We have the pleasure and honor to publish an interview with Capt. George Tsouris, the President of Chios Marine Club. The interview in NAFS has as follows:
The implementation of the IMO 2020 regulation, will definitely have a strong impact on the shipping market. Recently Mr. Veniamis stated that he is afraid of anarchy on the oceans. Do you agree with this statement and what is your opinion about 2020 regulation, as far as the dry market is concerned?
I’m confident that comments made by UGS President Mr T. Veniamis are of great value , duly connected to the actual facts have recently and repeatedly encountered during bunkers fixing and analysis received, issued by reputable contractual labs.
Most of the analysis outcome are ‘Amber’ and or in some cases ‘ Red’ mainly connected to the TAN issues, Acids etc. found in straight run products i.e Acid Number (TAN) exceeds the maximum limit of 2.5 mg KOH/g as specified in ISO 8217 for an RMG380 grade, where Acid number have been rechecked and confirmed. In order for the labs to comment any further they need to examine the fuel to determine the constituents of the reported acid number. In that case Managers /Owners are hereby called to proceed with further in-depth analysis to determine the nature of the acids using combined FTIR and GCMS techniques , resulting to additional cost of minimum 2000 usd per additional analysis. Presence of external acidic compounds have known to have caused accelerated damage to the fuel injection equipment of the marine diesel engines however if acid number is due to naphthenic crudes then the use of this fuel may not be problematic as naturally occurring acids, although slightly exceeding the limit, may be acceptable for use ( need further investigation on the same by vessels principals).
There are cases where during second and third analysis, to an independent lab, compounds in question found to be slightly lower than initially observed, to client surprise, leading to disputes between parties involves into specific stems. At the end as binding analysis is within limits, vessels principals are called to consume products… with additives – chemicals fearing potential future damage of various mechanical parts of M/E ( pumps, etc).
Furthermore have adopted part of comments made by contractual lab in connection to the above:
Be guided by the ISO 8217:2010 standard in Annex H on the issue of Acidity in marine fuel which refers to the level of 2.5 mg KOH/g and goes on to add
“Fuels with high acid numbers arising from acidic compounds occasionally cause accelerated damage to marine diesel engines ….However, fuels manufactured from naphthenic crudes can have an acid number that, while greater than those stated in the tables, are acceptable for use. Confirmation that a fuel was manufactured from naphthenic crudes can be established by non-standard, specialized detailed analysis…….Acid number levels significantly higher than those stated above can indicate significant amounts of acidic compounds and, possibly, other contaminants. However,acid numbers below the values stated above do not guarantee that the fuel is free from problems associated with the presence of acidic compounds’’
And additionally:
‘’However the situation is different with TAN. Currently there is no undisputed correlation between Acid Number test (TAN) results and the corrosive activity of a fuel, therefore on the basis of TAN value only, it cannot be concluded whether a fuel meets or not the specification - specifically when the TAN value is above average i-e above 1 mg KOH/g. In this respect it is important to analyse further any fuel with TAN values above average or within suspected ranges in order to identify the constituents of the fuel (among which are the TAN contributors). Based on the forensic analysis results, if the TAN value is confirmed to be attributed to naphthenic acids in the fuel (naturally occurring from crude source), then use of such fuels is not expected to constitute any problems. However, if the forensic analysis indicates the presence of anomalous components in the fuel, (not expected/ not normally present in the fuel oil refinery stream products), then their presence is a cause of concern. We have seen many cases where the vessels suffered operational problems/component damage by using the fuels with TAN values even below 1.0 mgKOH/g, which shows that it’s not only the TAN value but mainly the types of acids that contributes to the TAN that matter and renders the fuel in or off specification.
As regards the naturally occurring naphthenic acids in fuels deriving from certain crude sources, kindly note that ISO 8217:2010 sets an indicative maximum allowable limit of 2.5 mg KOH/g. Kindly note, however, that this cannot be evaluated on the TAN results only - rather the user will need to use FTIR & GCMS analyses to determine the nature of acids in the fuel. We have also seen cases where the acid number (TAN) considerably exceeded the TAN limit of 2.5 mgKOH/g, however the vessels did not report any operational problems in course of using the fuels – indicating that the presence of napthenic acids in the fuel is not expected to lead to operational problems.
In the cases were the acid Number is not a result of naphthenic acids, FOBAS experience has shown that fuels containing anomalous components such as phenolic species, fatty acids and tall oil may result in operational problems on purifiers, filters, fuel pumps and injector nozzles, even when the TAN values is well below 2.5 and even 1 mg KOH/gr. Such fuels fail the specification under Section 5 of ISO 8217:2010 and REVISED MARPOL Annex VI section 18.3.’’
Needless to mention that since refineries across the world are coming up with different solutions to meet the sulphur-reduction target, prudently Owners- Managers saying that their ships’ engines could be damaged by inadvertently mixing incompatible products.
In general ships are called to consume an “off spec”… but ‘’within accepted specs’’ ..… quality of bunkers, awaiting the outcome and results either in near future or in extended period after commencement of the consumption of VLSFO…. Believe that trial period prior 01/01/2020 on the results of products already in used and supplied, will not be enough for a crystal clear evidence of all the consequences may arise thereto.
Shipping is moving forward during the years. We as Greeks remain leaders in the global shipping markets for decades. Do you believe that this outstanding performance of Greek Shipowners/Shipmanagers will continue in the future and why?
Greeks and … Greece remains the leading power in world shipping. We are all confident that such a innovation will be maintained in future to for many reasons…
The DNA, the over a centuries experience and know how in shipping industry has been implemented into the present and into the future needs, investing into new trades , new type of vessels, new buildings and or resales always pending on market status worldwide.
Leading in Shipping, is a chain of principals, ethics of the past duly implemented in present with an ‘extended visibility graph’ to the future goals to achieve, combined with the human element factor, both on board and ashore.
Price fluctuation after the attacks on Saudi Arabia will affect the fuel market in the future and how?
For a drone attack to have knocked half of its - and 4-5% of the world's - oil supply offline, speaks to the vulnerability of their plants and in turn to the vulnerability of a vital part of the global energy infrastructure. Recently was Aramco but who possibly knows next target…if any … Questions arise as on why this attack could not have been prevented by a company with such deep pockets and whether it can happen again either at same plant or elsewhere in Middle East and or … other area….America.. possibly….The question is how long Saudi Arabia can maintain export levels and quality while the damage is fixed. The most likely effects are to be felt from November onwards as storage might start hitting critical levels if the processing facility has not been repaired.
Who could guarantee the above???
The greatest fear could be the results of a simultaneous attacks worldwide of a number of refineries worldwide…… Good Lord… then Fuel market will be definitely collapsed …. Unknown to present for how long…
The above are thoughts made as a common sense, simply following comments made by analysis and specialist in the bunkers trade.
You are the president of Chios Marine Club. Recently the Club celebrated its 20th anniversary. Would you like to say a few things about this milestone and your vision for the years to come?
Chios Marine Club was established 20 years ago by a number of distinguished professionals of Shipping industry having as man goals the:
• Developing Links, spreading the spirit of solidarity, strengthening relationships between the members of the Club , creating opportunities for information and for training of the Members of the Club.. on developments, prospects and trends of Shipping.
• The study of themes and issues related to Greek and international Shipping and with each legitimate means of contributing, to their resolution.
• Organizing and participating in programs . lectures, discussions, training seminars with objects included in its purpose, subsidized by the Greek State and or European Union, publishing activities thru our website, containing studies, texts and translations of foreign programs dealing with Shipping or other related matters. Recently participated , via our contractual under MOU party Messrs IDEC Consultants, into two (2) EU ( Erasmus) programs:
• ‘’Blue Schools’’inspired by blue economy which gives an enormous potential for innovation and sustainability in coastal areas , as long as managing and investing in that areas, is based on respect for the sea and marine ecosystems and of quality of life. The ‘’Blue Schools’’ project is inspired by the Blue Philosophy but it takes the idea one step further: Its overall goal is to introduce Blue economy, to school education and start building a generation based on environmental sensitivity and empathy, inspired by local culture heritage, linking sea/marine life with economy growth and employment.
• ‘’Promitheas’ project’’( Seafarers mental health) The needs of present era related on subject issue as same is severely affected by the ships onboard status. Evaluation of actual indications and the implementation of thoughts and ideas how could avoid issues related on subject matter… safety, family , life on board, recreation, behaviour, ethics, discipline and pleasure-relaxation while off duty. Presently life on board ships is quite stressful du to shore port stay, workload , inspections at ports, ships operations etc etc. This program highlights our shared insights on responding to both the routine and the extreme stressors that impacting on seafarers’ quality of life and safety aboard ship. We hope it will inform the shipping community and stimulate new insights on seafarer skill and wellbeing.
Is the Autonomous Ship, the Ship of the future?
Recently had commented that “ As a Master Mariner holding a valid Certificate of Competency , expected indeed to see I future…unknown presently… autonomous ships trading between Paloukia- Perama ( smile) and definitely doubt on just how far and how fast matters will progress. Seeing no much advantage in taking the last few people off the vessel, even if commercial reasons and the technology suggested otherwise. Human element is the key on shipping commercial transport…
“I don’t expect we will be allowed to sail around with 400-metre-long container ship or an VLCC or a Cape bulk carrier without any human beings on board, I don’t think it will be a driver of efficiency, not in my time. Imagine vessels remotely driven by specialist with no sea service. What is going to be happened on black outs, fires, etc etc…..Who will get ships underway from outer anchorages towards up-river ports…. ( shore employees???) Who will clean holds and get those ready to receive grain cargo after coal…( dry vessels ) … who will monitor Container lashing arrangements while at sea??? Who will decide to enter inner port area ( 3 hrs underway) In Fuzhou inner anchorage China, when a Typhoon is approaching within the nest 4-5 hrs????
Respecting utmost the Technology to support hands on board ships.
How about all those data collection from ship to shore ….? Recently faced several issues related on the accuracy of data transmitted electronically to shore servers for analysis. At present manually submitted data need to be re-evaluated as to the factors affecting the same and in several cases notices that wrong data entry made by ship’s personnel , who in the heat of the moments on board, are not duly evaluating those prior submission made.
Are IT specialist will join vessel and or, are data analyst will be hired ashore for evaluation and filing of data transmitted from ships…. Or both shore based staff and ships officers will be trained on the same…
Comparison table should be made in advance between savings from crew and consequences arise thereto in international trade..
As a captain, a manager and a clinical professor would you like to give us your opinion about an effective and efficient Maritime training and education and how should be implemented in our country in order to affect more young people?
Honored to be graduated from Merchant Marine Academy of Oinoussai on 1983 , two years of academic studies and simply 20 days sea service. Joined vessels thereafter inexperienced but with confidence of the goal to achieve… supported by the professionals on board ship and guided by those ashore. The goal is to provide a systematic flow, one which brings people in – trains them, and allows them to progress. The young cadets and trainees enter the process with little or no knowledge. Without barely the knowledge to tie a knot or make a gasket, they begin to be trained and shaped. From the first phases of training – where they find out the most basics or basics – even washing themselves, and how to avoid souvenirs of runs ashore. They learn and begin to build. The first trips away – filling in record books, getting puzzled by the most simple of shipboard tasks – and then suddenly the euros begin to drop. It begins to make sense, and the education and training begins to work. But is not only that … Continuous training will produce proud, skilled, smart and dedicated professionals. Present and future needs on shipping could be implemented solely by well trained seafarers , though our State should take in to account seriously the same. Upgrading existed Marine Academies, KESEN and Safety Training Schools, employing qualified individuals as teachers and or lecturers in Academies ex Masters and or ex Chief Engineers ( with valid certs of competency) for Marine- Nautical lessons, all duly evaluated prior been employed on their skills , knowledge and lecturing ability….along with all the other qualified lecturers or teachers for the rest lessons of teaching.. Upgrading the bibliography to the present needs ( both for deck and for engineers) both to present theoretical and present technical matters.
Sea-service required in order to obtain next rank license has been minimized , having as a result luck of experience and knowledge. By holding a certificate of competence, Choff’s-2nd Eng’s or Cheng’s-Master’s, indicating alleged skills without deep knowledge of their duties and responsibilities and the same could be easily identified while servicing on board ships…..
By lecturing in MSC Studies in Shipping feel obliged to share the knowledge had obtained on board ships and focus on the actual implementation of shipping operations, pointing out, additionally, that only TEAM work resulted to positive and constructive outcome.
The combination of personal characteristics along with a well trained individual will lead to the crest of success, getting in return respect by all those to whom the service of profession is rendered.
Invest to the people in order to achieve any investment to technology.
What do you expect from the new government in Greece in terms of taxation, competitiveness, and regulation for the Shipping industry and what would you propose to the ministry of Shipping for a more effective and competitive market?
Hellenic State should adopt same systems as other counties … for taxation and educational , insurance standards. State MUST exterminate bureaucracy…...
Minimize the taxation as was in past. Is pity indeed Greek seafarers to declare place of residence abroad in order to save excess taxation as recently implemented. Seafarers working abroad and all their income is allotted in homeland….in contrary to others….. who part of their income transferred to banking accounts abroad. Shipping, undoubtfully, is our heavy industry along with Tourism….
Regulatory requirements are adopted as imposed by IMO or other organization related on Shipping Business. The State as member of such Organization is called and is obliged to follow up and implement same , provided that those leading to constructive results and to the benefit of the Industry , not to the benefit of all those manufacturing new products applying to Shipping….. where Owners are forced indeed to adopt and install the same.
Adoption of improved, already established systems, presently in force by other Flag States , would be prudent to be implemented . Electronic issuance of all certificates….. electronic Articles, upgrading electronically of seafarers data. Hellenic state requires theCivil_Liability_Certificate_Bunker_Oil_Convention 2001 cert, issued in hard Blanc copy only, need a typewriter to type content and approve same….
Finally, is Shipping that creates the regulations in the market or vice versa?
Allow me to express my views succinctly and with all due respect, that both Shipping an Market creates Regulations..
The interview was given to Nikos K. Doukas, editor of nafs.gr