sname/mt Find out what other people already know. Go to http://www.sname.org/SNAME/SNAME/Publications/Journals1

SNAME_Journal_MkrtAds_FPHAD_FINAL.indd 2 9/8/10 5:02 PM 46-51_Woodbridge_Jan14_P3.indd 50 12/19/13 12:15 PM e Journal of Ship Research may have a new look but it continues to publish highly technical papers on applied research in hydrodynamics, propulsion, ship motions, structures, and vibrations. While SNAME requires that papers present the results of research that advances ship and ocean science and engineering, most contributions bear directly on other disciplines such as civil and mechanical engineering, applied mathematics, and numerical analysis. JSR has been ranked by IngentaConnect as being in the top 100 out of more than 13,530 titles hosted on their platform.

Find out what other people already know. Go to http://www.sname.org/SNAME/SNAME/Publications/Journals1

SNAME_Journal_MkrtAds_FPHAD_FINAL.indd 2 9/8/10 5:02 PM 46-51_Woodbridge_Jan14_P3.indd 51 12/19/13 12:15 PM THE JOINT VENTURE MODEL Combining Korean shipbuilding technology with traditional Romanian experience

By Gabriel Colesniac, Florinel Cozma, Aytunci Fetislam, Adrian Ilie, Iuliana Istudor, Sorin-Radu Rechisan, and Laura-Fedra Vaida

aewoo Mangalia Heavy Marasesti, the agship of the Romanian Navy Industries S.A. (DMHI) between 1985 and 2004. In the early 1980s, was formally estab- investment began in the development of ship lished in January 1997, repair facilities to convert the shipyard into a with roots going back multi-purpose dockyard. After the fall of the nearly four decades. As a communist bloc, Mangalia’s export market Romanian-Korean joint grew to also include shipowners from capitalist venture between Daewoo Shipbuilding & Marine countries. Beginning in 1997, DMHI entered the EngineeringD Co., Ltd. (DSME) from Korea and the world stage by benchmarking DSME’s design, Romanian government through Santierul Naval software, equipment, facility, and technical 2 Mai S.A. Mangalia, DMHI has sought to com- know-how. bine modern shipbuilding technology from Korea From initial steel processing to the nal appli- with traditional Romanian experience in the sector. cation of paint coating, DMHI strives to innovate DSME currently holds 51% of DMHI shares while the its facilities layout to optimize the production Romanian government has 49%. ow. Between 2008 and 2009, the shipyard site e shipyard, located in Romania on the Black was expanded for new assembly and painting Sea with a direct opening into the Mediterranean facilities and conversion of dry dock number 3 for Sea, is blessed with a mild climate. It spans the largest newbuilding activity. surface area of all yards in Romania, spreading across DMHI is increasing its sta levels as it invests 980,000 m2 in total. Daewoo Mangalia also ranks rst resources in improving production. In the third among Romanian shipyards in terms of sales volume quarter of 2013, DMHI had more than 3,200 and annual newbuilding capacity. employees, along with some 2,000 people to whom it subcontracts works within the shipyards History premises. However, at its peak in 2009, DMHI had Construction of the shipyard’s site started in 1974, approximately 3,900 employees, along with more and was dedicated exclusively to newbuilding ser- than 3,700 subcontractors. vices. In 1978, the rst vessel was delivered: a 55,000 DMHI currently specializes in building large DWT bulk carrier, Callatis, named after the original commercial vessels, such as Panamax and Post Greek name of her birthplace, Mangalia. Panamax containerships, capesize bulk carriers, Between 1976 and 1997, the shipyard’s and specialized vessels such as Panamax and Post newbuilding program included bulk carri- Panamax pure car and truck carriers. The latest ers of varying sizes (25,000 to 29,000 DWT and deliveries were a series of 8,600 TEU container- 55,000 to 100,000 DWT); oil tankers of 89,000 ships, which are the largest vessels ever built in the DWT; oshore jackets; and the hull of the frigate Black Sea and Mediterranean Sea area. at will be

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52-57_Colesniac_Jan14_P3.indd 52 12/19/13 12:08 PM The 272 m long containership Rio Blanco was delivered by DMHI in 2009.

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52-57_Colesniac_Jan14_P3.indd 53 12/19/13 12:08 PM THE JOINT VENTURE MODEL

followed by 9,100 TEU containerships, which are already contracted by DMHI.

Business overview In close connection with its shipbuilding and ship repair activities, the company has as a secondary scope of business the fabrication of miscellaneous steel structures. ese include subsea bases and towers for oshore wind turbines and towers for onshore wind turbines. To be competitive, DMHI is primarily focused on a combination of two main strategies: one, safeguarding low-cost production; and two, emphasizing specialization and innovation strategies, which are backed up by design developed in DSME. e rst strategy is strongly inuenced by the type of ships that are produced—commercial vessels that involve mass standardized production—and by having low labor costs and creating highly ecient production processes. e second strategy focuses on high-end, specialized, and complex ships that are produced in limited numbers. e DMHI site has become DSME’s shipbuilding services supplier. rough its positioning in Europe, it creates an advantage for European owners through facilitating easy communication between shipowners’ headquarters and the shipyard. Along with its geographical location, DMHI benefits from Next, DMHI made its start with tankers by delivering three being under the umbrella of DSME, sharing DSME’s know-how 69,000 DWT crude oil tankers to LMZ of Greece between 2005 and design as well as the ability to buy marine equipment using and 2006. Based on the improvement in DMHI’s facilities, the the larger company’s buying power and large network of suppliers. company has contracted four Aframax-size LR2 coated product European owners therefore have access to Korean designs made carriers for the Eastern Mediterranean. in Europe. Fourth, DMHI is presently building two pure car and Newbuilding. e DMHI workforce has experience with more truck carriers, which carry 6,500 units. is is the kind of proj- than 150 newbuildings. Currently, the company has a building ect that presents challenges in terms of welding thin plates capacity equivalent to twelve vessels per year for bulk carriers of 180,000 DWT and/or containerships of 11,000 TEU. Specically, the type and characteristics of the ships pro- The latest deliveries were duced by DMHI are as follows. To begin, thus far in 2013, DMHI has built and delivered container carriers of 8,600 TEU size for Zodiac Maritime, which are the largest vessels ever a series of 8,600 TEU built in the Black Sea and Mediterranean Sea area, and are part of a series of four vessels. is project will be followed containerships, which are by container carriers of 9,100 TEU size, contracted by a Greek owner, which will be the next largest vessels. Also, since 1997, the largest vessels ever DMHI has built 16 turn-key container vessels of various sizes for German owners. built in the Black Sea and Secondly, since the joint venture, DMHI has delivered 13 bulk carriers ranging from 82,000 DWT to 180,000 DWT, for owners such Mediterranean Sea area. as Tsakos and Anangel from Greece.

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52-57_Colesniac_Jan14_P3.indd 54 12/19/13 12:08 PM The DMHI facility is located in Romania, on the Black Sea, with an opening to the Mediterranean.

and designing for maximum vehicle loading capacity in a work; machinery overhauling and upgrading; steel outt- small space. ting; piping and electrical works; and major conversions of Lastly, with the company’s experience building commercial ships up to 250,000 DWT. vessels, it was a natural transition to move into building specialized vessels. In order to overcome recent challenges in the shipbuild- Enterprise vision ing market, and to ll its empty slots, DMHI has focused on niche DMHI was formed as an independent company following the joint markets such as oshore support vessels. venture. When an organization brings an acquired company into However, future products targeted by DMHI will maximize its the fold, only one corporation exists after the deal, enabling uni- building capacity, so the focus will be on the upper edge of ves- lateral decision making. In contrast, when two companies agree to sel sizes such as tankers up to Suezmax size; post Panamax pure an alliance, there are still multiple parties dealing with disparate car and truck carriers of 8,000 units class; and containerships up interests. DMHI also faced a unique set of challenges presented to 11,000 TEU. by cross-cultural issues as a result of being a joint venture located It now takes approximately one year to build a complete outside of Korea. vessel: ve months in the shop stage (from steel cutting to keel The major challenge was to build a cohesive, high-per- laying); approximately three months for the dock stage; and forming joint venture. In this respect, the Korean collective four to ve months for the quay stage, depending on the type dynamism aligned well with the Romanian spirit of competition. of vessel. In a short time, DMHI implemented a transparent management Ship repair. DMHI resumed ship repair activity at the structure and removed waste with increased management e- end of 2011, after a break of 4 years, during which time the ciency. Lean manufacturing principles that already had been business was focused exclusively on building new ships. e proved in DSME, such as Just-in-Time delivery, loss identi- company has performed repairs on more than 300 vessels cation, and elimination, were implemented and developed and a variety of vessel conversions. Repair work included through cross-functional and multicultural teams. e proj- routine maintenance such as steel, blasting, and painting ects developed by these teams are aimed at increasing internal

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52-57_Colesniac_Jan14_P3.indd 55 12/19/13 12:08 PM The construction of bulk carriers is one of DMHI’s areas of expertise.

and external client satisfaction, eliminating waste with a focus To improve fuel eciency, energy-saving devices are used to on added value, and standardizing and simplifying processes. enhance the ow into the propeller. e pre-swirl stator (PSS) was developed by Daewoo Shipbuilding & Engineering Co., a subsid- Areas of expertise iary company of DSME, and was rst installed at DSME on a very From the start of cutting steel until sea trials, all DMHI facil- large crude oil carrier with a capacity of 320,000 DWT. e device ities, indoor and outdoor, have a specific production flow enabled a signicant improvement in speed performance and a dictated by the company’s internal structure through its enter- reduction in fuel consumption, and it will be installed on approxi- prise resources planning (ERP) system, which is called MAGICS mately 20 vessels. (Mangalia Global Information Control System). Following this R&D center. DSME operates an R&D center for basic internal database, in which can be found information related to technology, design, and production technology related to design, materials, and planning, the construction sequence is shipbuilding and oshore construction. e R&D center has initiated. e ERP system was introduced to support transpar- more than 300 researchers who have developed various new ent management and to remove waste by making fast decisions, technologies such as a submarine basic design system; three- resulting in increased management eciency. dimensional precision measurement equipment; a 6,000 m e design is based on several areas of DMHI expertise: autonomous underwater vehicle; a next-generation shipbuild- new technology, an R&D center, design technology, and pro- ing production system; and an incinerator. e research center duction technology. has separate welding research labs and a test and measurement New technology. With increasing fuel costs and greater public lab. e center’s precision measurement and correction capabil- attention being paid to exhaust gases, optimizing ship performance ities resulted in it being designated as an internationally certied becomes critical to reducing operational costs and complying test institute in accordance with ISO/IEC 17025. with emission restrictions. DSME, as DMHI’s support center, has Design technology. DMHI has been able to meet the require- acquired technology in hydrodynamics design that is used in ments of its customers using DSME’s three decades of experience designing optimum ships and propulsion systems. e technol- in designing commercial ships, combined with DMHI’s own expe- ogy helps decrease the loss of propulsion power caused by waves rienced technicians who can actively communicate through a 100% and slamming, making it possible to design economically ecient computerized design system with a Web-based intranet. is sys- ships with excellent handling. tem provided exible design abilities that also take into account

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52-57_Colesniac_Jan14_P3.indd 56 12/19/13 12:08 PM THE JOINTHET JOINT VENTUREVENTURE MODEL MODEL

this quay into a heavy zone for oshore structures construction. Dock number 3 is the Two cranes of 50 tons capacity each are available in this area.

All quays are equipped with utilities such as electric power, CO2, largest dock at DMHI, O , and compressed air. 2 e cutting of steel plates is carried out in dedicated indoor having a total length of shops with dry and wet plasma cutting machines as well as oxy gas. Assembly is also carried out mainly in shops. e rst cutting and 360 m, a width of 60 m, assembly shop was modernized 5 years ago when it was added as a new bay for assembly. In total, it has 30,048 m2. As part of the investment, a new shop also was added with an area of 27,606 m2, which and a depth of 13 m. accommodates a modern panel line with high output. ere is a special area arranged outdoors for assembly activity with a work- the requirements of the eld workers. ing area of 10,530 m2. Production technology. DMHI’s production processes and DMHI can manufacture and install steel outtting items and technology enable the company to build high quality products. In piping in dedicated shops. Outtting is painted and galvanized the commercial ship sector, the DMHI production system, with its inside DMHI, a new facility of 1,000 m2 being allocated for galva- roots in the DSME system and Just-in-Time production process, nizing. On top of the outdoor outtting installation, there are seven enables increased eciencies to be achieved. covered shops, which are used for indoor outtting installation. Outtting fabrication is the only part that is outsourced in higher Main facilities quantity than other activities, so all the activities required to build With a total area of 980,000 m2, DMHI’s facilities encompass the a vessel are performed inside DMHI. required processes necessary to build a new vessel. Dock number For painting and blasting activities, DMHI has four dedicated 1 and dock number 2, which are connected through a set of steps blasting cells and ve painting cells, which cover DMHI’s needs. of 9 m depth, comprise a total of 622 m in length with a width of 48 Around the docks, there are designated areas for the pre-erec- m. During periods in which there is a lack of orders for newbuild- tion stage. e pre-erection platform for dock number 1 and dock ing projects, dock number 2 can accommodate ship repair projects number 2 summarize a total of 20,000 dedicated. e area desig- without interfering with dock number 1, which can be used sepa- nated for dock number 3 is 16,800 dedicated. Cranes allocated to rately for newbuilding. ese two docks are served by two cranes erection activities inside of the docks also are used for pre-erection of 480 tons lifting capacity each, which can also work in tandem to activities. In addition, there are several Jib cranes having up to 120 lift heavier blocks. tons lifting capacity. MT Dock number 3 is the largest dock at DMHI, having a total length of 360 m, a width of 60 m, and a depth of 13 m. Initially, it For information about the authors of this article, see “Feature Contributors” on was designed to be used only for ship repair activity. In 2010, the page 5 in this issue. dock was equipped with a crane of 1,000 tons lifting capacity in order to perform erection activities. With this crane, it was possible to build and deliver the biggest vessel in the shipyard’s history, the 8,600 TEU container carrier. Quay A, with a total length of 620 m, can accommodate two large size vessels. is quay is equipped with 2 cranes of 50 and 15 tons capacity. Quay B is 430 m in length, having the advantage of a 120 ton lifting capacity crane. ere is also another crane of 15 ton capacity available. is quay is usually the rst one used after launching of a container or bulk carrier, due to the 120- ton capacity crane for maneuvering of the hatch covers. Quay C is close to Dock number 3 and is 540 m in length. Quay C has DMHI delivered Afroditi, a 274 m long crude oil tanker, in 2011. the possibility for extension; future strategies might transform

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Students attend a lecture hosted by the SNAME NTUA section in the NTUA amphitheatre.

The Student Experience

A Texan’s immersion in Greek culture and academics

BY ELENI LAZARATOU y accent always gives me away. I look Greek. Back at home, my parents passed on to me a very I speak Greek. I was born in Greece. I live in typically Greek emphasis on education, which helped Greece. Yet there is still a hint of something me succeed throughout my schooling. I graduated high in my speech that four years’ practice has school as valedictorian of my 740-student class with a Mnot ironed out. I am Greek, but this incongruous sug- perfect SAT score and many collegiate options open to gestion of something foreign in my voice inevitably leads me. I could go anywhere I wanted, but I chose to go to people to ask: Where are you from? It is not such an easy Greece and study naval architecture and marine engi- question to answer. neering (NA/ME) at the National Technical University of I was born here in Greece, but I grew up in Texas, where Athens (NTUA). my family moved when I was two. Raised the same as any This unorthodox decision—which many of my of my American peers, I was only casually aware of my heri- college classmates still struggle to understand—was tage until late in elementary school, when I rst went back to rooted in many factors, including educational, profes- Greece and began to learn the language. Still, though I loved sional, and emotional. the summers spent here with family and longed for when Educationally, I was attracted to the diculty and I would return to beloved summer spots, I never thought I breadth of NTUA’s NA/ME program. Our five-year would go back to Greece for anything more than a vacation. degree requires 63 purely engineering-related courses,

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58-C4_BDept_Oct13_P5.indd 58 12/19/13 12:11 PM an individual ship design project, and a senior research thesis completed with one of the school’s four departments. Classes are challenging and demand that students build a deep theoretical basis. It speaks volumes that only 6% of students graduate in the allotted rst 5 years of the program, according to a 2011 study by C. Caroni of NTUA. ose who do nish have a degree highly respected in Greece and beyond, while graduates of NTUA can be found in prominent positions with many companies and university facul- ties worldwide.

Strong heritage Within Greece, many NTUA NA/ME graduates are absorbed by the dynamic Greek shipping industry, which attracted me pro- fessionally and personally and provided yet another reason to study in Athens. e This lab at NTUA enables experiments in marine engineering, nation has a strong tradition in seafaring naval electrical engineering, and materials science. that stretches back to Homeric times, but it is the Greek shipping giants of the 20th century that, with their boundary breaking and environment was unfamiliar and a chal- necessary to excel in the dicult technical bold moves, propelled Greece to the fore- lenge. e rst hurdle was learning to live in classes. ey were smart and well educated, front of the maritime industry. Today, the a dierent language. Textbook Greek hardly with a basis in math and physics with which International Maritime Organization (IMO) prepared me to describe the busted pipe in I struggled to compete. In Texas, students notes that Greek shipping interests control my Athenian apartment to a local plumber. started pure physics courses in their junior the second largest fleet, by gross tonnage, It certainly could not have prepared me to year of high school. Greek schoolchildren worldwide—quite a high ranking for a coun- discuss dierential equations or mechanical began physics classes in the 7th grade. It is try the size of Louisiana. eir inuence is terms in Greek. perhaps this strong basis that enables the huge in the local economy. Moreover, their But the language barrier was broken nation’s top students to largely enroll in engi- reach extends well beyond the realm of ship- soon enough, and what remained was fit- neering programs, which are considered ping through many nonprot organizations ting into a new educational environment among the most desirable degrees in Greece. funded by shipping tycoons. ese groups with classmates from a completely dierent e constant inux of engineering students have been bastions for the promotion of cul- educational background. e organizational here is in contrast to the United States, where ture and education in Greece and beyond, structure was very dierent from what I had engineers are increasingly in short supply. and are a testament to the broad scope of the known. There was no orientation, and no As a 2011 Forbes magazine article by Norm Greek maritime industry. is industry, with informative brochures about registration or Augustine notes, 70% of engineering PhDs its long and exciting history, current domi- class selection. Students are not led by the from U.S. schools are awarded to foreign- nance, and wide reach, attracted me and hand through the rst few days of freshman born students. played a decisive part in my choice to move year; rather, they are thrown into the deep e emphasis on engineering education to Greece to study NA/ME. end and expected to swim. Many classes do is reflected in the high caliber of profes- But while the largest role in this decision not have coursework, and grades are based sors and their research pursuits. Our faculty may have been played by educational and on one nal exam at the end of the semester, boasts a recipient of the prestigious SNAME professional interests, I cannot deny that part a system that requires great discipline from Davidson Medal, several SNAME fellows, of me just wanted to go to Greece to be near students to prepare on their own throughout heads of European and international research places and people I loved and to live a very the year. programs, and overall titans in their respec- new experience. However, I found most of my classmates tive elds. ese professors and research sta My rst few months at NTUA were cer- well equipped with the discipline neces- bring in numerous projects, many of which tainly a new experience. Everything in my sary to succeed in this system and the skills offer research opportunities to students.

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e Student Experience continued

Current work underway at NTUA spans a variety of topics and involves global collabo- Students are not led by the hand through the rst few ration with other universities, classication societies, multinational companies, and days of freshman year; rather, they are thrown into maritime organizations. The university is represented by many papers presented inter- the deep end and expected to swim. nationally each year and even on the Greek delegation to the IMO.

Access to industry be noted that the lack of organized job fairs groups is perhaps the only unfavorable part e strong connection to the industry on is a reflection more of the status quo in of my experience at NTUA. the research level is a bit more tenuous Greece, where such recruitment practices But student organizations at NTUA are for students seeking access to the work- are uncommon for companies, rather than not only political. ere are several options force. In classes, theory is often given of a lack of eort from NTUA. for involvement, which provide a remedy to weight over application. While this gives It is likely, however, that such efforts the only weakness of the NTUA NA/ME pro- students a strong background, which will would meet resistance from student politi- gram, the diculty in creating connections to serve them well later in their careers, it can cal groups, which in Greece are allowed to the workforce. Organizations like the SNAME be a hindrance in their rst years outside have great power within the university and NTUA student section, the Board of European the university when practical skills, such which have a history of fighting corporate Students of Technology, and the International as engineering software savvy, can set an interference in the free educational environ- Association for the Exchange of Students for inexperienced candidate apart. Candidates ment. ese groups are responsible for fairly Technical Experience, among many others, also may have diculty coming into con- frequent student strikes and school closures, grant opportunities for professional devel- tact with various companies as the school which interrupt the ow of classes and make opment through technical presentations, does not organize job fairs or career days. the academic calendar largely unpredict- exchange programs, international symposia, ere are successful programs that place able. e situation is of course worsened by and internship opportunities. Students who students with companies for internships, the current economic and political situation choose to participate in these groups comple- but these only give students a footing in one in Greece, which offers ample opportuni- ment their unrivaled technical background company as opposed to access to several ties or excuses for student strikes. e great with professional and practical savvy, equip- granted through a job fair system. It should and often irresponsible inuence of these ping them with all the skills, and more, that they may nd in any other NA/ME degree. I am glad that the challenges of the NA/ ME program and the attraction of the shipping industry led me to study in Athens. e hurdles I had to overcome in adapting to a new language, country, and learning environment were well worth it for the access to a program with such a high caliber of professors, classes, and research pursuits. My four years at NTUA may not have rid my Greek of that slight Texas twang, but they have built me a strong technical background and increased my initiative and self discipline. My time here also has given me access to student organizations that have broadened my personal and professional horizons and overall made me a better student and future engineer. MT

Eleni Lazaratou is completing her ﬁnal year at the SNAME NTUA students on a ﬁeld trip to the battleship Averof, one of the most famous warships in Greek history. National Technical University of Athens.

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58-C4_BDept_Oct13_P5.indd 60 12/19/13 12:11 PM An automated welding arm in the NTUA shipbuilding technology laboratory enables students to experience maritime technology ﬁrst-hand. Academic Substance and Location

The National Technical University of Athens’ ﬁve-year program

BY KOSTAS J. SPYROU egree-level education in naval architecture and In 1969, NTUA responded to this demand by cre- AND HARILAOS N. marine engineering is provided in Greece at the ating a small Department of Naval Architecture and PSARAFTIS National Technical University of Athens (NTUA) Marine Engineering within the School of Mechanical and in the form of a comprehensive ve-year program. Electrical Engineering, and admitted its rst ten students. De Technological Educational Institute of Athens oers is initiative was important because, before it was estab- another program within the Greek higher education sec- lished, anyone wishing to study the subject at degree level tor, lasting for four years. e NTUA degree is the academic had to go abroad, mainly to Italy, the United Kingdom, qualication required for registration as an engineer in the Germany, or the United States, and families had to bear Technical Chamber of Greece, with the subsequent grant- the considerable cost. e choice of NTUA as the founding ing of the full rights of a professional engineer. institution was a natural, given its sound academic infra- Until approximately 100 years ago, only a handful of structure and the high esteem that it enjoys within Greek people in the country had received university education society, traditionally considered as the premier place in related to the eld. With no organized shipbuilding and the country for studying an engineering discipline. the small yards involved in traditional boatbuilding fol- Originally established in 1837 as the Royal School of lowing traditional practices, most individuals spent their Arts, it had aligned its programs of study along central careers as ocers in the Greek Navy. Even by the year European engineering education principles, setting pil- 1950, no more than 50 names of naval architects appeared lars on the provision of a solid scientic background with in the national registers. However, with the expansion of practical relevance and a prolonged (ve year) duration of international trade and the active involvement of Greek study. e university’s proximity to the major shipyards of shipowners, several young Greeks were motivated to pur- the day, as well as to numerous shipping and other sup- sue such careers. By 1960, 5 to 6 graduates per year were porting companies provided further guarantee that the entering the profession. new department had a solid future.

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Academic Substance and Location continued

TABLE : NTUA ELECTIVES GROUPED IN THEMATIC AREAS e department had started with three

THEMATIC new chairs in ship theory, ship design and GROUP COURSE SEMESTER construction, and marine engineering. e I Design of floating structures 8 naval architecture/marine engineering curriculum included other subjects such as basic ICourse-keeping and maneuverability 8 sciences, uid and solid mechanics, strength IComputational hydrodynamics and laboratory 8 of materials, and thermodynamics, and were IStochastic modeling and forecasting of marine systems behavior 8 taught by other NTUA professors. e stu- ISeakeeping applications 8 dent intake increased gradually, in response to high demand for places—from an initial 10 I Mooring systems 9 students in 1969, the program reached 85 stu- IHydrodynamic design of small craft 9 dents in 2013. I Dynamic stability and scientific basis of regulations 9 As soon as it became sufficiently I Wave phenomena in the sea environment 9 enlarged, it was organized in four divisions: ship design and maritime transport; ship I Lifting flows 9 and marine hydrodynamics; marine struc- II Ship design II 8 tures; and marine engineering. As of 2013, it II Analysis and design of vessels using composite materials 8 has obtained by law the status of a university II Welding engineering 8 school, which enables creation of more than one department. Milestones in the evolution II Health and safety in the shipbuilding industry 8 of the infrastructure have been the establish- II Ship design for safety and environmental protection 8 ment of several well-equipped laboratories: II Virtual reality and applications to ship design 8 for ship and marine hydrodynamics (with II Computer-aided ship design 9 a 100 m long towing tank, opened in 1979); for marine engineering; for shipbuilding II Reliability of marine structures 9 technology; and for ship design. Two more II Global and local ship vibrations 9 laboratories were formally established in the II Computational methods for shipbuilding construction 9 last decade, serving the elds of oating struc- III Marine Diesel engines 8 tures and maritime transport. III Marine engineering laboratory I 8 Features of the NTUA program III Hydrodynamics of modern ship propulsion systems 8 To be awarded an engineering diploma in III Measurements in the marine environment 8 Greece, one must spend a minimum of ve III Marine engineering laboratory II 9 years (10 semesters) at one of the country’s engineering schools. is applies to all III Analysis and optimization of energy systems 9 undergraduate programs oered at NTUA (9 III Combustion 9 in total), including the one on naval architec- III Noise and vibration in naval architecture and marine engineering 9 ture and marine engineering. In substance, III Ship control systems 9 the study is equivalent to a bachelor of science/bachelor of engineering plus master IVSpecial topics in ship finance 8 of science. Semesters run from the end of IV Diagnostics and prognostics of ship equipment failure 8 September to mid January (winter semes- IVPorts and intermodal transport 8 ter), and from the end of February to mid IV Artificial intelligence in ship design and operation 8 June (spring semester). e rst nine semesters are dedicated to course study, while the IVRisk management in maritime transport 8 tenth is spent on the writing of a thesis, usually IVShip operation and fleet management 9 representing a substantial piece of work with IVInspection and maintenance of ship metal structure 9 research content. e study requires knowl- IV Logistics in maritime transport 9 edge of the Greek language, as courses are not oered in other languages. IVEconomics of maritime transport III: safety and the environment 9 Students are mostly from Greece, with a IV The human factor—human reliability in maritime transport 9 small number coming from Cyprus and also

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58-C4_BDept_Oct13_P5.indd 62 12/19/13 12:11 PM from Middle East, Balkan, and African coun- compulsory part in the seventh semester, and electives oered in the 8th and 9th semes- tries. ere is no tuition charge for students an optional part in the eighth. ters are grouped into four thematic areas, coming from a European Union country, In the rst two years, the students are as follows: while a small fee is charged for students from taught the fundamentals of engineering other countries. Despite the required length science. In parallel, they receive an intro- I: Marine environment and eect on ships and and intensity of study, diploma graduates are duction to ship and marine technology other oating structures not regarded as holding a postgraduate quali- and they master the essentials of techni- II: Marine design and construction cation. Graduates coming from abroad, for cal drawing, relevant to the disciplines III: Marine engineering and ship propulsion example, from a British university (where the of naval architecture and mechanical IV: Ship operation and maritime transport duration of study for a bachelor of engineering engineering. The core courses (such as systems management. degree is 3 or 4 years), need to have a relevant resistance and propulsion, ship strength, master of science (or an integrated master of ship dynamics, and so forth) are taught, Table 1 summarizes the electives per the- engineering degree) to obtain recognition of but mostly in the third year. Up to this matic group. A student should take at least equivalence to a rst NTUA degree. stage, the curriculum leaves only very two courses from each thematic group, and a Admission to the school is highly compet- few possibilities for choice; from there total of ten such courses overall. e intent is itive and is based, in most cases, on a student’s on, however, a good deal of selection lib- to ensure that a student receives a broad back- score in countrywide examinations. e core erty exists and each student can basically ground covering all four thematic areas; yet subjects examined are high-level math, phys- create his or her own profile of study. they can put extra weight on the one of their ics, and language. In addition, a candidate e school is happy to be in a position to choice. Additional electives are oered by the can select to be examined in one of the fol- oer a large number of electives and, as school, and also by other NTUA schools, on lowing three pairs of subjects: informatics student population is spread over sev- a broad variety of topics, of which at least 8 and management; chemistry and biology; or eral courses, tuition in the last two years should be taken (the total number of electives biochemistry and electricity. e minimum becomes quite personalized. Several of the currently oered is as high as 89). Practical average mark granting admission is usually over 90%, third highest among all engineering schools in Greece. For the 2013-2014 academic year, 85 What are USCG/IMO freshmen were admitted, a formidable 40% increase over the previous year’s intake. Horn Requirements? The number will rise to approximately 100 when additional admission criteria are applied for special categories of applicants. is increase is quite extraordinary, especially amidst the Greek economic crisis and severe cuts suered in higher education funding. However, the number is set by the Ministry of Education, which applies its own (wider) criteria. e school’s graduate employment prospects, which have been reasonably sustained despite the coun- USCG and IMO Regulations require a minimum output for horns on all try’s unprecedented rise in unemployment vessels over 40 feet long. Surprisingly, many boats are fitted with (which has hit mostly young graduates), has horns and loudhailers that do not meet these requirements. undoubtedly aected this decision. e study program is drawn up to equip Kahlenberg Horns are available in air and all electric versions for the students with basic scientic knowledge all types of vessels 12 to over 200 meters L.O.A.. Each shipment in the discipline. Additionally, a broad spec- includes ABS Certi cates to USCG and IMO Rules. trum of requirements are covered that are Have a virtual blast...see and hear them at www.kahlenberg.com. important for the professional career of NAME graduates. Many of the courses include proj- USCG/IMO compliant, ABS Type Approved sound signals ect work, the most extensive being the ship Kahlenberg Industries, Inc. Ph: 920-793-4507 design project, which integrates knowledge Two Rivers, WI USA www.kahlenberg.com received from the various courses. is has a

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Academic Substance and Location continued

This NTUA shaking table oﬀers students six degrees of freedom with a capacity of 2 tons. It is used for cargo shift, liquefaction, and sloshing experiments.

training is considered equivalent to one of the school with three streams of study: and stochastic dynamical systems; sta- these extra elective courses. e interested maritime technology; marine and coastal bility; fire modeling; risk assessment; student can receive a 6- to 8-week internship engineering; and marine science. The holistic design; and operational safety. Also in a company in the eld on the basis of an program, lasting for 3 semesters, has run included are marine energy systems; elec- agreement with the school. Many prefer to successfully for 15 years, engaging several tric ships; composite material for marine spend this time onboard a ship. e student schools at NTUA as well as the University of use; corrosion protection; welding; mari- is asked to summarize their experience in a Athens and the Hellenic Centre of Marine time and intermodal transport; shipping report and, upon returning is interviewed by a Research. e rst two semesters include nance; and others. faculty member in order to receive their mark. taught courses, and the third is devoted The wide spectrum of expertise that e last semester is devoted fully to the to the writing of a thesis. Approximately exists in the school means that, in practice, writing of the thesis, the subject of which is 40 students are admitted every year. e most research topics related to floating agreed upon by the student and a faculty stream of maritime engineering is used structures can receive supervision. The member and then approved by the school. by some graduates as a conversion course, number of doctoral students currently in the In general, the NTUA program is consid- for example, mechanical engineers who school is approximately 70, with 5 to 6 grad- ered to be quite demanding and, for a student intend to have a career in the shipping uating (on average) each year. As implied, to reach graduation, he or she needs to suc- sector. The program is currently under several students take longer than the usual cessfully attend 69 courses. One of the reasons overhaul so that all three streams obtain time to complete their thesis, with some for this is because a graduate also is able to clearer identication with the marine and not reaching this point at all as they take follow a professional career as a mechani- maritime activities that are of major inter- up employment ahead of their graduation. cal engineer in land-based industry and also est in the country. A priority focus of the At the beginning of study, each doctoral to do limited electrical engineering work. In second stream is the oil and gas sector. student is required to attend and pass at general, the adoption of a wider scope oers e school is very active in basic and least ve postgraduate courses, which the exibility of employment. applied research covering a wide span of student selects in consultation with his or maritime and ocean engineering topics. Key her supervising committee. Also, they are Postgraduate study and research expertise is found in areas such as numer- requested to have continuous presence in A postgraduate program in marine sci- ical and experimental hydrodynamics; the school for the rst two years. Doctoral ence and technology is coordinated by marine propulsion; sea waves; nonlinear students are expected to contribute to

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58-C4_BDept_Oct13_P5.indd 64 12/19/13 12:11 PM tutorials and laboratory exercises; to cor- Greece. is normally takes place shortly particularly active. Seminars are o ered also rect student assignments; to help as exam after graduation; the condition is to be suc- by the joint branch of the Royal Institution invigilators; and, if relevant to their topic of cessful in a technical interview in front of a of Naval Architects with the Institute of research, to support nal-year students in committee of licensed engineers. e inter- Marine Engineering, Science & Technology, their diploma theses. is involvement with view is usually centered on the diploma which is in fact the oldest association of its the school’s activities is, in general, wel- thesis, yet it can expand in any direction as kind in Greece. comed by the PhD students. In addition to the objective is to determine whether the In terms of the actual careers they pur- receiving a small remuneration for this con- graduate has a good grasp of engineering sue, graduates generally take one or more of tribution, they do not feel isolated and can principles related to the profession. the following directions, listed in descending gain valuable teaching-related experience. Graduates are assisted in their profes- order in terms of popularity. Most of the active doctoral students sional development (outside of normal Ship management companies. Graduates receive nancial support. is comes from work) through their participation in vari- often begin as assistant superintendent scholarships (university or national), from ous associations, which o er seminars and engineers, later becoming superintendent funded projects, and from the industry on training of various kinds. In general, Athens engineers. Some of them proceed to higher the basis of research collaboration agree- abounds with such activities, given the ranks to become eet managers and even- ments. The school has been successful strong presence of a large number of ship- tually technical directors. Others follow a in attracting research funding from the ping companies in the area. e Hellenic slightly di erent route, acting as owners’ rep- European Union and other foreign sources, Institute of Marine Technology organizes resentatives in new constructions and repairs, cultivating links with Europe’s industry and its annual meeting in November and also as internal plan approval engineers, and as academia on a range of topics. Moreover, offers seminars at its headquarters on a class liaisons. the school has signed research collabora- monthly basis. Seminars are o ered also Marine consultancies. In Greece, there tion agreements with major classi cation by the local section of the Society of Naval aren’t large consultancy companies; how- societies. A past agreement with Det Norske Architects and Marine Engineers, which is ever, there are several smaller firms, in Veritas targeted areas of ship design and maritime transport; a more recent agreement, still in progress, focuses on marine engineering. The American Bureau of Shipping supported the school’s research on environmental risk evaluation criteria and ship emissions on a lifecycle basis. A prelube system can save you a fortune in Moreover, the Lloyds Register Foundation selected NTUA for establish- engine overhaul costs and downtime. ing a Centre of Excellence in Ship Energy, Emissions, and Total Economy. Research funding is provided for the period 2010 to 2015, which enables two di erent NTUA laboratories to undertake joint research If you count on your engines to be on engineering and logistics issues of ship emissions control. Lloyds Register out earning their keep, you can’t further supports NTUA research by inde- afford to have them in dry dock. pendently o ering a PhD scholarship each year. It should be noted that, for several years, the university also has operated its own funded program of basic research, essentially in order to support novel concepts and ideas. However, this program is currently on pause due to the nancial situation of the country. Visit MarinePrelube.com Professional recognition Licenses for professional engineers are bestowed by the Technical Chamber of

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Academic Substance and Location continued

Memorial University of Newfoundland which naval architects/marine engineers Faculty of Engineering and Applied Science are basically self-employed. They offer Ocean and Naval Architectural Engineering technical advice to owners; they do design

Applications are invited for multiple faculty positions, in the area of Ocean and Naval modifications and limited new design Architectural Engineering. Candidates with backgrounds in ship and/or offshore work; they prepare claims reports and esti- structures, ship design and construction, safety and emergency response, vessel mates, and so forth. A small number also performance, hydrodynamics, marine simulation and modeling, and/or marine participate in research projects in collabo- engineering are strongly encouraged to apply. A demonstrated record related to Arctic, ration with NTUA. cold regions and harsh ocean engineering applications would be considered an asset. Classification societies. Major classes operate large offices in the Piraeus area, The Faculty of Engineering and Applied Science is growing significantly and employing a number of graduates. They currently seeking personnel for both tenure stream and three-year contractual term carry out plan approval, class inspections, positions. Applicants should specify if they are interested in one or both types of positions. Candidates should have a bachelor’s degree in ocean and naval architectural and other functions. engineering or similar degree and an earned PhD degree in the area of expertise. Rank Public sector. is was a popular destina- and salary will be commensurate with qualifications and experience. tion in the past, but it is no longer, as new hires are extremely limited. Typical employers have The successful candidate will be expected to participate in the academic programs of included the Ministry of Mercantile Marine the Faculty, including teaching undergraduate and graduate courses, developing and the National Defense Ministry (navy). undergraduate laboratories, supervising graduate students, and other educational, Shipping-related engineering and scholarly, and professional activities. An ability to teach a broad range of ocean and commercial companies. Included here are naval architectural engineering courses, as well as courses in the core program, would be an asset. In addition, the successful candidate will be expected to develop an equipment manufacturers, technical agen- ambitious and high quality research program. Collaborations with industry, cies, banks, marine insurance companies, government institutions, and other university researchers are expected. The successful and others. candidate is also expected to register as a professional engineer in Newfoundland and Shipyards. is is an ailing sector for Labrador. Greece, now attracting only a very small percentage of graduates each year. They The Ocean and Naval Architectural Engineering discipline has a well established, are involved mostly in the management of nationally- and internationally-recognized co-operative undergraduate program. It has repair works. very active graduate studies and research programs. For information on the Faculty of Engineering and Applied Science and the Ocean and Naval Architectural Engineering Naval architecture and marine engi- discipline, please visit www.engr.mun.ca. neering graduates have enjoyed a strong demand from prospective employers in Memorial University is Newfoundland and Labrador’s only university, and plays an the country, increasingly nding their way integral role in the educational and cultural life of the province. Offering diverse into the technical departments of shipping undergraduate and graduate programs to over 18,000 students, Memorial provides a companies. With the dominant presence distinctive and stimulating environment for learning. St. John’s is a safe, friendly city of Greek shipowners in newbuilding order with great historic charm, a vibrant cultural life, and easy access to a wide range of books, the good prospects of employment outdoor activities. For further information about Memorial, please visit www.mun.ca. are expected to continue, not only in rela-

Applications should include a curriculum vitae, names of three referees, and a one- tive but also in absolute terms. page statement of teaching and research interests. Copies of three relevant technical e objective of the NTUA curriculum publications may also be included. Please send applications electronically to: throughout the years has been to produce competent professionals who can pro- Dr. Greg Naterer, Dean, Faculty of Engineering and Applied Science, vide technical service and leadership for Memorial University of Newfoundland, St. John’s, NL Canada, A1B 3X5 the needs of the Greek shipping industry. Email: [email protected] Reference: ENGI-2013-005-01 (Tenure Stream) ENGI-2013-006 (3-Year Term) Judging from the feedback, the university has made the right choices and is on a good The deadline to submit an application is February 28, 2014. path. MT

All qualified candidates are encouraged to apply; however, citizens and permanent residents of Canada will be given priority. Memorial University is committed to employment equity and encourages Kostas Spyrou is professor and dean of the School applications from qualified women and men, visible minorities, aboriginal people and persons with of Naval Architecture and Marine Engineering of the disabilities. National Technical University of Athens. Harilaos Psaraftis is professor at the Department of Transport of the Technical University of Denmark.

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58-C4_BDept_Oct13_P5.indd 66 12/19/13 12:11 PM ( in review)

Ninety Percent, a Guide to the Fleet, and Safety Investigation

REVIEWED BY PETER E. BACI international commerce and how a ship can be registered in a country and yet never make port there. Western nations such s the title implies, investiga- as the U.S. and the U.K. have stricter requirements governing tive journalist Rose George their merchant eets. Taken together with labor union contracts takes the reader into the that guarantee higher wages, shipowners have opted to regis- world of international ship- ter their ships in countries with less stringent regulations and to Aping, the industry on which we all crew them with foreign nationals who will work for lower wages depend for the everyday necessities and less-than-optimum living conditions. e Maersk Kendal of life and about which virtually noth- is unusual in that she ies the U.K. ag. Maersk also has ships ing is known by the average person. ying the American ag, but only those that by law have to be To delve into what she describes as U.S.-agged to carry certain military and other cargos. the “invisible industry,” the author The author describes how the life of the seaman has embarks upon a 6,000-mile journey changed through the years. Ships now carry smaller crews aboard the Maersk Kendal, a large and spend very little time in port. e Emma Maersk, almost container ship belonging to that giant 400 m in length, has a crew of only 13, while just 40 to 50 years of the shipping industry, A.P. Moller- ago, dry cargo ships were much smaller and often had crews of Maersk. She describes Maersk as the 40 or more. ose ships would spend days in port loading and “Coca-Cola of freight with none of the unloading cargo, while a modern container ship’s time in port Ninety Percent of Everything: Inside fame.” Yet the sales of the Denmark- is measured in hours, not days, and they dock in specially con- Shipping, the Invisible Industry that Puts based company are equal to 20% of structed ports, normally far from a city center. Seamen today Clothes on Your Back, Gas in Your Car, and Food on Your Plate that country’s GDP and its ships use rarely have the opportunity to get ashore and often spend more oil than the entire nation. many months on board without ever setting foot on dry land. By Rose George As big as the Maersk Kendal is George’s book is a good primer for those interested in PUBLISHED BY HENRY HOLT AND COMPANY (nearly 300 m in length with a capac- learning about the business of shipping today. It is well written ity of 6,477 TEU), she is dwarfed by and oers an insight into the history of the merchant marine newer Maersk ships: the Emma Maersk boasts a capacity of and how it has evolved into the entity on which we all depend 15,000 TEU while the new E class has a capacity of 18,000 TEU. for day-to-day necessities and luxuries. e book is available As the author relates her experiences at sea, she also describes in both printed and e-book editions. MT how the merchant marine has evolved over the years, from eets numbering in the thousands in the United Kingdom and Peter E. Baci received his bachelor of science degree from SUNY Maritime Col- the United States, to a few hundred still agged by those coun- lege in 1964 and a master of science from Southern Illinois University in 1976. tries. She explains how ags of convenience now proliferate in He is a retired federal agent and a former merchant marine oﬃcer.

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58-C4_BDept_Oct13_P5.indd 67 12/19/13 12:11 PM (in review)

e many hundreds of photographs are by no means gratuitous; rather, they were carefully selected by the author as a means of accurately representing the purpose and use of each ship, craft, or system.

REVIEWED BY DAVID A. BRESLIN and weapon systems, including descriptions of relevant characteristics and capabilities. e many hundreds of photographs are here is no question that online by no means gratuitous; rather, they were carefully selected by the resources such as Wikipedia author as a means of accurately representing the purpose and use are modern blessings, making of each ship, craft, or system. And the inventories are not merely countless terabytes of infor- lists of in-service platforms; they include everything that might Tmation instantly available to inquiring possibly interest a reader or researcher, from advanced-concept users through almost any electronic and new-construction programs to the many time-honored ship device. e ability to quickly research memorials and museums located across the country. Absolutely topics both imaginable and unimagi- nothing has been omitted by the author. nable has never been easier. But this In addition, Polmar presents these ships and aircraft in a highly Naval Institute Guide to the technology still has its limitations, and objective manner, openly discussing in plain English the practical Ships and Aircraft of the U.S. once in a blue moon, no technology can matters of escalating program and in-service costs, anticipated budget Fleet, 19th Edition beat the crisp pages of an exceptionally constraints, system capabilities, and the coming conuence of chal- By Norman Polmar well-written and well-planned reference lenges that many in the industry think about privately but are often book. is book, e Naval Institute Guide to the Ships and Aircraft too cautious to discuss openly. Unshackled by any chain of command of the U.S. Fleet, 19th Edition, by the venerable Norman Polmar, is an or special interest group, Polmar fearlessly and refreshingly presents excellent example of this kind of thing. In fact, this reference book the good, the bad, and the ugly of the U.S. eet. is Wikipedia on steroids. Only someone with the author’s considerable experience, is is another magnum opus by Polmar, assembling in a single brilliance, and erudition could assemble a book like this. e volume practically everything anyone could possibly want to know Naval Institute Guide to the Ships and Aircraft of the U.S. Fleet is in itself about the United States Navy, Coast Guard, Maritime Administration, a piece of history that is not only an invaluable reference book; Military Sealift Command, National Oceanic and Atmospheric it also is a captivating and well-written page turner that discern- Administration, and Army. Given that the 18th edition was published ing professionals will actually pick up and read. It’s deserving long ago in 2005, and given that many changes have taken place of a prominent place in every library, on every office bookshelf, throughout the U.S. eet in the ensuing 8 years, this latest edition is and on every coffee table of those who work for and on behalf overdue, and most certainly welcome. of the defense industry. For his remarkable contributions to e ocial description advertises 688 pages, 850 drawings, and our community, Norman Polmar is certainly most deserving of two maps. But that falls signicantly short of describing the rich our undying praise. MT content of this book. It contains complete explanations of command hierarchies, including thorough organization charts and David A. Breslin, a professional engineer and a member of SNAME, teaches reliability edifying photographs. It also oers complete inventories of all engineering and operations research for the United States Merchant Marine Acad- classes and categories of ships, aircraft, and associated combat emy, and is a marine engineer for the United States Navy.

  January 2014 www.sname.org/sname/mt

58-C4_BDept_Oct13_P5.indd 68 12/19/13 12:11 PM REVIEWED BY ROBERTA WEISBROD reports, although they do prepare statistics that lack specics. us, Admiral Allen’s common sense approach to improving safety can ritten by respected naval have no traction here. architect and marine engi- On the other hand, the ILO convention regulation on marine neer Charles Cushing, this casualties states, “Each Member shall hold an official inquiry book explains casualty into any serious marine casualty, leading to injury or loss of life, Wpolicy, and is a manual for investigations that involves a ship that ies its ag. e nal report of an inquiry as well as a reference about major inci- shall normally be made public.” e convention also calls for fair dents. e introductory chapter sets the treatment of seafarers involved in investigations. is convention context that, in the dangerous marine took eect in August 2013 and may yet be a powerful weapon to realm, accidents are generally the result enhance safety at sea. With this new ILO regime in mind, chapter 4 of human error. In the face of increasing of Cushing’s book discusses the purposes of safety investigations, Marine Casualty Safety complexities of trade, cultural mixes, and with denitions of casualties, accidents, and risk. It also addresses Investigation performance standards, and an increas- perceptions about the nature of accidents, which inevitably shape By Charles R. Cushing ing valuation of individual human lives, how casualty investigations are conducted. e author explains that this understanding of the centrality of the goal of casualty investigations should be prevention. It follows human error is critically important. It also is timely, given the recent that they should be fact-nding processes to determine the causes, promulgation of International Labour Organization (ILO) marine not blame, in order to publicize hazards to prevent similar accidents. safety and investigation rules. Chapters 5 through 8 address the overall process of conduct- Chapter 2 traces the history of the development of marine safety ing investigations, collecting physical evidence, and conducting codes from the earliest written codes through mid-19th century interviews. Chapter 9 is all about the all-important human factor Britain, marking the beginning of a professional investigative cadre regarding the crew and management. is chapter, like all the oth- free of political inuence. By the mid-20th century, many nations had ers, is comprehensive, with such issues as fatigue, stress, memory, independent transportation safety boards, completing the evolution and rogue behavior fully discussed. An added benet is the list of from fault-nding entities to boards of inquiry whose goals are to 27 “tells” that reveal when someone is lying. improve vessel design and operation. Chapter 10 is on forensic engineering, the analysis of casualties Information and analysis of the international regimes control- caused by failure of vessels or their equipment. Sections deal with ling maritime safety and casualty investigations make up Chapter 3. stability; propensity to ooding; types of vessel motions and pos- A quote from former United States Coast Guard Commandant ad sible accidents; hydrodynamic sea loads; vibrations; grounding due Allen, “Transparency of information breeds self-correcting behavior,” to inadequate under keel clearance; structural failure in general; provides a standard to evaluate the actions of the two United Nations causes of explosions and res; and impact of nature and stowage of agencies with authority on maritime safety and casualty reporting, the cargo. Machinery failures are also discussed. Missing in this oth- International Maritime Organization (IMO) and the ILO. erwise excellent book is the fact that pilothouse controls are not e IMO Casualty Investigation Code, adopted in 2008 following standard, not well labeled, and in some cases poorly placed, an issue 40 years of development, states, ”is Code recognizes that under cited in presentations at Transportation Research Board meetings. the Organization’s instruments, each ag State has a duty to con- Reading Marine Casualty Safety Investigation, one gets an duct an investigation into any casualty occurring to any of its ships, uneasy sense of the sorry state of the last 40 or so years of our enlight- when it judges that such an investigation may assist in determin- ened and wealthy civilization, built on trade but careless of the lives ing what changes in the present regulations may be desirable, or of those who are on the front line. e focus is on the rst world, on if such a casualty has produced a major deleterious e ect upon those in wealthy nations who should know better. Why has it taken the environment” (emphasis added). erefore, unless the incident decades for rules for bulk ore carriers to be put in eect when the causes major environmental pollution, or if the investigation might peril has been clear, putting crew at risk and costing human lives? result in regulatory changes, regardless of how many deaths were Why were car ferries allowed to operate in Europe with low free- involved, the ag state is free of the duty to investigate! Incidents board and insucient compartments? for which investigations would not result in new regulations, like Marine Casualty Safety Investigation is comprehensive and overcrowding, poor quality vessels, going out in hazardous weather, explores issues in depth, while being well written and an easy read. I and operating untrained/inexperienced crew, do not require casu- highly recommend it to all who care about the lives of seafarers, the alty investigations. Cushing takes us through this development so safety of vessels and their cargo, and the environmental integrity of that we can follow how the passive, non-eectual language was sus- the sea and its shores. MT tained. And nally, although the ag states have the “duty” under highly limited conditions to investigate, the IMO doesn’t appear Roberta Weisbrod is a member of SNAME, a leader of the Worldwide Ferry Safety to impose on itself the duty to collect, track, and make public the Association, and a consultant on the subject of sustainable ports.

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58-C4_BDept_Oct13_P5.indd 69 12/19/13 12:11 PM ( abstracts)

SNAME Paper Abstracts

Editor’s note: The following are abstracts of papers collected from a RoPax ferry operated by Color for BK than BH condition and increasing Fr, recently presented at SNAME events and/or published in Line (RP1) and a cruise ship operated by Royal whereas for smaller mean roll angles, they SNAME publications. The papers can be found at www. Caribbean International (CS). e trials were sharply increase. For increasing Fr, mean sname.org/sname/mt/featuredabstracts semi-unannounced assembly trials at sea and and initial roll angle averaged mean roll involved some 1,349 and 2,500 passengers, angle decreases by 50%; damped natural fre- View current and previous issues of Journal of Ship respectively. e trials took place at an unspeci- quency increases by 6% with larger values for Production and Design and Journal of Ship Research ed time; however, passengers were aware that BH than BK condition; and logarithmic dec- at http://www.sname.org/SNAME/Pubs/Journals1/ on their voyage, an assembly exercise would rement/linear damping coecient increase take place. e validation data sets consist of by a factor of three/four with larger values A Quasi-three-dimensional Finite- passenger response times, starting locations, for BK than the BH condition. Logarithmic volume Shallow Water Model for end locations, and arrival times in the assem- decrement and Himeno method linear Green Water on Deck bly stations. e validation data were collected damping coecients are qualitatively sim- BY DANIEL A. LIUT, KENNETH M. WEEMS, AND TIN-GUEN YEN using a novel data acquisition system consist- ilar. Nonlinear damping coecient is two ing of ship-mounted beacons, each emitting orders of magnitude smaller than linear PUBLISHED IN THE SEPTEMBER JOURNAL OF SHIP RESEARCH unique infrared (IR) signals and IR data logging damping coefficient. Roll reconstruction A quasi-three-dimensional hydrodynamic tags worn by each passenger. e results from errors are smallest for Himeno with linear model is presented to simulate shallow blind simulations using maritimeEXODUS for and nonlinear damping. e phase-averaged water phenomena. e method is based these assembly trials are presented and com- wave pattern and velocity and axial vortic- on a finite-volume approach designed pared with the measured data. ree objective ity elds at x/L = 0.675 initially show larger to solve shallow water equations in the measures are proposed to assess the goodness amplitudes followed by oscillatory exponen- time domain. The nonlinearities of the of t between the predicted model data and the tial decay. Alternating vortex pairs are shed governing equations are considered. e measured data. from the bilge keel tip with damped magni- methodology can be used to compute tudes for decreasing mean roll angles. e green water eects on a variety of platforms Forward Speed Calm Water Roll local ow indicates lower frequencies and with six-degrees-of-freedom motions. Decay for Surface Combatant larger damping than the roll motion. Dierent boundary and initial conditions 5415: Global and Local Flow can be applied for multiple types of mov- Measurements Parametric Generation of Planing ing platforms, like a ship’s deck, tanks, etc. BY MARTIN IRVINE, JOSEPH LONGO, AND FREDERICK STERN Hulls with NURBS Surfaces Comparisons with experimental data are BY FRANCISCO L. PÉREZ-ARRIBAS AND ERNÖ PÉTER-COSMA discussed. e shallow water model has PUBLISHED IN THE DECEMBER JOURNAL OF SHIP RESEARCH been integrated with the Large Amplitude Global and local flow measurements for PUBLISHED IN THE DECEMBER JOURNAL OF SHIP RESEARCH Motions Program to compute the eects forward speed calm water roll decay are is article presents a mathematical method of green water flow over decks within a performed in a towing tank for surface com- for producing hard-chine ship hulls based on time-domain simulation of ship motions batant model 5415 for both bare hull (BH) a set of numerical parameters that are directly in waves. Results associated to this imple- and bilge keel (BK) conditions. Roll motion related to the geometric features of the hull mentation are presented. is oscillatory with underdamped exponen- and uniquely dene a hull form for this type of tial decay and linear with respect to initial ship. e term planing hull is used generically An Experimental Validation of roll angles less than the average initial roll to describe the majority of hard-chine boats an Evacuation Model using Data angle (9°). For larger mean roll angles (> 3°), being built today. This article is focused on Sets Generated from Two Large damped natural frequency is a few percent unstepped, single-chine hulls. B-spline curves Passenger Ships below the hydrostatic natural roll frequency and surfaces were combined with constraints BY EDWIN RICHARD GALEA, STEVEN DEERE, ROBERT with larger values for BH than BK condi- on the signicant ship curves to produce the BROWN, AND LAZAROS FILIPPIDIS tion and increasing Froude number (Fr), nal hull design. e hard-chine hull geome- whereas for smaller mean roll angles, it try was modeled by decomposing the surface PUBLISHED IN THE SEPTEMBER JOURNAL OF SHIP RESEARCH sharply increases toward the hydrostatic geometry into boundary curves, which were Two evacuation model validation data natural roll frequency. For larger mean roll dened by design constraints or parameters. sets collected as part of the EU FP7 project angles, logarithmic decrement and linear In planing hull design, these control curves SAFEGUARD are presented. The data were damping linear increase with larger values are the center, chine, and sheer lines as well

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58-C4_BDept_Oct13_P5.indd 70 12/19/13 12:11 PM as their geometric features including position, measurements. As a result of the possible sig- cases—a pure diesel conversion, a single-fuel slope, and, in the case of the chine, enclosed nicant inuence of welding pass sequence LNG conversion, and a dual-fuel LNG/diesel area and centroid. ese geometric parame- on transverse shrinkage of a fillet welded conversion—are compared. ters have physical, hydrodynamic, and stability joint, the inuence of welding pass sequence implications from the design point of view. is studied using the computational approach Comparison of Model-Scale e proposed method uses two-dimensional and improved welding pass sequences and Full-scale Deceleration of orthogonal projections of the control curves are proposed to reduce transverse shrink- a Fully Skirted Air Cushion Vehicle and then produces three-dimensional (3-D) age. Finally, elastic analysis using inherent in Sideslip denitions using B-spline tting of the 3-D data longitudinal and transverse shrinkage defor- BY ROBERT E. COLE AND JOSEPH J. BOZA points. e tting considers maximum devia- mations evaluated by thermal elastic plastic tion from the curve to the data points and is analysis is used to predict welding distortion PUBLISHED IN THE NOVEMBER JOURNAL OF SHIP based on an original selection of the parame- of the hatch coaming. In this elastic analy- PRODUCTION AND DESIGN terization. A net of B-spline curves (stations) is sis, the inuence of dierent gaps at dierent is article provides experimental results and then created to match the previously dened locations between the hatch coaming and the shows comparisons of 90° sideslip performance 3-D boundaries. A nal set of lofting surfaces deck is considered. of a fully skirted air cushion vehicle using the- of the previous B-spline curves produces the oretical predictions, 1/12th model-scale data, hull surface. The Potential Conversion of the and full-scale data. e goal is to establish a U.S. Great Lakes Steam Bulk relation among the three data sets and draw Reduction of Welding Distortion Carriers to Liqueﬁed Natural Gas conclusions for use in future predictions. for an Improved Assembly Process Propulsion: Final Report First, this article presents results and analysis for Hatch Coaming Production BY MICHAEL G. PARSONS, PATRICK J. O’HERN, RICHARD W. of tow tank data obtained in late 2008. en, BY JIANGCHAO WANG, MASANORI SANO, SHERIF RASHED, HARKINS, AND SAMUEL J. DENOMY the Froude scaled data are used to obtain an AND HIDEKAZU MURAKAWA empirical drag coefficient. A comparison is PUBLISHED IN THE NOVEMBER JOURNAL OF SHIP made between this approach and a theoreti- PUBLISHED IN THE NOVEMBER JOURNAL OF SHIP PRODUCTION AND DESIGN cal prediction proposed in previous work. An PRODUCTION AND DESIGN e feasibility and potential benets of con- iterative, one-dimensional deceleration algo- e alignment between the hatch coaming verting 10 remaining U.S. ag Great Lakes rithm is then constructed using the coecients top surface and hatch cover is essential to steamship bulk carriers to liqueed natural to predict the deceleration of a full-scale craft maintain hatch cover water tightness and gas (LNG) propulsion using gas engines is having similar skirt characteristics. e predic- smooth mechanical operation. An improved investigated. is is the nal report of a study tions are performed for three craft weights and assembly process for hatch coaming produc- that was initially reported at the February the resulting deceleration rates as a function of tion is proposed, in which the complete hatch 2012 SNAME section meeting in Cleveland, Froude number are presented. Data obtained coaming is assembled on the shop oor and Ohio. e evolving marine air emissions stan- from full-scale testing are then compared with then lifted as one part, tted, and welded to dards and the movement to LNG fuel in U.S. the results of both the model-based algorithm the deck. When this complete hatch coam- and international non-LNG carriers and the and the theoretical prediction. In general, the ing is assembled to a ship deck, an irregularly general case for the possible conversion of model-based simulation overpredicts the distributed gap is usually found between the the remaining U.S. ag Great Lakes steamship deceleration rate for a full-scale craft, whereas lower side of the hatch coaming and the bulk carriers to LNG fuel were outlined in the the theoretical prediction is more accurate. deck. Fitting and welding distortion, in par- initial report. In this sequel, the nal results The model simulation is recomputed using ticular longitudinal and transverse shrinkage, of a conceptual design study on the conver- a developed correction factor and is plotted influence the dimensional accuracy and sion of the three AAA class vessels (Arthur against the theoretical and full-scale decelera- consequently the production schedule. In M. Anderson, Cason J. Callaway, Philip R. tion, revealing favorable results. Lastly, a review this research, welding pass sequence of a l- Clarke), focusing primarily on operational of the technique is described and recommen- let-welded joint is improved using thermal and arrangement feasibility and remaining dations for improvements and following work elastic plastic analysis and welding distor- life-cycle economics, are presented. ree are provided. MT tion of the hatch coaming top surface is predicted using elastic analysis. First, three specimens with dierent gaps that model the welded joint between the hatch coaming and GO DEEPER deck were welded and the changed distance between the measuring equipment and the Both the Journal of Ship Production and Design and the Journal of Ship Research ange was measured. A three-dimensional are available by subscription. Go to www.sname.org/SNAME/Pubs/Journals1/ and thermal elastic plastic nite element analy- ﬁnd out why these technical journals are indispensable to naval architects and sis was carried out for the same specimens marine engineers around the world. and the computed welding distortion was shown to have good agreement with the

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58-C4_BDept_Oct13_P5.indd 71 12/19/13 12:11 PM ( glossary)

Acronyms, names, and terms appearing in this issue

B2MOS: Business to Motorways of the Sea project, Heraklion: car ferry steamship that sank in the NTUA: National Technical University of Athens aimed at helping businesses connect to the Aegean Sea in December 1966 PCTC: pure car and truck carrier Motorways of the Sea initiative Hyundai Mipo Dockyard: shipbuilder located in Korea Promas: integrated rudder propeller system from Blue Belt project: program administered by IMAREST: Institute of Marine Engineering, Science Rolls-Royce the European Maritime Safety Agency, aimed & Technology at reducing administrative burdens within the Revythousa: small island in the gulf of Megara shipping industry Invigilator: a person who watches examination with a central LNG terminal candidates to prevent cheating Caique: a small eastern Mediterranean sailing vessel RINA: Royal Institution of Naval Architects Kapa Korona Plus: synthetic mooring rope made DMHI: Daewoo Mangalia Heavy Industries S.A., by D. Koronakis S.A. RoPax: ferries with large vehicle capacity and shipbuilder located in Romania on the Black Sea passenger capacity Lane meter: unit of measure of the space ECA: emission control areas, which are areas of the capacity of ro-ro vessels SEAFLO NEO SL: anti-fouling coating made by sea subject to stricter requirements for used bunker Chugoku Marine Paints MARPOL: the International Convention for the fuels Prevention of Pollution from Ships SOLAS: the International Convention for the EMSA: European Maritime Safety Agency Motorways of the Sea: concept stressing the Safety of Life at Sea, an international maritime European Directive 2000/59: regulation importance of sea transport. Part of the transport safety treaty regarding port reception facilities for ship- policy of the European Union Superfast Ferries: a pioneer in the design generated waste and cargo residues Neptune Dynamis: 158 m vehicle carrier and operation of the ﬁ rst Mediterranean fast European Directive 2005/33/EC: regulation operating in the Mediterranean region RoPax ferries regarding sulphur emissions from ships Neptune Lines Shipping and Management Wellservicer: multi-role diving support vessel Gibdock: ship repair facility located in the straits Enterprises SA: short sea operator in the that went through a class renewal docking at of Gibraltar Mediterranean and the Black Sea Gibdock in summer 2013

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  January 2014 www.sname.org/sname/mt

58-C4_BDept_Oct13_P5.indd 72 12/19/13 12:11 PM ( historical note)

Spanning 100 Centuries

The rich history of the maritime industry in the Mediterranean

Unfortunately, as none of the ancient ships have sur- The exhibition and the vived, information about them is very limited, mainly test scale model of the Athenian trireme. retrieved from literature sources, such as Homer describing Odysseus building a ship, or from artistic pottery images or fresco paintings.

Mesolithic and Neolithic periods Waterborne transportation in the Aegean Sea is evidenced as early as the stone age (Mesolithic and Neolithic periods, 11000 to 3200 B.C.), indicated by tools made of Melian obsidian found on the eastern coast of Peloponnese (80 nautical miles from Melos island), at Knossos on Crete, and on Cyprus. ese substantiate the existence of sea routes in the Aegean during the Neolithic period of 6800 to 3200 BY GREGORY J. he Mediterranean Sea has offered paths of BC). e rst ships crossing the Aegean used oars and were GRIGOROPOULOS communication between populations and probably made of papyrus. civilizations for more than 100 centuries. During the bronze age (3200 to 1050 B.C.), agricultural Greeks especially, living in the center of the and handicraft products were gathered and distributed to TMediterranean Sea, on mountainous and dicult to domestic and foreign markets. e exchange of products farm interior land, had to explore the marine resources with distant countries was served by well-organized ship- and loved the sea. Argonauts organized the rst eet for ping and a foundation of commercial stations in signicant an expeditionary mission seeking the Golden Fleece, ports in the Mediterranean. Minoans started the rst con- and modern interpreters attribute the aim of this expe- tacts with Egypt and the coasts of Syria. Paintings found in dition to the hunting of gold, which existed in the rivers Santorini show that Minoans used various types of ships. of Kolchida, and precious metals that abounded in the During the same period, Phoenicians traded west- region of the Black Sea. It also was the first effort to wards through the chain of Mediterranean islands and extend Greek secession in the Northern Aegean and in along the North African coast, exporting red cedar, the Black Sea (in about 1400 BC). glass, and linen, using Tyre and Sidon harbors. Two centuries later, the Trojan War was waged, as described by Homer in the epic poems of Iliad and Ancient, Hellenistic, and Roman times Odysseia. In the latter, Homer describes Odyssey as During this period, the waterborne trade between a wandering king who “…saw cities of many persons Mediterranean cities was well established and Gibraltar and knew their thoughts.” ere is a theory stating that was discovered. In the classic period (5th century B.C.) espe- Odysseia is nothing more than a synopsis of expedition- cially, naval activities were blossoming. e Athenian eet ary travels in the Mediterranean Sea that took place in was remarkably eective, one example being the famous the age of Homer. naval battle of Salamis against the Persians.

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Marine Vessel Environmental Spaning 100 Centuries continued & Performance Assessment Guide BulletinT R e main defensive weapon of the Athenians was the tri- the bronze battle ram, used to puncture enemy hulls, acted Energy E ciency: reme—a boat with three line oars that destroyed the heavier like a modern bulbous bow. 6-2 and cumbersome Persian and Phoenician boats. Invented by During the Hellenistic period (334 B.C.), Alexander the Great Hull and Propeller Operations and Maintenance the Corinthian shipwright Ameinocles in 650 B.C., the trireme used infantry and cavalry to begin the big Eastern expedition MVEP EE-1 was distinguished by its slender hull form, novel arrangement up to the borders of India. e eastern Mediterranean became a of three rows of oarsmen, and astonishing speed. It remained Greek lake, protected by the boats of the dynasties of Ptolemaion among the top ghting ships of the ancient world for ve cen- and Selefkidon, Alexander the Great’s successors. turies, and comprised the bulk of the Roman imperial eet. e presence of Greeks in Mesopotamia and the eastern Ancient shipwrights typically directed the building of each Mediterranean encouraged a new trade route. To ease the trans- vessel as one-o units, scratching their plans into the shipyard port of goods to Greece and beyond, Seleucus founded Antioch, sand. However, their length (33 to 40 m) and breadth (less than at the northeast tip of the Mediterranean, in in 300 B.C. At its port, 5.5 m) are derived from their sheds in Piraeus, while their shape Seleucia goods were put onboard ship after arriving in caravans Guidelines for is described in classical texts, and depicted on ancient coins, from Mesopotamia. e journey began in another new city, also T&R ceramics, and steel. called Seleucia, founded in 312 B.C. by Seleucus as the capital of On the basis of these sources, John Coates developed a his empire. It was perfectly placed for trade, at the point where Bulletin Marine Forensic Investigations general arrangement for a trireme, which the Laboratory for a canal from the Euphrates links with the Tigris. is network Ship and Marine Hydrodynamics (LSMH) of the National also supported the establishment of the Silk Road in 106 B.C. 8-1 Technical University of Athens (NTUA) used to manufacture In the rst century B.C., the Romans gained control of Syria an exhibition and an experimental model for towing tank and Palestine—the natural terminus of the Silk Road—for goods tests. e experimental results indicate an ecient and slen- moved westward using the Mediterranean Sea. Soon a special der design that has a lot in common with modern fast naval silk market was established in Rome. Because Chinese rulers ships. Powered by 170 oarsmen, it was capable of achieving released silk only in exchange for gold, some ve million ounces speeds up to 12 knots, with minimal wave wash. Furthermore, of gold were transferred from Rome to China during that century, forcing Emperor Tiberius to restrict the use of silk. e Guidelines for Hydroelastic Silk Road introduced global economics. Now the Roman dom- inance of the entire Mediterranean, and of Europe as far north & as Britain, gave merchants vast new access to the west. T R Model Design, Testing, and Typical commercial vessels of that period trading in the Bulletin Aegean Sea and the eastern Mediterranean were boats of length around 15 m and of rounded form. An example is the “Ship of Analysis of Loads and Responses Kerynia,” which operated for some period within the 389-290 2-33 B.C. century. Its wreck, found oshore near Kerynia, was reas- sembled in the Castle of Kerynia in Cyprus in 1968 and 1969, using 5000 pieces, some 60% of which were retrieved from the shipwreck. A wooden model of that vessel was made and tested in the LSMH at NTUA. It is quite similar to modern sh- The 1:10 scale model of the Athenian trireme in the towing tank at 12 knots. ing vessels of the trechantiri type operating in the Aegean Sea. In 1986, a full-scale replica of this hull form, built by the Hellenic Institute for the Protection of Maritime Tradition in association Recommended Practice with the Institute of Maritime Archaeology of Texas University and the support of the Hellenic Ministry of Culture, sailed from & for Site SpecicAssessment Piraeus to Cyprus with a ve-member crew. BulletinT R Medieval period of Mobile Jack-Up Units During Medieval times, the Byzantine Empire (330 to 1453 A.D.) dominated in the eastern Mediterranean Sea. e most 5-5B important Byzantine naval ship was the Dromon, a light and swift boat that came in many dierent forms and sizes. It A 1:10 scale model of the Kerynia trade boat was made and tested in the Laboratory had two decks, and could be up to 55 m long and 6 m wide, for Ship and Marine Hydrodynamics at the National Technical University of Athens. (continued on page 76) http://www.sname.org/SNAME/Pubs/TRNewsletter   January 2014 www.sname.org/sname/mt

58-C4_BDept_Oct13_P5.indd 74 12/19/13 12:11 PM Untitled-1 1 9/10/13 1:53 PM Marine Vessel Environmental T&R Performance Assessment Guide Bulletin Energy E ciency: 6-2 MVEP EE-1 Hull and Propeller Operations and Maintenance

T&R Guidelines for Bulletin Marine Forensic Investigations 8-1

& Guidelines for Hydroelastic BulletinT R Model Design, Testing, and 2-33 Analysis of Loads and Responses

Recommended Practice T&R for Site SpecicAssessment Bulletin of Mobile Jack-Up Units 5-5B

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Spaning 100 Centuries continued

e greatest source of trading wealth was the Mediterranean, linking Christian markets in the west with Muslim markets in the east, which was known at this time as the Levant, the land of the rising sun. Coeur entered this trade in 1432. He soon had seven galleys taking European cloth to the Levant and bringing back oriental spices. At Montpellier he built a great warehouse to form the center of his trading operation. Agents in six cities promoted his business, linking the Mediterranean source of his wealth with the markets of Western Europe. He also acquired political power A trechantiri type boat, which are used extensively as ﬁ shing ships and yachts. in France before being accused by King Charles VII for nancial crimes and subsequently losing his wealth and freedom. carrying 100, 200, or even 300 men, of whom some were marines who were supported in battle by a number of row- Modern era ers. Dromon had a central tower near the main mast, from e raid of Byzantium in 1453 by the Ottomans ended a suc- which the marines could use their bows and arrows or throw cessful period for Hellenism. During the Turkish occupation, spears and other projectiles. Greeks remained supreme in maritime operations. eir rev- During this period, the Mediterranean trade was supple- olution in 1821 was supported by commercial ships modi ed mented by new commercial roads north and south through the for naval use. e few boats that survived a decade of ghts Sahara Desert, connecting the populations of North Africa with formed the core of their new commercial eet. the powerful trading Kingdoms of West Africa. While gold was In modern times, the bulk of seaborne commerce shifted the most valuable African commodity moving north, slaves ran to the Far East and America. Although steam appeared early a close second. Other African products in demand around the in the 19th century, the Greek commercial fleet remained Mediterranean were ivory, ostrich feathers, and the cola nut used sail-based until the middle of that century due to the lack of for soft drinks. necessary capital for the purchase of such ships. However, The most important commodity coming south with the by the end of the 19th century, the Greek commercial eet caravans was salt, essential in the diet of African agricultural dominated in the Mediterranean transportation of goods and communities. e salt mines of the Sahara were as valuable as passengers. Today, Greek shipowners, having recovered from the gold elds of the African rivers. Traders from the north also two world wars and operating the most modern vessels (10 brought dates and a wide range of metal goods: weapons, armor, years old on average), hold rst place in world shipping. and copper (either in its pure form or as brass). e Mediterranean Sea, on the other hand, constitutes a roughout Europe, the period from approximately 1150 major corridor of waterborne transportation between the south- to 1300 saw a steady increase in prosperity and population. ern European countries. In 2001, the European Union (EU) Along with the improvement in rural wealth was the devel- recognized the potential of sea-land transportation as an alterna- opment of cities thriving on trade in luxury goods as well as tive to road-based and created the Motorways of the Sea, a system staple products, such as wool. Prominent among the trading of integrated intermodal links designed to overcome the conges- ...but you don’t have to! centers of the 13th century were the coastal Italian cities, whose tion of the road system. Its transport axes are partly land-based merchants plied the Mediterranean; Venice was particularly and partly maritime, in order to achieve door-to-door transporta- prosperous after the opportunities presented by the fourth tion within the EU and potential links with neighboring countries Now your SNAME membership crusade. is increase in trade was accompanied by the devel- and regions. us, four transport corridors were de ned, around opment of banking. which projects related to the motorways of the sea development In the 14th century, this economic prosperity faltered. Land and operation should be structured. Two of these corridors—the includes FREE online-only access to the went out of cultivation and the volume of trade dropped. is South-East and the South-West—refer to the Mediterranean Sea. is attributable to an unusual run of disastrously bad har- In 2010, the EU launched a Project on Integrated Maritime Journal of Ship Production and Design. vests in many areas early in the century and to the painful Policy in the Mediterranean, which seeks to provide opportuni- adjustment of social structures, as the old feudal system of ties to nine southern neighborhood states in the Mediterranean obligations crumbled. to engage in, and to obtain assistance for, developing integrated But during the 15th century—the time of the Renaissance approaches to maritime a airs. MT To access your free online subscription in Europe, and the age of exploration—economic conditions improved again. e career of Jacques Coeur vividly suggests the Gregory J. Grigoropoulos is a professor at the National Technical University or to subscribe for print go to opportunities open to an enterprising merchant in that century. of Athens. http://www.sname.org/SNAME/Pubs/Journals1/   January 2014 www.sname.org/sname/mt

58-C4_BDept_Oct13_P5.indd 76 12/19/13 12:11 PM MEMBERSHIP APPLICATION The Society of Naval Architects and Marine Engineers

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