REPORT ON PORT OF LARNACA AND PORT OF ......The Port of Larnaca is the second, largest, port in...

REPORT ON PORT OF LARNACA AND PORT OF LEMESOS TERMINAL 2 – VASSILIKO LNG DEMAND AND

SUPPLY CHAIN ANALYSIS Activity 5: NG in the Maritime Sector: Strategy,

Legislation & Implementation Plan

REPORT ON PORT OF LARNACA AND PORT OF LEMESOS TERMINAL 2 – VASSILIKO LNG DEMAND AND

SUPPLY CHAIN ANALYSIS

Activity 5: NG in the Maritime Sector: Strategy, Legislation & Implementation Plan

CYnergy is co-financed by the European Union's Connecting Europe Facility.

The sole responsibility of this publication lies with the author. The European Union is not responsible for any use that may be made of the information contained therein.

Responsible Partner: Ocean Finance - OF

Document Code:

Version:

Date of Submission: June, 2018

Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis

Document Details

Document History

Contributing Authors

Grant Agreement Number: INEA/CEF/SYN/A2016/1336268

Action Number: 2016-EU-SA-0009

Project Title: CYnergy

Activity: Activity 5: NG in the Maritime Sector: Strategy, Legislation & Implementation Plan

Sub-activity:

Sub-activity 5.1: Port of Larnaca & Port of Lemesos Terminal 2 - Vassiliko LNG Demand Analysis Sub-Activity 5.2: Port of Larnaca & Port of Lemesos Terminal 2 – Vassiliko LNG Supply Chain Analysis

Milestone: Milestone No. 20: Port of Larnaca & Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis

Version Date Authorized

Organisation


1

Table of Contents

Executive Summary ................................................................................................................. 2

1. Introduction .................................................................................................................... 3

2. Port of Larnaca: LNG as a marine fuel demand estimation ................................................ 5

2.1 Port of Larnaca: Marine Traffic Analysis ................................................................... 5

2.2 LNG Fuel Demand Estimation Methodology ............................................................. 5

2.2.1 Port of Larnaca: Tanker Sector Overview ..................................................................... 7

2.2.2 Port of Larnaca: General Cargo Sector Overview ....................................................... 11

2.2.3 Port of Larnaca: Bulk Carrier Sector Overview ........................................................... 14

2.2.4 Port of Larnaca: Vehicle Carrier Sector Overview ...................................................... 18

2.3 Larnaca Port: Estimated LNG volume for refuelling ................................................. 21

3. Port of Lemesos Terminal 2 – Vassiliko: LNG as a marine fuel demand estimation ........... 25

3.1 Port of Lemesos Terminal 2 – Vassiliko: Marine Traffic Analysis .............................. 25

3.2 LNG fuel Demand Estimation Methodology ............................................................ 25

3.2.1 Port of Lemesos Terminal 2 – Vassiliko: Tanker Sector Overview ............................. 27

3.3 Port of Lemesos Terminal 2 – Vassiliko: Estimated LNG volume for refuelling .......... 31

4. Supply Chain Analysis for Larnaca Port and the Port of Lemesos Terminal – 2 Vassiliko ... 34

4.1 Cost of Supply Chain .............................................................................................. 35

5. Conclusion and General Findings .................................................................................... 38

Appendix ............................................................................................................................... 41


2

Executive Summary

The CYnergy Action, co-financed by the European Union’s Connecting Europe Facility

(CEF), provides a holistic approach towards the adoption of Natural Gas (NG) in Cyprus

and the development of a sustainable and fully functional NG market for providing clean

and affordable energy to the end user. The Action, as part of the Orient/East-Med TEN-T

Corridor, takes as a focal point the floating Liquified Natural Gas (LNG) Facility to be

developed in Cyprus and aims at building the main and supporting infrastructure for the

introduction, supply and use of NG by the sectors of transport and energy in Cyprus. As

part of this Action, Ocean Finance studied the LNG, as a marine fuel: the potential demand

of the TEN-T Core Port of Lemesos Terminal 2 – Vassiliko and of the TEN-T

Comprehensive Port of Larnaca in Cyprus for a period of 10 years, from 2020 to 2030. The

LNG demand for the under-study years was calculated in terms of smaller periods of 5 years

and for each port separately. In order to determine in a satisfying manner, the most sufficient

and sustainable logistics’ solutions, Ocean Finance suggested the required distribution and

bunkering means, be integrated in the supply chain for the bunkering operations of the LNG-

fuelled vessels calling at the abovementioned ports. The report concentrates on the specific

LNG as marine fuel demand for the ports of Lemesos Terminal 2 – Vassiliko and Larnaca

and concludes by offering some recommendations on the logistics’ requirements in terms

of distribution and bunkering means.


3

1. Introduction

The main objective of this report is to forecast the demand of LNG as a marine fuel deriving

from vessels calling at the TEN-T ports of Larnaca and Lemesos Terminal 2 – Vassiliko,

during the under-study years (2020 to 2030).

In the first part, the report presents a statistical analysis of the data obtained from Cyprus

Ports Authority (CPA), concerning the marine traffic of the two aforementioned ports, in

order to use it as a key parameter for the forecast of the future LNG demand.

Consequently, the report will bring into focus the operational characteristics of the vessels

that ordinarily call at the ports of Lemesos Terminal 2 - Vassiliko and Larnaca. For achieving

a thorough understanding of the ports’ traffic, we will observe these vessels under the

aspect of both their category/type and size/capacity. The study will utilize conclusions

concerning the typical size, age, deadweight capacity (DWT), total engine power, average

service speed, specific fuel consumption and other characteristics of the regularly calling

vessels that will be used for forecasting the future LNG demand starting from the year 2020

until 2030.

Based on the statistical analysis of the marine traffic and the above methodology, this report

will result to conclusions that will be used as input variables or general assumptions, for

estimating the demand for LNG in these two ports. The last part of this report aims at

suggesting solutions concerning the logistics requirements for both ports, as well as the

distribution and bunkering means that will be used for covering the estimated LNG fuel

demand of the under-study ports.

A basic background idea for carrying out this report, is that in the forthcoming years the

following conditions should be satisfied:

1. EU rules, Regulations and Directives, such as following, will be put into force so that the

European strategy and policies for environmentally friendlier energy solutions will be

fulfilled.

a) IMO – Prevention of Air Pollution from Ships (MARPOL 73/78 Annex VI);

b) IMO – Energy Efficiency and the Reduction of GHG Emissions from Ships (Chapter

4, MARPOL 73/78 Annex VI);

c) The EU Strategies on Adaptation to Climate Change and on Clean Power for

Transport – a European alternative fuels strategy;

d) The EU Strategy for Low Emission Mobility;


4

e) EC Directive 2012/33/EU of the European Parliament and of the Council amending

Council Directive 199/32/EC as regards the Sulphur content of marine fuels;

f) Athens Declaration – Review of the EU’s Maritime Transport Policy until 2018 and

Outlook to 2020;

g) Commission White Paper – Roadmap to a Single European Transport Area –

Towards a competitive and resource efficient transport system;

h) MRV Regulation (Regulation 2015/757/EU of the European Parliament and of the

Council of 29 April 2015 on the monitoring, reporting and verification of carbon

dioxide emissions from maritime transport, and amending Directive 2009/16/EC;

i) USC NVIC No 01-2011- Guidance to waterfront LNG facilities;

j) IACS- LNG Bunkering Guidelines;

k) ISO Standard 28460:2010 for installation and equipment for LNG ship to shore

interface and port operations.

2. Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014

on the deployment of alternative fuels infrastructure, indicates that the major Core and

Comprehensive Ports of EU will have a pioneering role in the adoption of LNG, as an

alternative marine fuel, by establishing the required infrastructure, integrated in the

future LNG distribution and supply system by 2025. The development of the network for

this alternative fuel will be implemented in compliance with the European strategy and

policies for cleaner transport.

The abovementioned conditions play an important role for the implementation and the

establishment of LNG as a marine fuel in the Eastern Mediterranean Sea and Southern

Europe, in general. The number of ships that choose LNG for propulsion is constantly rising.

However, in order to establish LNG as a marine fuel, the widespread use of LNG, a global

network infrastructure as well as an efficient logistics chain are required. One can

understand that this report will determine the demand and supply by taking into

consideration that the above conditions are fulfilled. In any different case the imminent

equilibrium that will be established may lead to significantly different results.


5

2. Port of Larnaca: LNG as a marine fuel demand

estimation

The main objective of this chapter is to estimate the demand for LNG as a marine fuel

deriving from vessels during the under-study years (2020-2025 and 2025-2030) at the

Comprehensive TEN-T Port of Larnaca. First of all, a general description of the shipping

activity in the port is provided in order to assess the demand for LNG and therefore, to

proceed with the supply chain analysis. It should be noted that the cases, on which this

analysis was based, were designed with the aim to provide reliable results.

2.1 Port of Larnaca: Marine Traffic Analysis

The Port of Larnaca is the second, largest, port in Cyprus and it is located in its southeast

part. Larnaca port is situated approximately 2 km from the town centre and on the landside

is surrounded by residential units. On the north side there are oil product installations and

at the south side it borders with Larnaca marina.

It is a multiuse port and extending to 445,000 square meters. The port accommodates all

types of loads from unpacked (animal food, grain, gypsum), to conventional (lumber, iron,

fertilizers, cars) as well as oil products.

For the year 2016, calls from tanker and general cargo vessels in the Port of Larnaca are

significantly higher compared to the number of calls that refer to bulk carriers and vehicles

carrier vessels, as it can be easily derived by the contents of the following table and graph.

Table 1: Calls by type of vessel. Figure 1: Frequency of calls per type of vessel.

2.2 LNG Fuel Demand Estimation Methodology

To appropriately estimate the LNG demand at the Port of Larnaca, two basic elements are

needed: the number of refueling that will take place and the fuel quantities to be supplied.

Ship Category Number of Calls

Tanker Ships 440

General Cargo Ships 456

Bulk Carrier Ships 36

Vehicle Carrier Ships 20

TOTAL 952

46%

48%

4%

2% Tanker Ships

General Cargo Ships

Bulk Carrier Ships

Vehicle Carrier Ships


6

For determining the LNG demand, we delineated the profile of the maritime industry in this

port, by creating a database which includes all the vessels that visited the Port of Larnaca

in 2016 based on facts provided by Cyprus Ports Authority. Then, we proceeded to a

detailed description for each ship collecting data from Clarksons SIN (Shipping Intelligence

Network). The categories of data gathered are presented below:

o Ship Type

o Hull Dimensions

o Capacity (e.g. DWT and Cars)

o Age

o Total installed power

o Average service speed

o Number of arrivals in the port

Based on these general technical and operational characteristics, a series of groupings was

conducted in order to categorize the total arrivals on the basis of specific characteristics for

each vessel.

In particular, the initial grouping was based on the type of ship according to the following

categorisation: tanker vessels, bulk carrier vessels, general cargo vessels and vehicle

carrier vessels. This grouping assisted in drawing inferences as to the routes served by the

vessels and thus the geographical areas in which they operate.

Having categorized all vessels according to their type, a further grouping was formed

allowing a more comprehensive description of each category calling at the port. More

specifically, for tankers, general cargo and bulk carrier vessels, a second grouping was

performed according to their age and deadweight capacity (DWT), while for vehicle carrier

vessels grouping was performed according to their age and car capacity.

The calculation of the number of LNG refueling procedures, that will take place, was

estimated in this study, mainly based on the parameters of capacity (car capacity or DWT)

and age of each vessel. These two features are directly related to the decision-making

process for the shipowners to adopt LNG as an alternative marine fuel. In addition, these

initiatives will significantly contribute to the institutionalization of LNG in the wider

Orient/East-Med Corridor, that will be achieved with more intensive rates.

On the one hand, the criterion of capacity for each vessel, determines the time she spends

in the determined Emission Control Areas (ECAs, SECAs). For example, general cargo

ships with DWT capacity up to 2,000 tons are active in the transit of goods from hub ports


7

to neighboring spoke ports, which leads them to spend a long period of time in these sea

areas, unlike ships with a capacity over 7,000 tons that are dedicated mostly to transoceanic

voyages (commercial routes Asia-Europe) and stay in the ECAs relatively little time.

On the other hand, the age of the vessel contributes significantly to this report, due to the

fact that it is connected directly to the payback period of the investment required. The usual

economic life time of the vessels is 25 years. For this reason, we assumed that general

cargo vessels, bulk carrier vessels, vehicle carrier vessels and tanker vessels up to 15 years

will tend to shift to LNG. Therefore, to categorize the number of arrivals by age we followed

age groupings every 5 years until the age of 25 years (this does not apply for general cargo

and vehicle carrier vessels) while older vessels joined in a single category.

In order to calculate the estimated amount of supply that every Class of vessel needs, we

used as an assumption that the distance to be travelled (this does not apply for tanker and

vehicle carrier vessels), is approximately 500 nautical miles until the next refuel. This

distance is considered ideal in relation to the location of Larnaca from other neighbouring

commercial and tourist ports.

Regarding data on typical consumption rates, we used as model certificate dual fuel engines

using 100% gas fuel. For this reason, we assumed a perfect dual fuel engine, which

produces at least the average of the total installed power of that Class of vessel. The

selection of the engines was made based on data from major manufacturers such as MAN

SE and Wärtsilä.

In conclusion, the Classification of vessels facilitates the process of the estimation of the

number of refuelling ships using LNG as a marine fuel in the forthcoming years (reference

years 2020-2025 and 2025-2030) as well as the estimated refuelling LNG.

2.2.1 Port of Larnaca: Tanker Sector Overview

In 2016, there were 400 calls by 133 tanker vessels at the Port of Larnaca. Liquid fuels

transfer is one of the most significant activities of the port. To be able to make a better

approximation of tanker vessels’ profile that visited the port in 2016, a Classification of the

sample was made based on their DWT.

The figure below depicts the frequency of the vessels according to their DWT.


8

Figure 2: Frequency of tanker vessels by capacity on DWT.

By selecting as a criterion, the DWT capacity, the sample was divided into two main

categories:

• Class A (≤ 29,999 tons), and

• Class B (≥ 30,000 tons)

As it can be observed from the figure below, the number of Class B vessels is significantly

higher than the population of Class A, namely 75 versus 45. In particular, vessels of the

second Class had three times more calls than those of the first, i.e. 332 and 108 calls

respectively. The figure below demonstrates the percentage of tanker vessels belonging to

each Class.

Figure 3: Percentage of tanker vessels in each category for the year 2016.

2.2.1.1. Tanker ≤ 29.999 tons

The distribution of tanker calls up to 29,999 tons, namely Class A, as a function of age, is

depicted in the figure below. The average age was close to 15.58 years.

0

10

20

30

40

50

60

70

80

90

Fre

quency

DWT

37%

63%

1.0-29,999 tons

30,000+ tons


9

It should be noted that the age of vessels is an essential factor in Classifying vessels for

the decision to adopt LNG as a marine fuel, due to the fact that it is directly related to the

payback period of the required investment.

Figure 4: Percentage of calls by age group.

It is observed form the above figure that the majority of calls, 61% was made by vessels of

age between 5-10 years, while vessels over 25 years old exhibit the second highest

percentage, 26%. Moreover, the same number of calls was exhibited by the other vessels

categories.

More specifically, the ages of the vessels, which are considered ideal to use LNG as a

marine fuel is up to 15 years. It is noteworthy to mention that the abovementioned vessels

made a total of 227 calls in year 2016 representing 68.4% of the total calls at Larnaca Port.

Estimated LNG Supply Volume

Regarding the estimated LNG supply volume, the engines used were mostly 4-stroke.

Tankers that call at the port of Larnaca had an average engine power of 3,564 kW and their

average service speed was at 9.3 knots.

The typical 4-stroke dual fuel engine that was selected comes from Wärtsilä, in order to

assess the special consumption of fuel gas. This is the model 9L34DF. This particular

engine delivers 4,050 Kw at 750 rpm with a consumption of 7,770 kJ/kWh ≈ 142.59 gr/kWh.

The typical distance that we assumed a vessel needs to move from one port to another and

carry out refuelling procedures was approximately 750 nautical miles. The required time for

a typical vessel of this Class to cover this distance is slightly more than 81 hours.

Therefore, the required fuel supply amount is 41.1 tons ≈ 91.1 m3 LNG.

3%

61%5%

4%

1%

26%

Age 0-5 years

Age 5-10 years

Age 10-15 years

Age 15-20 years

Age 20-25 years

Age 25+ years


10

2.2.1.2. Tanker ≥ 30,000 tons

The figure below depicts the distribution of tanker calls above 30,000 tons, namely Class

B, as a function of age. The average age was close to 11.47 years.


It is worth mentioning that all of these vessels made a total of 92 calls in year 2016 It is

observed from the above figure that the majority of the calls, 59% was made by vessels

aged between 10-15 years, while vessels between 5-10 years exhibit the second highest

percentage, 22%. Vessels aged up to 5 years old made a relatively small number of calls,

no more than 7%. Finally, vessels between 15-20 years old made approximately 12% of

calls.

In particular, the age group for vessels, which are considered ideal to use LNG as fuel is up

to 15 years corresponding to 87.6% of the total calls at Larnaca Port.

Estimated LNG supply volume

Vessels from this Class that visited the port of Larnaca had an average engine power of

10,136 kW and their average service speed was at 10.8 knots.

A typical 4-stroke dual fuel engine, which was selected came from Wärtsilä, in order to meet

the needs of the engine model. This is the model 12V50DF, which delivers 11,700 Kw at

514 rpm with specific consumption 134.1 gr/kWh.

The typical distance that we assumed a vessel needs to travel from a neighbouring port

until the next refuelling point in the port of Larnaca is approximately 750 nautical miles. The

time for a typical vessel of this Class to cover this distance is slightly more than 69 hours.

7%

22%

59%

12%0%

Age 0-5 years

Age 5-10 years

Age 10-15 years

Age 15-20 years

Age 20-25 years

Age 25+ years


11


2.2.2 Port of Larnaca: General Cargo Sector Overview

In 2016, the port of Larnaca had 456 calls from 155 General Cargo vessels. To be able to

make a better approximation of general cargo vessels’ profile that visited the port in 2016,

a Classification of the sample was made based on their DWT.

The figure below depicts the frequency of the vessels according to the DWT.

Figure 6: Frequency of general cargo vessels by capacity on DWT.


categories:



As it can be observed from the figure below, the number of Class A vessels is significantly

higher than the population of Class B, namely 95 versus 60. In particular, the vessels of the

first Class had almost two times more calls than those of the latter, i.e. 297 and 159 calls

respectively. The figure below shows the percentage of general cargo vessels belonging to

each Class.

0

10

20

30

40

50

60

0-2,999 3,000-3,999 4,000-4,999 5,000-6,999 7,000+

Fre

quency

DWT


12

Figure 7: Percentage of general cargo vessels in each category for the year 2016.

2.2.1.3. General Cargo ≤ 4,999 tons

The distribution of general cargo vessels’ calls up to 4,999 tons, namely Class A, as a

function of age, is depicted in the figure below. The average age was close to 25.71 years.


It is observed from the above figure that the majority of the calls, 46% was made by vessels

over 30 years old, while vessels between the group of 20-25 and 25-30 years exhibit the

next highest percentages, 22% and 18% respectively. Vessels aged between 5-10, 10-15

and 15-20 years age group made a relatively small number of calls.

What is more, the age of vessels, which is ideal for using LNG as fuel in this Class of general

cargo vessels is up to 15 years. All of these vessels made a total of 32 calls in year 2016

corresponding to 10.8% of the total calls at the Larnaca Port.

61%

39%1-0-4,999 tons

5,000+ tons

4%6%

4%

22%

18%

46%

Age 0-5 years

Age 5-10 years

Age 10-15 years

Age 15-20 years

Age 20-25 years

Age 25-30 years

Age 30+ years


13


Vessels from this Class that visited Larnaca Port had an average engine power of 1,737.99

kW and an average service speed at 8.1 knots.

The typical 4-stroke dual fuel engine, which was selected comes from Wärtsilä, in order to

assess the specific consumption of fuel gas. This is the model 6L34DF. This particular

engine delivers 2,700 kW at 750 rpm with specific consumption 7,629 kJ/kWh ≈ 141.27

gr/kWh.

Moreover, the typical distance that we assumed a vessel needs to move from one port to

another and carry out refuelling procedures is approximately 500 nautical miles. The

required time for a typical ship of this Class to cover this distance is slightly more than 61

hours.


2.2.1.4. General Cargo ≥ 5,000 tons

The figure below depicts the distribution of general cargo vessels’ calls above 5,000 tons,

namely Class B, as a function of age. The average age was close to 19.33 years.



over 30 years old, while vessels between 20-25 exhibit the second highest percentage,

19%. Vessels aged between 10-15 and 5-10 years old made a relatively small number of

1% 8%

14%

5%

19%

5%

48%

Age 0-5 years

Age 5-10 years

Age 10-15 years

Age 15-20 years

Age 20-25 years

Age 25-30 years

Age 30+ years


14

calls, no more than 14% and 8% respectively. In addition, approximately the same number

of calls was exhibited by the vessels’ categories from 25-30 and 15-20 age groups. Finally,

vessels up to 5 years old represent about 1% of the calls.

The age of vessels, which is ideal for LNG fuel in this Class of general cargo is up to 15

years. It is notable that all of these vessels made a total of 35 arrivals in year 2016

representing 21.9% of the total calls at Larnaca Port.


Vessels from this Class that visited Larnaca Port had an average engine power of 2,848.22

kW and an average service speed at 8.7 knots.

The typical 4-stroke dual fuel engine, which was selected came from Wärtsilä in order to

meet the needs of the engine model. This is the model 9L34DF. This particular engine

delivers 4,050 kW at 750 rpm with specific consumption 7,700 kJ/kWh ≈ 142.59 gr/kWh.

The typical distance that a vessel needs to travel from a neighboring port until the next

refuelling point in the port of Larnaca is approximately 500 nautical miles. The required time

for a typical vessel of this Class to cover this distance is slightly more than 58 hours.


2.2.3 Port of Larnaca: Bulk Carrier Sector Overview

In 2016, the port of Larnaca had 36 calls from 19 bulk carrier vessels. To be able to make

a better estimation of the vessels’ profile that visited the port in 2016, a segmentation of

vessels was made based on their DWT. The figure below, demonstrates the frequency of

the vessels according to the DWT.

0

3

6

9

12

0-9,999 10,000-29,999 30,000-59,999

Fre

quency

DWT


15

Figure 10: Frequency of Bulk carrier ships by capacity on DWT.


categories:



As it can be observed from the figure below, the number of vessels of Class A is about little

more than the vessels of Class B. In particular, the vessels of the first Class had almost

three times more calls than those of the latter, i.e. 27 and 9 calls respectively. The figure

below depicts the percentage of all vessels belonging to each Class.

Figure 11: Percentage of bulk carrier vessels in each category for the year 2016.

2.2.1.5. Bulk Carrier ≤ 14,999 tons

The figure below shows the distribution of bulk carrier vessels’ calls up to 14,999 tons,

namely Class A, as a function of age. The average age was close to 12.80 years.

53%47%

1.0-14,999 tons

15,000+ tons


16

Figure 12: Percentage of arrivals by age group.


with age between 10 to 15 years old, while vessels between 5 to 10 years old represent the

second highest percentage, 37%. What is more, approximately the same number of calls

was exhibited by vessels’ categories from 15 to 20 and 20 to 25 years old.

The age of vessels, which is ideal for using LNG as fuel in this type of vessel is up to 15

years. All these vessels made a total of 21 calls in 2016 representing 77,8% of the total

calls at the Larnaca Port.


As for the estimated LNG supply volume, the engines used were mostly 4-stroke. However,

in this type we should point out the role of the power generators as they constitute a

significant percentage of total installed power capacity. Vessels of this Class that visited the

port of Larnaca had an average engine power of 2,552 Kw and their average service speed

was at 9.79 knots.

A typical engine model we selected came from Wärtsilä which is 6L34DF. This engine

model delivers 2,700 kW at 750 rpm with specific consumption 7,629 kJ/kWh ≈ 141.27

gr/kWh.


carry out refuelling procedures was approximately 500 nautical miles. The time required for

a typical vessel of this Class to cover this distance is slightly more than 51 hours.


37%

41%

11%

11%Age 0-5 years

Age 5-10 years

Age 10-15 years

Age 15-20 years

Age 20-25 years

Age 25+ years


17

2.2.1.6. Bulk Carrier ≥ 15,000 tons

The distribution of bulk carrier vessels’ calls above 15,000 tons, namely Class B, as a

function of age, is depicted in the figure below. The average age was close to 16 years.



age between 20 to 25 years old, while vessels between 5-10 and 10-15 years old exhibit

the second highest percentage, 11%. Finally, vessels aged between 15-20 years old

represent 1% of the calls.

The age of vessels, which is ideal for using LNG fuel in this type of vessel is up to 15 years.

All these vessels made a total of 4 calls in 2016 representing 44.4% of the total calls at the

Larnaca Port.


The engines used were mostly 4-stroke. Vessels of this Class visiting the port of Larnaca

had an average engine power of 6,389 kW and their average service speed was at 11.2

knots.

The typical engine model we selected came from Wärtsilä which is 12V50DF. This engine

model delivers 11,700 kW at 514 rpm with specific consumption 7,258 kJ/kWh ≈ 134.4

gr/kWh.

In addition, the typical distance that we assumed a vessel needs to move from one port to

another and carry out refuelling procedures was approximately 500 nautical miles. The time

22%

22%

11%

45%

Age 0-5 years

Age 5-10 years

Age 10-15 years

Age 15-20 years

Age 20-25 years

Age 25+ years


18

required for a typical vessel of this Class to cover this distance is slightly more than 45

hours.


2.2.4 Port of Larnaca: Vehicle Carrier Sector Overview

In 2016, the port of Larnaca had 20 calls from 17 Vehicle Carrier vessels. To be able to

make a better estimation of the vessels’ profile that visited the port in 2016, the vessels

were divided in two categories according to the criterion of their load capacity in numbers

of cars. The figure below depicts the frequency of the vessels according to their car

capacity.

Figure 14: Frequency of vehicle carrier vessels by Car Capacity.

By selecting as a criterion, the car capacity, the sample was divided into two main

categories:

• Class A (≤ 6,499 cars), and

• Class B (≥ 6,500 cars)

As it can be observed from the below figure, the number of vessels of Class B is about little

more than the vessels of Class A. However, both Class A and Class B have approximately

the same number of calls, 9 and 11 calls respectively. The figure below shows the

percentage of all vessels belonging to each Class.

0

2

4

6

8

10

12

0-9,999 10,000-19,999 20,000+

Fre

quency

Car Capacity


19

Figure 15: Percentage of vehicle carrier vessels in each category for the year 2016.

2.2.1.7. Vehicle Carrier ≤ 6,499 cars

The figure below depicts the distribution of vehicle carrier vessels’ calls up to 6,499 cars

capacity, namely Class A, as a function of age. The average age was close to 16 years.



up to 15 years old, while vessels over 30 years old exhibit the second highest percentage,

22%. Finally, vessels aged between 15-30 years old represent 11% of the calls.

59%

41% 0-6500 cars

6500+ cars

67%

11%

22%

Age 0-15 years

Age 15-30 years

Age 30+ years


20

What is more, the age of ships, which is ideal for using LNG in this Class of vessel is up to

15 years. It is notable that all these vessels made a total of 6 calls in the year 2016

representing 66.7% of the total calls at the Larnaca Port.


As for the estimated LNG supply volume, the engines used were mostly 4-stroke. Vehicle

carriers of Class A that visited Larnaca Port had an average engine power of 11,082 kW

and their average service speed was at 12.9 knots.

A typical engine model 12V50DF came from Wärtsilä, which delivers 11,700 kW at 514 rpm

with specific consumption 7,258 kJ/kWh ≈ 134.4 gr/kWh.


carry out refuelling procedures is approximately 500 nautical miles. The time required for a

typical ship of this Class to cover this distance is slightly more than 38.7 hours.


2.2.1.8. Vehicle carrier ≥ 6,500 cars

The figure below depicts the distribution of vehicle carrier vessels’ calls over 6,499 cars

capacity, namely Class B, as a function of age. The average age was close to 6 years.


From the above figure, it can be easily observed that all calls at the port of Larnaca were

made by vessels up to 15 years. What is more, the ideal age for the vehicle carriers of Class

B to use LNG is up to 15 years. It is worth mentioning that all these vessels made a total of

11 arrivals in 2016 representing 100% of the total arrivals at the Larnaca Port.

100%

0%0%

Age 0-15 years

Age 15-30 years

Age 30+ years


21



Vehicle carriers from Class B that visited Larnaca Port had an average engine power of

14,109 kW and their average service speed was at 15.75 knots.

A typical engine model 8S50ME-C8.2-GI-TII came from MAN SE to meet the needs, which

delivers 13,270 Kw at 127 rpm with specific consumption 7,403 kJ/kWh ≈ 137.1 gr/kWh.

Moreover, the typical distance that we assumed a ship needs to travel from a neighbouring

port until the next refuelling point at the port of Larnaca is approximately 1000 nautical miles.

The time required for a typical vessel of Class B to cover this distance is slightly more than

63.5 hours.


2.3 Larnaca Port: Estimated LNG volume for refuelling

As it has already been mentioned the calls that were reported in Larnaca Port reached the

total number of 952. This total refers to vessels of different types at a percentage of 47.9%

corresponding to General Cargo Vessels, 46.2% corresponding to Tanker Vessels, 3.8%

corresponding to Bulk Carrier Vessels and 2.1% to Vehicle Carrier Vessels. Based on these

statistics, we assume that at least the same categories of vessels will in the future occupy

the port.

In general, the potential LNG fuel demand is calculated by the combination of the previous

assumptions with the technical and operational characteristics of the typical vessels of each

category. The occurring LNG fuel demand for each category, as well as the prediction for

the total future LNG Demand for the years between 2020-2025 and 2025-2030 will be

presented in the following table.

More specifically, the expected LNG volume for refuelling in the Port of Larnaca was

calculated based on the following assumptions:

• The expected arrivals at the port of Larnaca for the under-study periods 2020-2025

and 2025-2030, were approximated for each vessel type and the subclasses of them

according to their distinctive criteria of Classification. This number was based on the

data provided by Cyprus Ports Authority for the year 2016.

• The average fuel delivery volume is based on assumptions, which we set for each

Class separately and have been analyzed in the above sections.


22

• The percentage of ships that will use LNG as an alternative marine fuel in order to

comply with the environmental regulations set by European Union and IMO, has

been selected for each Class separately and is based on assumptions we used

about the capacity and age of each ship.

• The number of ships carrying out refuelling procedures at the port of Larnaca. In this

report, we assumed that the share of ships carrying out refuelling procedures is

approximately 25-30% of the share of the total calls with ship age up to 15 years for

each type of ship and its subclass. Based on the abovementioned parameters, we

ended up to the expected number of LNG bunker operations for the periods 2020-

2025 and 2025-2030 respectively and afterwards to the quantities of annual LNG

demand in cubic meters for these two periods. Nevertheless, it is almost impossible

to know the exact number of recharging ships that will refuel at the port, as they

depend on various factors such as market development, fuel prices, competition

with neighbouring ports and other supply shipping service networks.

The results of this method are intended to lead to a preliminary proposal for the equipment

needed in the port. The following table shows the estimated LNG fuel demand for each ship

type and its subclass apart in the Larnaca port for the periods 2020-2025 and 2025-2030.


23

Table 2: Estimations for LNG demand as marine fuel in the port of Larnaca in 2020-2025 and 2025-2030.

Ship Type Expected number of arrivals 2020-

2025

Average supply amount (m3)

Share of fleet that bunker LNG 2020-

2025 (%)

Share of fleet that bunker LNG 2025-

2030 (%)

Share of total calls with LNG bunker operations (%)

No of LNG bunker operations 2020-

2025

No of LNG bunker operations 2025-

2030

Annual LNG 2020-2025 (m3)


Small Tanker Vessel

332 91.15 27.35 68 30 27 68 2482.83 6207.08

Large Tanker Vessel

105 209.51 35.0 87.6 30 11 28 2313.01 5782.52

Small General Cargo Vessel

297 33.49 4.3 10.8 25 3 8 107.16 267.90

Large General Cargo Vessel

159 51.86 8.8 22.0 25 4 9 181.50 453.75

Small Bulk Carrier Vessel

27 40.88 31.1 77.8 25 2 5 85.84 214.61

Large Bulk Carrier Vessel

9 85.38 17.8 44.4 25 0 1 34.15 85.38

Small Vehicle Carrier Vessel

9 127.83 26.7 66.7 25 1 2 76.70 100.00

Large Vehicle Carrier Vessel

11 272.65 40.0 100.0 25 1 3 299.91 749.78


24

The findings of the above table present that the overall bunkering operations by all types of

vessels and each subclass of them at the Larnaca Port will create an occurring LNG fuel

demand of 5,581.10 m3 during 2020-2025, while for the years during 2025-2030 the overall

estimated LNG fuel demand for each ship type and its subclasses will be 13.952,76 m3.

Refueling procedures that will take place on the port of Larnaca will reach 49 during 2020-

2025 and 123 during 2025-2030. The above estimations indicate a significant build-up of

the annual LNG fuel demand.

It should be noted that the small and large tanker vessels, will be the two Classes that will

show the largest LNG demand during 2020-2025 reaching 2,482.83 m3 and 2,313.01 m3

respectively. In addition, for the years 2025-2030 the demand for the small tanker vessels

is estimated to be 6,207.08 m3, while for the large tanker vessels will be 5,782.52 m3. These

estimations resulted from the assumption that the share of total calls made from tanker

vessels of both subclasses with LNG bunker operations is 30% as well as from their

expected average LNG supply amount.

On the other hand, the smallest annual LNG demand for the years 2020 – 2025 will come

from large bulk carrier vessels and small vehicle carrier vessels with 34.5 m3 and 76.70 m3

respectively, while the LNG demand for the years 2025-2030 will reach 85.38 m3 and 100

m3, respectively.

Generally, the tanker vessels are expected to largely determine the demand for LNG fuel

in Larnaca port as they are expected to consume more than 80% of the total annual

demand. This is reasonable due to the fact that the tanker vessels had more calls compared

to any other vessel Classes that visited the port of Larnaca.


25

3. Port of Lemesos Terminal 2 – Vassiliko: LNG as a

marine fuel demand estimation

The main objective of this chapter is to estimate the demand for LNG as marine fuel deriving

from vessels during the under-study years (2020-2025 and 2025-2030) at the Core TEN-T

Port of Lemesos Terminal 2 – Vassiliko. First of all, a general description of the shipping

activity in the port is provided in order to assess the demand for LNG and therefore, to

proceed with the supply chain analysis. It should be noted that the cases on which this

analysis was based, were designed aiming to provide reliable results.

3.1 Port of Lemesos Terminal 2 – Vassiliko: Marine Traffic

Analysis

The port of Lemesos Terminal 2 – Vassiliko is situated in the southern part of Cyprus

between Lemesos and Larnaca and it is especially the industrial terminal for handling

unpacked as well as troublesome cargo. The terminal belongs to the Ports Authority, which

leased it to Vassiliko Cement Works. The lease agreement concerns all kinds of cargo, not

only imports but also exports, for the needs of the Cement Works as well as private cargo

of other companies, who were granted a license by the Ports Authority.

In particular, the kind of cargoes, which move through Vassiliko terminal are animal fodder,

wheat, coal, perlite, cement, soil, gravel and scrap iron. However, the primary export cargo

is cement.

The statistical analysis provided by Cyprus Ports Authority revealed that the port of

Lemesos Terminal 2 – Vassiliko during the years 2010 – 2016 had 183 calls from 41 tanker

vessels, which was the predominant vessels’ type that was reported to have called in this

port. Namely, the number of tanker vessels that arrived at Lemesos Terminal 2 – Vassiliko

Port approached the percentage of 100% of the total ships’ types visiting this specific port.

3.2 LNG fuel Demand Estimation Methodology

To appropriately estimate the LNG demand in the port of Lemesos Terminal 2- Vassiliko,

two basic elements are needed, the number of refueling that will take place and the fuel

quantities to be supplied. For determining the LNG demand, we delineated the profile of the

maritime industry in this port, by creating a database, which includes all the ships that visited

the port of Larnaca during the interval 2010 – 2016, based on the provided by Cyprus Ports

Authority. Then, we proceeded to a detailed description for each ship collecting data from


26

Clarksons SIN (Shipping Intelligence Network). The categories of data gathered are

presented below:

o Ship Type

o Dimensions hull

o Capacity (e.g. DWT)

o Age

o Total installed power

o Average service speed

o Number of arrivals in the port

Based on these general technical and operational characteristics, a series of groupings was

conducted in order to categorize the total arrivals on the basis of specific characteristics for

each vessel.

In particular, the initial grouping was based on the type of ship, namely tanker vessels. This

grouping helped us to draw inferences as to the routes served by vessels and thus the

geographical areas in which they operate.

Having categorized all vessels according to their type, a further grouping was conducted

allowing a comprehensive description for each category in the port. More specifically, for

tanker vessels, a second grouping was performed according to their age and deadweight

capacity (DWT).

The calculation of the number of LNG refueling procedures, that will take place, was

estimated in this study, mainly based on the parameters of deadweight capacity (DWT) and

age of each ship. The two abovementioned features are directly related to the decision-

making process for the shipowners to adopt LNG as an alternative marine fuel. In addition,

these initiatives will significantly contribute to the institutionalization of LNG in the wider

Orient/East-Med Corridor, that will be achieved at a more intense rate.

On one hand, the criterion of capacity for each ship, determines the time she spent in

Emission Control Areas (ECAs, SECAs). For example, general cargo ships with DWT

capacity up to 2,000 tons are active in the transit of goods from hub ports to neighbouring

spoke ports, which leads them to spend a long period of time in these sea areas, unlike

ships with a capacity over 7,000 tons that are dedicated mostly to transoceanic voyages

(commercial routes Asia-Europe) that stay in control areas relatively little time.

On the other hand, the age of the ship contributes significantly to this report, due to the fact

that it is connected directly to the payback period of the investment required. The usual


27

economic life time of the vessels is 25 years. For this reason, we assumed that tanker

vessels up to 15 years will tend to shift to LNG fuel for propulsion. Therefore, to categorize

the number of arrivals by age we followed age groupings of 5 years until the age of 25 years

(while older vessels joined in a single category).

In order to calculate the estimated amount of supply that is needed for every Class of ship,

we used as an assumption that the distance to be travelled is approximately 500 nautical

miles until the next refuelling point. This distance is considered ideal in relation to the

location of Port of Lemesos Terminal 2 -Vassiliko from the neighbouring commercial and

tourist ports. In addition, we assumed that at least the same vessels will occupy the port in

the future.

What is more, regarding data on the typical consumption rates, we used as model certificate

dual fuel engines using 100% gas fuel. For this reason, we assumed a perfect dual fuel

engine, which produces at least the average of the total installed power of that Class of

vessel. The selection of the engines was made based on data from major manufacturers

such as MAN SE and Wärtsilä.

In conclusion, the Classification of vessels facilitated the process for the estimation of the

number of refueling ships using LNG as a marine fuel in the forthcoming years (reference

years 2020-2025 and 2025-2030) as well as the estimated refueling LNG.

3.2.1 Port of Lemesos Terminal 2 – Vassiliko: Tanker Sector Overview

During 2010-2016, 41 Tanker vessels were reported to have called in Lemesos Terminal 2

– Vassiliko Port, each performing a different number of calls. The total number of calls

during 2010-2016 was 183. Tanker Ships were divided in two categories according to the

criterion of capacity in numbers of DWT.

The figure below depicts the segmentation of the sample as a function of capacity in DWT.


28

Figure 18: Frequency of tanker ships by capacity on DWT.


categories:

• Class A (≤ 29.999 tons), and


As it can be observed from the figure below, the number of Class B vessels is significantly

higher than the population of Class A, namely 33 versus 8. However, the vessels of the first

Class had more calls than those of the latter, i.e. 125 and 58 calls respectively. The figure

below shows the percentage of tanker vessels belonging to each Class.

Figure 19: Percentage of tanker vessels in each category for the years 2010-2016.

0

2

4

6

8

10

12

14

16

18

0-29,999 30,000-39,999 40,000-49,999 50,000-79,999 80,000+

Fre

quency

DWT

20%

80%

1-29,999 tons

30,000+ tons


29

3.2.1.1. Tanker ≤ 29,999 tons

The distribution of tanker vessels’ calls up to 29,999 tons in the Lemesos Terminal 2 -

Vassiliko, namely Class A, as a function of age, is illustrated in the below figure. The

average age was close to 16.88 years.


It can be observed from the above figure that from the majority of the calls, 91,2% was

made by vessels between 5 to 10 years old. Vessels aged over 25 years old represent 8,8%

of the calls at the Port of Lemesos Terminal 2 - Vassiliko.

What is more the age group for vessels, which are considered ideal to use LNG fuel is up

to 15 years. It is worth mentioning that all of these tankers made a total of 114 arrivals during

2010-2016 corresponding to 91,2% of the total arrivals at the Lemesos Terminal 2 –

Vassiliko Port.


Regarding the estimated LNG supply volume, the engines used were 4-stroke. Tankers

from Class A that visited Lemesos Terminal 2 – Vassiliko Port had an average engine power

of 1,817 Kw and their average service speed was at 9.29 knots.

The typical 4-stroke dual fuel engine which we selected comes from Wärtsilä, in order to

assess the special consumption of fuel gas. This is the model 6L34DF. This particular

engine delivers 2,700 Kw at 750 rpm with specific consumption 7,770 kJ/kWh ≈ 142.6

gr/kWh.

91%

9%Age 0-5 years

Age 5-10 years

Age 10-15 years

Age 15-20 years

Age 20-25 years

Age 25+ years


30

In addition, the typical distance that we assumed a vessel needs to move from one port to

another and carry out refuelling procedures was approximately 500 nautical miles. The

required time for a typical vessel of this Class to cover this distance is slightly more than

53,8 hours.


3.2.1.2. Tanker ≥ 30,000 tons

The distribution of tanker ships arrivals above 30,000 tons in the Lemesos Terminal 2 –

Vassiliko Port, namely Class B, as a function of age, is illustrated in the below figure. The

average age was close to 13.91 years.


It can be easily observed from the above figure that the majority of the calls, 50% was made

by vessels between 10 to 15 years old, while vessels between 5 to 10 years old represent

the second highest percentage, 29%. In addition, vessels aged between 20 to 25 years old

made a relatively small number of calls, no more than 5%. Finally, vessels between 15 to

20 years old represent about 16% of the calls.

Moreover, the ideal age for the tankers of Class B to use LNG fuel is up to 15 years. It is

notable that all of these tankers made a total of 46 arrivals during 2010-2016 corresponding

to 79,3% of the total arrivals at the Lemesos Terminal 2 – Vassiliko Port.

29%

50%

16%

5%

Age 0-5 years

Age 5-10 years

Age 10-15 years

Age 15-20 years

Age 20-25 years

Age 25+ years


31



Tanker vessels from Class B that visited Lemesos Terminal 2 – Vassiliko Port had an

average engine power of 14,209 Kw and their average service speed was at 11.05 knots.

A typical 4-stroke dual fuel engine 8S50ME-C8.2-GI-TII came from MAN SE, which delivers

13,270 Kw at 127 rpm with specific consumption 7,403.4 kJ/kWh ≈ 137.1 gr/kWh.

Moreover, the typical distance that we assumed a vessel needs to travel from a

neighbouring port until the next refueling in the port of Lemesos Terminal 2 – Vassiliko was

approximately 500 nautical miles. The required time for a typical vessel of this Class to

cover this distance is slightly more than 45.2 hours.


3.3 Port of Lemesos Terminal 2 – Vassiliko: Estimated LNG volume

for refuelling

As it has been already mentioned the calls that were reported in Lemesos Terminal 2 –

Vassiliko Port reached the total number of 183. This total referred to vessels of the same

type. Based on these statistics provided by Cyprus Ports Authority (CPA), we assume that

at least the same category of vessels will occupy the port in the future.

Generally, the potential LNG fuel demand is calculated by the combination of the previous

assumptions with the technical and operational characteristics of the typical vessels for

each category. The occurring LNG fuel demand for each category, as well as the prediction

for the total future LNG demand for the years 2020-2025 and 2025-2030 will be presented

on the following table.

In particular, the expected LNG volume for refueling in the Port of Lemesos Terminal 2 –

Vassiliko was calculated based on the following assumptions:

• The expected arrivals at the port of Lemesos Terminal 2 – Vassiliko for the under-

study periods 2020-2025 and 2025-2030, were approximated for the tanker vessel

type and its subclasses according to the criterion of capacity in numbers of DWT

capacity. This number of expected arrivals is based on data provided by Cyprus

Ports Authority for the years 2010-2016.


32

• The average fuel delivery volume is based on assumptions, which we set for the

type of tanker ships and for each Class of them separately and have been analyzed

in the above sections.

• The percentage of ships that will tend to use LNG as an alternative marine fuel in

order to comply with the environmental regulations set by European Union and IMO,

has been selected for each Class separately and is based on assumptions that we

used about the capacity and age of the tanker ships.

• The number of ships going out procedures refueling in the port of Lemesos Terminal

2 – Vassiliko. We assumed that the share of ships carrying out refueling procedures

is approximately 50% of the total calls with ship age up to 15 years for tanker ships

and its subclasses. Based on the aforementioned parameters, we ended up to the

expected number of the LNG bunker operations for the periods 2020-2025 and

2025-2030 respectively and afterwards to the quantities of annual LNG demand in

cubic meters for these two periods. Nevertheless, it is almost impossible to know

the exact number of recharging ships that will refuel at the port, as this depends on

various factors such as market development, fuel prices, competition with

neighboring ports and other supply shipping service networks.

The results of this method are intended to lead to a preliminary proposal for the equipment

needed in the port. The following table shows the estimated LNG fuel demand for the tanker

ships and its subclasses apart from the Lemesos Terminal 2 – Vassiliko Port for the periods

2020-2025 and 2025-2030.


33

Table 3:Estimations for LNG demand as marine fuel in the port of Lemesos Terminal 2 – Vassiliko

The findings of the above Table present that the overall bunkering operations by tanker

vessels at the Port of Lemesos Terminal 2 – Vassiliko will create an occurring LNG fuel

demand of 2,732.03 m3 during 2020-2025, while for the years 2025-2030 the overall

estimated LNG fuel demand will be 7,022.36 m3. Refueling procedures that will take place

on the port of Lemesos Terminal 2 – Vassiliko will reach 33 during 2020-2025 and 80 during

2025-2030. The above estimations indicate a significant build-up of the LNG fuel demand.

More specifically, bunkering operations by small and large tanker vessels will create an

occurring LNG fuel demand of 706.80 m3 and 2,025.23 m3 respectively during the years

2020-2025, while the both small and large tanker vessels will create an annual demand of

5,198.40 m3 and 1,823.66 m3 of LNG fuel correspondingly during 2025-2030. These

estimations resulted from the assumption that the share of total calls of tanker vessels of

both subclasses with LNG bunker operations was approximately 50% and their expected

average LNG supply amount. This percentage is assumed by the number of total arrivals

of tanker vessels at Lemesos Terminal 2 – Vassiliko Port in combination with the parameter

of ship age up to 15 years.

Ship Type

Expected number of

arrivals 2020-2025

Average supply amount

(m3)

Share of fleet that bunker

LNG 2020-2025 (%)

Share of fleet that bunker LNG

2025-2030 (%)

Share of total calls with

LNG bunker operations

(%)

No of LNG

bunker operations

2020-2025

No of LNG bunker

operations 2025-2030


Annual LNG

2025-2030 (m3)

Small Tanker Vessels

125 31 36.5 91.2 50 23 57 706.80 5.198,40

Large Tanker Vessels

58 196 35.7 79.31 50 10,35 23 2.025.23 1.823,66


34

4. Supply Chain Analysis for Larnaca Port and the Port of

Lemesos Terminal – 2 Vassiliko

This part is dedicated to proceed with recommendations for logistics solutions and synchro-

modal transportation means required in order to meet the estimated LNG fuel demand, for

the under-study years 2020-2030 for both ports. In particular, this part of the report aims at

dealing with an optimum solution concerning the important matter of transportation means’

selection and the number needed to cover the forecasted demand for both under study

ports.

The basic criteria for selecting the appropriate equipment is the estimated volume required

to provide LNG, the quantities that can be provided in each refueling process as well as the

number of daily refueling procedures. It should be noted that the estimations for the daily

number of refueling was based on the overall number of arrivals for the third quarter of the

year, assuming a +30% spike, as it is the worst-case scenario that should be taken into

account in the design process in order to meet all the supply needs.

Having factored in the above criteria and having technical and operational characteristics

reports of each refueling equipment instrument, we have concluded that four LNG tanker

trucks of a capacity of 50 m3 each, should be utilized in order to undertake the LNG

bunkering process in both ports for the years 2020-2025. Since the LNG demand is

expected to grow during the years 2025-2030, three more LNG tanker trucks of a capacity

50 m3 each are also required, in order to handle the bunker volumes of the largest vessels.

The scenario that was taken into consideration is that the LNG tanker trucks will be based

in Lemesos Terminal 2 – Vassiliko port. They will be loaded with the required fuel quantity

in order to supply the vessels calling not only at Lemesos Terminal 2 – Vassiliko port but

also at Larnaca port. The LNG tanker trucks will return back to the port where they will

remain at a stand-by mode for the next trip.

The typical time required by the specially designed LNG Tanker Trucks, to cover this

distance from one port to another in order to distribute the LNG fuel, is about fifty minutes

with an average speed of 70 km/h. As for the technical and operational characteristics of

the LNG Tanker Trucks, their loading capacity/transfer rate is approximately 60 m3 per hour

and the required time is 0,83 minutes to load their tank. In particular, the total LNG bunkering

timeline for LNG tanker trucks lasts 215 minutes. More specifically, the trucks need 50

minutes to transit to the vessel, 10 minutes before the process of bunkering, 50 minutes

during the bunkering procedure, 5 minutes after the end of bunkering, 50 minutes for the


35

LNG tanker trucks in order to return to the refueling point and 50 minutes for their

replenishment. Ultimately, the maximum number of replenishments per day is appx. 13.95

and the average LNG bunker delivery size is about 697.7 m3 per day.

4.1 Cost of Supply Chain

The aim of this part is to provide a preliminary analysis of the proposed investment. The

following general assumptions used in our calculations:

• Economic lifetime of the proposed investment: 30 years

• Economic lifetime of the LNG tanker trucks: 10 years

• Weighted Average Cost of Capital: 8%

• The analysis does not include taxes.

The initial investment cost for the four LNG Tanker trucks is estimated to be 1,300,000 €. It

should be noted that the cost estimate is made on constant prices of 2018. As we have

already mentioned above, these trucks will be introduced in the port facilities of Lemesos

Terminal 2 – Vassiliko as a starting point in order to cover the estimated annual LNG fuel

demand for this period for both ports of Larnaca and Lemesos Terminal 2 - Vassiliko.

However, three more trucks will be added in the years 2025-2030 for the needs of these

two ports and the cost of the additional investment will be 975,000 €. The total investment

cost of the LNG tanker trucks for the period 2020-2030 will be 2.275.000 € in accordance

with the estimated build-up of the annual LNG fuel demand as time goes by. Regarding the

operational costs for the LNG tanker trucks for the period 2020-2025, these will be

2,215,620 € and with the estimated build-up of the LNG fuel demand in the ports of Larnaca

and Lemesos Terminal 2 - Vassiliko will reach the amount of 3,535,623 € in 2025-2030.

To be able to proceed with a preliminary economic evaluation of the proposed investment,

the cash inflows and outflows should be determined. The criterion of the payback period

will be used in order to evaluate the proposed investment. The desired payback periods for

which calculations were based 5, 10, 15, 20 and 25 years.

The figure below depicts the evolution of the additional price pet tone of LNG for the

examined number of depreciation years. It can be observed that in order to amortize the

initial investment in the first 10 years, the LNG sale price to the end users should be 498.5

€ per ton. Meanwhile, the final delivery price of LNG fuel, HFO and MGO at the ports of

Larnaca and Lemesos Terminal 2 -Vassiliko will be 498 € / ton, 341 € / ton, and 563 € / ton

respectively (approximate values due to lack of data).


36

Cost per ton of LNG for 5 years repayment [€ / ton LNG] 543.8

Corresponding internal rate of return [%] 15%









Table 4: Estimated economic results without taking into account the time value of money.

Figure 22: Price per ton of LNG as a function of depreciation years.

However, in order to have a better view of the real payback period, the time value of money

by discounting all cash flows at time zero should be taken into account. The cost per ton of

LNG for the examined payback years is expected to be slightly higher. The results of this

analysis are shown in the table below.

0

150

300

450

600

5 10 15 20 25

LN

G P

RIC

E [

€/T

ON

NE

S]

PAY-BACK TIME [YEARS]


37











Figure 23: Economic results by taking into account the time value of money.

Figure 24: Price per ton of LNG as a function of depreciation years.

The figure above depicts the change of the additional price per ton of LNG for the different

number of amortization years by taking into account the time value of money by discounting

cash flows. Therefore, in order to amortize the initial investment in the first ten years, the

LNG sale price should be 551.3 € per ton.

0

150

300

450

600

5 10 15 20 25

LN

G P

RIC

E [

€/TO

NN

E]

PAY-BACK TIME [YEARS]


38

5. Conclusion and General Findings

This chapter presents the overall conclusions of the analysis from the previous chapters.

Taking as focal point the FSRU (Floating Storage and Regasification Unit) in Vassiliko bay,

the process of LNG fuel bunkering at the ports of Larnaca and Lemesos Terminal 2 –

Vassiliko will soon be possible. Therefore, the LNG tanker trucks that will be integrated in

the LNG fuel supply chain, could facilitate the distribution of the fuel to Cyprus and its ports

in the near future. Having in mind the above, we attempted to estimate the demand for LNG

as a fuel in the maritime industry by using a specific methodology based on the current

profile of shipping.

According to the results of the study, the demand of LNG fuel as marine fuel for the years

2020-2030 for both ports of Larnaca and Lemesos Terminal 2 – Vassiliko, is estimated to

be 34,771 m3, as total LNG fuel demand. Specifically, at the port of Larnaca 19,442.11 m3

of LNG fuel will be needed for bunkering operations in the period 2020-2030, while at the

port of Lemesos Terminal 2 – Vassiliko 15,328.90 m3 of LNG fuel will be needed in the

under-study years 2020-2030.

Generally, at the port of Larnaca for the period 2020-2025, the number of LNG bunker

operations is estimated to be 49 for all types of vessels and for the period 2025-2030 it will

be 123. At the port of Lemesos Terminal 2 Vassiliko in the period 2020-2025, the number

of LNG bunker operations is estimated to be 33 for the tanker ships that consist the whole

fleet that arrives constantly at the particular port and for the period 2025-2030 it will reach

80 LNG bunkering operations.

The report demonstrates that the quantities of the daily LNG fuel demand at the port of

Larnaca for the period 2020-2025 are estimated to reach the amount of 15,29 m3 of LNG

fuel for all vessel types, while in the interval 2025-2030 it will reach 37,98 m3 of LNG per

day. These values of daily quantities of LNG fuel reveal the blastoff of the demand at

Larnaca port, as time goes by. Regarding the quantities of the daily LNG fuel demand for

the tankers and their subclasses at the port of Lemesos Terminal 2 – Vassiliko for the period

2020-2025; these are estimated to reach the amount of 7,49 m3 of LNG fuel, while in the

interval 2025-2030 they will reach 17,17 m3 of LNG per day. We can also observe that the

daily LNG fuel demand in the period 2025-2030 is more than double in comparison to the

demand in 2020-2025 at the Lemesos Terminal 2 – Vassiliko port, i.e. 17,17 and 7,49

respectively.


39

It should be noted that the LNG fuel demand was estimated under the condition that all

vessels’ types and their subclasses are up to 15 years, because they are more possible to

shift to LNG fuel use, replacing petroleum HFO (Heavy Fuel Oil) and MGO (Marine Gas Oil)

as main marine fuels. For vessels that also call at the same ports but their age is above 15

years, LNG is not an option as they are much older and will tend to use HFO and MGO as

main fuel for technical-financial reasons, according to the assumption of this report.

The relatively short distance between the ports of Larnaca and Lemesos Terminal 2 –

Vassiliko and the future existence of the Floating Storage Regasification Unit (FSRU) at the

Vassiliko port area, dictate the need for four LNG Tanker trucks with fuel tank capacity of

50 m3 each, to meet the needs of both ports for the interval between 2020-2025. The

equipment needed is the logical choice for all ships’ types refueling procedures, as it will be

available for 19,2 hours per day corresponding to a percentage of 80% (vehicles’

availability) and will have a loading capacity of 60 m3 per hour in order to wholly cover the

estimated LNG fuel demand of 9,118.54 m3 for the two ports during the first 5 years of the

under-study period 2020-2030.

After 2025, the demand of LNG fuel supply in both ports of Larnaca and Lemesos Terminal

2 – Vassiliko is expected to increase rapidly due to a shift of more ships’ types to use LNG

fuel and the future existence of the appropriate port infrastructure and equipment in Cyprus.

The estimated annual LNG fuel demand is estimated to reach 25,652.47 m3 for both ports

in the period 2025-2030. This is a significant increase of annual LNG fuel demand and is

more than triple in comparison to the LNG demand in the period 2020-2025 in both ports.

Therefore, due to this rapid increase of the annual LNG fuel demand, the next step is to

integrate three more LNG Tanker Trucks with fuel tank capacity of 50 m3 in this LNG supply

chain, in order to service the occurring energy needs for the marine industry in these specific

areas in the interval between 2025-2030.

More specifically, the biggest annual demand at Larnaca Port in providing maritime LNG

fuel will come from small and large tanker ships with 4,795.84 m3 in 2020-2025, followed by

vehicle carriers and general cargo ships, providing LNG 376,71 m3 and 288,66 m3

respectively. Finally, the lowest demand comes from small and large bulk carriers, as they

will not exceed 199,99 m3 of LNG fuel.

As for the interval between 2025-2030, the biggest annual demand at Larnaca Port in

providing maritime LNG fuel will come from small and large tanker ships with 11.989,60 m3,

followed by small and large vehicle carriers and general cargo ships 941,52 m3 and 721,64


40

m3 respectively. Finally, the lowest demand comes from small and large bulk carriers, as

their demand will not exceed 199,99 m3 of LNG fuel.

Based on these estimated quantities of the annual LNG demand and the short distance

between Larnaca and Lemesos Terminal 2 – Vassiliko ports, the equipment required to

carry out the refueling in the interval 2025-2030 are seven specially designed LNG tanker

trucks with capacity of 50 m3. Namely, as the estimated annual LNG fuel demand arises,

three more LNG tanker trucks will be integrated in this supply chain in order to provide larger

quantities of LNG fuel in both ports in the interval between 2025-2030.

Regarding the ports of Larnaca and Lemesos Terminal 2 – Vassiliko, using payback period

criterion for a desired period of 10 years, we observe that a final selling price per ton LNG

dictates a 498.5 € surcharge. Based on this surcharge, the net present value (NPV) for the

entire economic life of the LNG tanker trucks is approximately 2,4 million € and the internal

rate of return on capital reaches 11%. Therefore, the final fuel delivery prices for both ports

of Larnaca and Lemesos Terminal 2 - Vassiliko will reach 799,29 € / ton LNG, 341 € / ton

HFO and 563 € / ton MGO. However, if we consider the time value of money and we

discount all cashflows in the same desired payback period (10 years), the final selling price

per ton LNG dictates a 551.3 € surcharge. Based on this, NPV will be approximately 6,1

million € and the internal rate of return on capital will reach 16 %. Therefore, the final fuel

delivery prices of ports of Larnaca and Lemesos Terminal 2 – Vassiliko will be 852,09 € /

ton LNG, 341 € / ton HFO and 563 € / ton MGO.

At this point, it should be mentioned that due to lack of data concerning the wholesale prices

of LNG fuel in Cyprus, the abovementioned price reflects the LNG fuel prices at the port of

Piraeus. Consequently, we believe that the price of LNG fuel per ton will be similar to the

fuel price of Greece with a potential small discount. As for the final delivery prices of HFO

and MGO, these result from Lemesos Port’s bunker prices in June of 2018. In conclusion,

it is worth mentioning that a low surcharge for the final selling price of LNG marine fuel is

necessary in order to minimize barriers for its adoption.


41

Appendix

A. Data for Port of Larnaca

Tanker Vessels

a/a Ship name Year

of Build

Ship Age

Average Service Speed

Length Gross

Tonnage

Total Power

KW DWT IMO

Calls 2016

1 3B SPIRIT 2003 15 12.5 106 4,064.00 2,880 4,500 9272565 1

2 ADRIATIC MARINER 1998 20 9.1 129.3 4,606.00 1,800 6,590 9175157 4

3 AEGEAS 2007 11 13 182.55 23,325.00 10,123 39,378 9315800 1

4 AKTEA OSRV 1989 29 7 78.51 1,646.00 1,950 2,675 8801321 7

5 ALESSANDRO F 2001 17 7.6 99.9 3,616.00 3,060 5,213 9245378 1

6 ALEXANDRIA 2008 10 8.3 99.6 5,034.00 2,970 6,213 9448889 5

7 ALFA ALANDIA 2016 2 6.9 228.6 57,164.00 18,500 106,324 9752797 1

8 ALFA SEA 2009 9 11.3 99.6 4,995.00 2,200 6,340 9517288 43

9 AMPHITRITE 2006 12 12.4 182.55 23,325.00 11,060 39,378 9314882 1

10 ANDROMEDA 2007 11 11.6 182.55 23,325.00 11,060 39,378 9315795 1

11 ANTARES 2015 3 10.5 183.2 25,269.00 6,900 37,866 9723019 1

12 ANWAAR AFRIQYA 2004 14 12.5 171 22,184.00 7,800 34,648 9275268 2

13 ANWAAR AL KHALIJ 2005 13 11.1 164.5 19,549.00 11,600 29,005 9313424 1

14 ANWAAR AL NASER 2005 13 7.9 164.5 19,549.00 11,600 29,005 9313450 4

15 ANWAAR LIBYA 2004 14 12.5 171.23 22,184.00 9,700 299,999 9275256 4

16 ARCHANGEL ONE 2008 10 12.1 109.92 4,908.00 3,500 7,080 9474292 3

17 ARION 1980 38 7 124 6,482.00 4,560 11,914 8014186 1

18 ASPHALT SUMMER 2007 11 9.1 117.63 6,457.00 4,200 6,814 9394739 2

19 ASTELLA 2011 7 7.8 184.33 23,248.00 7,860 37,583 9587843 1

20 ATHLOS 2010 8 11.2 109.92 4,908.00 3,500 6,995 9539858 11

21 ATLANTIC CANYON 2009 9 11.3 184.33 23,342.00 9,481 36,677 9383974 2

22 AXELOTL 2004 14 7.4 182.55 23,240.00 12,880 37,329 9260043 1

23 AZOV MARINER 1999 19 6.2 129.3 4,606.00 2,412 6,600 9175169 1

24 BALTIC COMMODORE 2003 15 5.8 182.55 23,240.00 9,484 37,343 9260017 1

25 BALTIC MARINER I 2006 12 13.9 182.55 23,240.00 9,480 37,304 9314820 3

26 BENTLEY I 2004 14 11.8 175.93 25,382.00 8,580 40,081 9253129 1

28 BLACK SHARK 2010 8 11.4 117 6,026.00 4,150 8,476 9480655 1

29 BLOOM 2007 11 10 182.86 24,112.00 12,707 38,396 9365283 1

30 BONNIE 1968 50 7.4 84.33 1,580.00 1,589 2,654 6810055 33

31 BOSPOROS 2007 11 12.6 182.55 23,310.00 12,870 39,589 9315903 2

32 BRITISH ENSIGN 2006 12 14.1 184.22 23,270.00 12,456 36,713 9312913 1

33 CAPE BEIRA 2005 13 12.5 175.9 25,400.00 11,665 39,999 9296119 1

34 CAPTAIN NAGDALIYEV 2011 7 9.1 139.95 4,684.00 2,774 7,103 9575307 1

35 CIELO DI GUANGZHOU 2006 12 11.8 173.96 25,507.00 7,860 38,875 9341512 1

36 DOMINIA 2009 9 11.5 175.99 25,385.00 9,480 40,174 9376854 1


42

37 DUKE I 2002 16 11.9 175.93 24,997.00 8,580 40,050 9228784 1

38 ELIN POSEIDON 2005 13 10.3 91.73 2,994.00 2,200 3,842 9301677 1

39 EMERALD 2009 9 7.5 182.5 27,015.00 10,890 47,302 9391945 4

43 EPSILON SEA 2009 9 10.9 99.6 4,995.00 2,600 6,294 9517290 42

44 EVIAPETROL IV 2005 13 11 91.73 2,994.00 1,200 3,842 9301689 1

46 FALCON NOSTOS 2006 12 11.9 182.97 29,683.00 15,049 39,999 9301902 1

47 FRONT CLYDE 2014 4 13.1 183 29,993.00 10,140 49,452 9654579 1

48 FUTURA 2006 12 12.9 175.96 25,373.00 10,561 39,999 9293961 1

50 GANDHI 2008 10 11.3 176 25,400.00 11,640 40,164 9323560 1

51 GEA 2005 13 12.5 175.96 25,364.00 14,083 39,999 9292591 1

52 GEORGIA 2006 12 6.1 175.93 25,108.00 8,679 39,999 9302683 1

53 GLARD-1 2013 5 8.9 139.9 4,794.00 2,120 6,407 9679373 1

54 HANDYTANKERS SPIRIT

2007 11 12.2 171.2 22,184.00 7,150 34,671 9339636 1

55 HELEN M 2005 13 12.7 179.9 28,245.00 16,410 44,997 9308223 1

56 HENDA 2012 6 11.1 109.92 4,812.00 2,000 7,081 9566708 1

57 HIGH PEARL 2009 9 11.5 179.99 28,813.00 9,480 48,023 9512757 1

58 HISTRIA AZURE 2007 11 10.2 179.96 25,804.00 9,480 39,999 9357561 1

59 INYALA 2008 10 11.4 175.97 25,400.00 11,665 40,036 9381500 1

60 ISLAND CHALLENGER 1989 29 5.8 77.53 1,896.00 882 3,273 8711863 21

61 ISLAND TRADER 1987 31 7 77.53 1,896.00 882 3,317 8727836 23

62 IVER BALANCE 2011 7 9.5 109.94 5,948.00 2,942 6,180 9588251 1

65 KATERINA L 2009 9 5.9 90.6 2,511.00 2,800 3,357 9538309 4

66 KRITI 2004 14 11.4 179.99 28,799.00 9,480 47,999 9270737 2

67 KRITI JADE 2008 10 14.2 183.94 29,832.00 9,480 49,999 9391311 1

68 KRITI ROCK 1999 19 9.8 179.88 28,077.00 9,267 45,908 9182069 1

69 KRITI SEA 2002 16 12.7 182.5 28,553.00 8,561 47,045 9252400 1

70 LAIMA 2003 15 12 182.55 23,240.00 9,480 37,337 9260031 1

71 LEOPARD 2010 8 11.5 179.99 28,798.00 8,060 19,995 9555307 1

72 LOVELY LADY 1999 19 8.6 182.5 27,526.00 6,197 47,431 9158161 2

73 LUCA IEVOLI 2002 16 5.5 99.7 3,696.00 2,839 5,406 9250086 2

74 LUCKY LADY 2005 13 6.7 175.96 25,124.00 9,894 37,432 9288796 1

75 LUCKY SAILOR 2009 9 12.6 184.32 23,339.00 7,860 37,595 9464352 1

76 MAERSK EDWARD 2005 13 6.7 185.6 26,659.00 8,580 36,803 9274654 1

77 MAERSK KALEA 2004 14 11.7 173.96 25,507.00 7,877 38,877 9256298 1

78 MAERSK KATE 2010 8 10 183.17 24,463.00 9,480 39,755 9431276 1

79 MARIA M 2006 12 5.3 175.96 25,373.00 8,580 40,056 9301885 1

80 MARINER A 2005 13 11.7 175.96 25,364.00 7,815 39,996 9288954 2

81 MARMARA MARINER 2000 18 5.3 175.96 25,364.00 1,800 39,996 9175183 1

82 METEORA 2009 9 12.2 175.97 25,400.00 8,580 40,046 9322944 1

83 MINERVA ANNA 2005 13 11 230.67 56,324.00 13,735 84,996 9298507 2

84 MINERVA LYDIA 2004 14 12.5 179.99 28,799.00 9,611 47,999 9262900 2

85 MINERVA OCEANIA 2009 9 8.7 182.5 26,900.00 8,698 47,402 9380075 1

86 MR ARIES 2009 9 8.4 183.2 30,400.00 11,240 49,998 9421336 1


43

87 MUKHALATKA 2013 5 9 141 4,754.00 2,200 6,619 9676230 7

88 NAVIG8 EXCEED 2016 2 5.5 219 42,750.00 13,460 74,665 9735608 1

89 NAVIG8 SPIRIT 2006 12 13.2 183 30,105.00 12,450 50,548 9337327 1

90 NEPHELI 2009 9 5.8 90.6 2,512.00 3,120 3,416 9513361 3

91 OKYROE 2004 14 11.8 228.19 42,469.00 13,853 74,999 9273088 1

92 OTTOMANA 2006 12 12.1 169.11 18,034.00 7,650 25,304 9299214 1

93 OVERSEAS PETROMAR

2001 17 10.2 183 23,740.00 8,650 35,768 9222170 1

94 PETROLINA OCEAN 2009 9 12.7 113.1 5,589.00 3,900 8,066 9460617 84

97 QUARTZ 2015 3 12.2 183.12 29,812.00 9,162 49,999 9694361 1

98 QUERCIANELLA 2004 14 12.8 137.2 8,748.00 2,000 13,776 9284439 1

99 RIZOPON 1999 19 12.7 171.2 22,181.00 10,145 29,999 9167148 1

100 ROSCHEM 2 1986 32 8.1 89 1,904.00 2,180 2,754 8862935 1

101 SCF AMUR 2007 11 11.8 183 29,844.00 13,560 47,095 9333436 1

102 SCF PRUDENCIA 2012 6 8.9 228.19 42,208.00 11,450 74,565 9577123 1

103 SEA LEGEND 2008 10 6.5 249.97 62,629.00 12,852 112,511 9381744 1

104 SEACROWN I 2003 15 12.4 175.92 25,287.00 11,250 40,039 9248801 1

105 SEAEXPLORER 2003 15 9 175.93 25,287.00 9,480 39,975 9248796 2

106 SEAEXPRESS 2007 11 9.8 179.88 28,069.00 9,480 45,976 9344019 8

108 SEAVALOUR 2007 11 12 183.21 29,348.00 9,619 46,702 9315771 2

109 SELIN D 2003 15 6.2 113.5 4,430.00 3,500 6,663 9221786 1

110 SEYCHELLES PRIDE 2002 16 11.5 177.75 21,353.00 8,340 32,580 9251664 1

111 SEYMA 2013 5 11.7 121.62 4,364.00 2,320 6,343 9596777 1

112 SICHEM BEIJING 2007 11 13.2 128.6 8,627.00 4,440 13,068 9397042 1

113 SICHEM RUBY 2006 12 7.9 115 5,303.00 3,900 8,823 9344174 1

114 SKYROS 2006 12 10.4 184.05 23,270.00 9,485 37,562 9327425 2

115 STI CLAPHAM 2014 4 12.3 184.26 24,162.00 9,162 38,734 9696577 1

116 STI SAPPHIRE 2013 5 12.3 183.31 29,708.00 9,162 49,990 9650573 1

117 SUSANNE THERESA 2006 12 7.8 92.86 2,623.00 1,980 3,464 9334404 1

118 SW MONACO I 2004 14 12.3 175.93 25,108.00 8,580 39,999 9260275 1

119 SYN MAIA 1993 25 7.1 98.73 3,983.00 3,000 4,444 9003079 3

120 SYROS 2008 10 10.3 90.22 3,220.00 2,480 4,596 9371294 1

121 TAXIARCHIS 1994 24 9.3 72.4 1,321.00 2,100 2,415 9117806 2

122 TORM ATLANTIC 2010 8 13.8 183.2 30,221.00 9,162 49,999 9433509 1

123 TORM LOKE 2007 11 13.3 182.97 29,683.00 9,162 49,999 9301914 1

124 TORM REPUBLICAN 2006 12 12.6 183.2 29,242.00 8,580 46,920 9290658 1

125 VALDAOSTA 2002 16 12.7 176 19,408.00 7,134 26,200 9231705 4

126 VALLE DI CASTIGLIA 2001 17 11.5 176 25,100.00 8,580 40,218 9220926 1

127 VALSESIA 2008 10 6.9 184.32 23,335.00 7,860 37,481 9385178 1

128 VALTELLINA 2008 10 12.7 184.32 23,335.00 7,860 37,481 9384136 2

129 VERA CRUZ 1999 19 12.5 182.5 28,546.00 10,451 47,165 9178044 4

131 VILESH RIVER 2009 9 6.4 139.95 4,681.00 2,400 7,073 9435375 1

132 VINLANDIA 1979 39 6.2 103.4 2,808.00 2,640 3,847 7800100 1

133 ZAPPHIRE 2010 8 12.2 182.5 27,015.00 8,580.00 47,329 9391957 3


44

General Cargo Vessels

a/a Ship name Year

of Built

Ship Age

Service Speed

Length Gross

Tonnage

Power Engine

Kw DWT IMO

Calls 2016

1 ABERDEEN 2009 9 9.0 88.3 2,451.00 1,125 3,585 9313723 2

2 ACQUA STELLA 1985 33 6.4 113 5,974.00 4,412 9,515 8502470 39

3 ADA 1989 29 9.0 106.55 3,896.00 3,400 5,423 8714114 2

4 ADATEPE S 1991 27 7.3 78 2,331.00 1,160.00 3,262 8802466 1

5 AGIA PARASKEVI I 1980 38 7.3 80.2 3,433.00 2,206.00 6,150 7929619 2

6 AKELA 2007 11 11.6 94.72 3,766.00 2,460.00 5,575 9373199 1

7 AKHMED MAHMUDOV 2007 11 7.7 121.7 4,922.00 2,495.00 6,354 9368613 2

8 ALEKSEY AFANASYEV 1981 37 8.1 114.06 2,491.00 970.00 3,243 8033132 1

9 ALEXANDER 2013 5 7.6 127.34 5,172.00 3,250.00 6,826 9541150 1

10 ALGA 1991 27 8.3 91 2,854.00 2,237.00 4,336 8812954 1

11 ALTENAVI 1987 31 8.2 107.55 4,891.00 2,206.00 7,917 7917018 1

12 ALTIUS 1985 33 8.4 73.66 1,163.00 1,000.00 1,600 8511938 1

13 ANASTASIA 1996 22 7.6 84.3 2,528.00 1,764.00 4,056 8926121 2

14 ANDROMEDA 1979 39 10.1 80.96 1,590.00 1,280.00 2,354 7614666 2

15 ANNA 1997 21 9.1 100.63 3,618.00 3,905.00 4,815 9126716 1

16 ANNA 2005 2005 13 7.0 98 3,171.00 1,765.00 5,167 9369459 1

17 ARMONY 1977 41 8.0 70 1,690.00 1,012.00 2,689 7615012 1

18 ARROW 1988 30 10.6 92.1 2,986.00 1,030.00 5,150 8609917 1

19 ARSLANBEY 1989 29 6.2 115.8 2,980.00 1,176.00 3,332 8835994 1

20 ASVIRA 2005 13 9.7 81 1,972.00 1,323.00 3,346 9359210 3

21 ATLAS 2008 10 10.2 101.8 3,798.00 2,060.00 5,418 9473975 1

22 AYSHA M 1985 33 9.2 97.22 4,285.00 1,750.00 6,668 8511146 1

23 BATAYSK 1979 39 5.4 113.88 2,516.00 1,200.00 3,375 8230429 1

24 BEAUMAGIC 2007 11 9.0 88.6 2,545.00 1,520.00 3,817 9373266 1

25 BEE 2011 7 7.6 89.95 3,556.00 1,960.00 4,678 9506588 2

26 BERONIKE 1985 33 7.3 78.05 2,007.00 507.00 2,470 8509363 1

27 BLUE TUNE 2010 8 9.5 89.95 3,845.00 3,100.00 5,215 9491927 1

28 BUTES 2010 8 9.8 87.9 2,452.00 2,600.00 3,687 9409637 1

29 C.PIONEER 1985 33 7.1 87.99 2,561.00 1,080.00 3,732 8509832 1

30 CARA 1985 33 8.3 105.96 4,453.00 2,870.00 6,380 8315906 2

31 CATHARINA 1 1984 34 8.0 85.1 2,057.00 1,320.00 3,404 8117859 1

32 CEYDA AYTEKIN 1999 19 9.0 113.09 4,957.00 2,758.00 7,260 9045687 1

33 CONSTANCE 2011 7 10.5 86 2,415.00 1,456.00 3,176 9505338 1

34 DANA TRADER 1978 40 8.7 79.77 1,892.00 1,345.00 3,101 7726952 10

35 DEBBIE 1996 22 7.0 126 7,617.00 4,500.00 10,516 9128415 3

36 DESTINY 1981 37 7.7 87.95 1,939.00 1,200.00 3,504 8104577 3

37 DIAA 1997 21 7.9 96.32 2,551.00 1,500.00 3,660 7525592 6

38 DILEK 1997 21 6.7 88.2 2,905.00 1,800.00 4,463 9169732 1

39 DITZUM 2005 13 9.9 98.9 3,173.00 2,880.00 4,383 9323651 1

40 DK BLUE 1982 36 8.6 91.3 2,765.00 2,100.00 4,563 8101537 1


45

41 DONMASTER SPIRIT 2002 16 6.7 96.3 2,914.00 1,850.00 4,294 9282089 1

42 ECE G 1985 33 9.6 87.02 2,920.00 1,363.00 4,950 8404460 6

43 EDRO IV 1983 35 7.8 89.97 2,138.00 1,456.00 2,850 8843886 1

44 ELENI K 1976 42 8.0 75.35 1,769.00 1,351.00 2,586 7612668 4

45 ELENI K III 2006 12 7.0 80.6 1,972.00 1,454.00 3,291 9367841 2

46 EMRE KOSE 2011 7 10.4 109.23 4,671.00 1,980.00 6,603 9598684 1

47 EXE OTTER 1989 29 6.1 82.04 1,999.00 749.00 3,269 8810748 10

48 FLINTERDUIN 2000 18 10.7 111.75 4,503.00 3,280.00 6,358 9213882 2

49 FLINTERSPIRIT 2001 17 7.5 111.75 4,503.00 3,280.00 6,359 9229049 1

50 GENERAL SHIKHLINSKY

2008 10 8.1 99.89 4,109.00 2,600.00 6,096 9437775 2

51 GLORIA 1905 1997 21 10.1 98.25 2,986.00 2,990.00 4,992 9148233 1

52 GULF BLUE 1997 21 8.1 99.88 2,997.00 2,700.00 4,444 9125073 1

53 GULF EXPRESS 1999 19 9.2 93.3 3,784.00 2,999.00 4,625 9191101 1

54 GUNCE AKAY 2007 11 9.9 108.2 5,598.00 3,000.00 8,235 9421051 1

55 HARINGVLIET 2012 6 10.1 88.6 2,597.00 1,520.00 3,850 9625229 1

56 HELEN H 1977 41 8.1 80.4 1,889.00 800.00 2,925 7702114 8

57 HELSE 1992 26 6.4 81.08 1,582.00 1,490.00 2,378 9008586 1

58 HELVETIA 1982 36 5.6 99.75 2,318.00 970.00 3,346 8128858 1

59 HIZIR 2007 11 8.0 113.6 5,287.00 2,867.00 8,100 9396529 3

60 ISARTAL 1989 29 8.9 87.92 2,369.00 600.00 3,792 8903105 3

61 ISMAYIL SHIKHLY 2007 11 9.3 121.7 4,922.00 2,460.00 6,354 9368584 1

62 ITALIAN TRADER 1982 36 6.4 100.2 4,373.00 2,574.00 8,010 8100739 13

63 ITIDAL 1981 37 10.1 89 2,693.00 3,520.00 4,581 8003058 1

64 IVY 1985 33 7.7 87.99 2,061.00 875.00 3,206 8504284 2

65 IZMAIL 1992 26 9.3 88.45 2,977.00 1,985.00 4,050 8918344 5

66 JILDA 2006 12 9.0 80.6 1,997.00 1,323.00 3,367 9368637 1

67 KERIM 2008 10 7.8 92 2,982.00 1,710.00 5,235 9396701 1

68 LADY GUL 2000 18 6.9 88.78 2,545.00 1,520.00 3,812 9195731 7

69 LADY NURGUL 2006 12 9.7 92.65 2,901.00 1,638.00 4,472 9361263 2

70 LDR SAKINE 1993 25 11.3 111.06 4,193.00 3,400.00 5,401 9067582 2

71 LEONIDAS K 2007 11 7.0 80.6 1,971.00 1,323.00 3,330 9467782 3

72 LINA 1996 22 5.5 100.6 3,796.00 1,600.00 4,400 9128001 1

73 MAPLE 1985 33 9.6 87.99 2,590.00 1,510.00 3,748 8509844 1

74 MARE 1985 33 6.5 77.96 998.00 1,000.00 1,490 8411671 1

75 MARIA QUEEN 1985 33 6.9 92.55 2,726.00 1,491.00 3,700 8421987 2

76 MAXAL GITA 1982 36 8.5 91.91 2,584.00 1,470.00 3,595 8109096 1

77 MAXAL RAISE 1997 21 7.1 89.12 2,375.00 1,320.00 3,471 9148154 1

78 MEGA SUN 1984 34 5.7 119.39 4,988.00 3,309.00 7,206 8308006 1

79 MEKHANIK YUZVOVICH

1994 24 8.6 139.93 4,970.00 2,550.00 6,226 9116101 1

80 MERO STAR 1983 35 9.9 96.97 3,780.00 3,350.00 6,100 8321682 1

81 MICHALIS 1974 44 10.0 82.47 1,757.00 1,400.00 2,045 7383554 7

82 MITTELPLATE 2009 9 11.1 86 2,415.00 1,980.00 3,183 9501203 1

83 MORAZ 1995 23 6.0 126.08 7,617.00 4,430.00 10,517 9104809 5


46

84 MOSTEIN 1996 22 9.5 89.9 2,744.00 2,740.00 4,836 9100176 1

85 MUSE 1983 35 7.2 119 3,041.00 1,780.00 3,811 8101434 1

86 MYKOLA SLAVOV 2007 11 8.7 127.3 5,197.00 2,000.00 6,355 9363986 1

87 NAVIN RAVEN 2005 13 9.6 121.73 4,825.00 4,200.00 7,280 9368649 1

88 NEW GEMINI 2008 10 7.2 96.9 2,994.00 3,800.00 5,269 9523756 1

89 NIKOLAY KLINOV 2006 12 10.8 108.33 4,182.00 4,020.00 5,465 9383883 1

90 NORTHWESTER 1998 20 10.6 100.62 4,115.00 3,960.00 5,190 9141637 1

91 NUR 2006 12 9.3 81 1,972.00 1,840.00 3,348 9389370 2

92 OLA 1978 40 7.9 81.7 1,952.00 1,800.00 3,214 7703015 2

93 OMMAX 2010 8 7.8 107.57 3,298.00 1,030.00 3,794 9481738 1

94 OSLO 1996 22 10.0 89.74 2,805.00 2,200.00 4,224 9125700 1

95 OZGUN 2005 13 9.3 80.5 2,032.00 1,720.00 3,346 9318278 1

96 PALMALI CONFIDENCE 2006 12 6.8 139.63 5,684.00 2,880.00 6,933 9375082 2

97 PASADENA 2001 17 10.7 90.23 2,993.00 2,400.00 4,253 9017422 1

98 PENHAR 2010 8 9.5 118.9 4,106.00 1,980.00 6,517 9534365 1

99 POMORIE 1985 33 7.3 114.02 2,466.00 1,600.00 3,353 8725632 2

100 PRIME 1974 44 6.9 102.6 2,452.00 2,180.00 3,329 8943088 1

101 PRIWALL 1992 26 8.4 87.95 2,446.00 1,570.00 3,735 9051208 1

102 PROGRESS 2009 9 9.8 118.9 4,106.00 1,980.00 6,540 9371828 1

103 QUANTUM 1991 27 8.3 99.95 3,493.00 2,200.00 5,163 9005467 2

104 REGINA MED 1982 36 7.7 100.2 4,373.00 2,880.00 8,010 8100777 14

105 RIX FLEVO 1996 22 7.6 88.2 2,901.00 2,600.00 4,466 9139335 2

106 ROGER 1984 34 8.1 82.45 1,523.00 2,080.00 2,600 8410330 2

107 RORICHMOOR 2006 12 7.8 88.58 2,164.00 2,350.00 2,864 9375795 1

108 ROSI 2010 8 10.2 88.6 2,545.00 1,520.00 3,800 9517238 2

109 RUBUS 1992 26 12.7 107.98 3,958.00 3,630.00 5,930 9043380 1

110 SAN PORFYRIOS 1990 28 7.4 74.65 2,030.00 1,475.00 3,146 8719073 5

111 SANTA KATERINA I 1996 22 5.6 97 2,914.00 2,100.00 4,235 9143609 1

112 SCALA 2005 13 9.0 115.1 4,446.00 2,200.00 7,057 9370628 1

113 SEABEE 1990 28 8.8 85.75 2,033.00 1,600.00 3,502 8909185 2

114 SEHER YILDIZI 1984 34 6.2 82.17 1,981.00 1,229.00 3,253 8311522 2

115 SERAPHIMA 2011 7 8.3 123.17 4,878.00 2,950.00 5,185 9481908 1

116 SEVEN SEAS 1994 24 8.8 88 2,450.00 1,470.00 3,714 9006344 35

117 SEVEN STAR 1982 36 7.3 87.95 1,939.00 1,380.00 3,089 8211198 57

118 SHAIR SABIR 2006 12 9.3 108.33 4,182.00 2,040.00 5,509 9348326 1

119 SHIRVAN 2007 11 6.2 121.7 4,922.00 2,820.00 6,354 9368596 2

120 SIDER CAPRI 1997 21 9.0 99.51 3,415.00 2,940.00 5,018 9143403 1

121 SIMONA 1995 23 6.8 99.99 4,783.00 2,640.00 7,812 9101534 17

122 SIR 1989 29 5.3 81.97 1,717.00 2,200.00 2,834 8922395 1

123 SITHONIA 1982 36 8.9 107.43 4,134.00 2,941.00 6,607 8130851 1

124 SOTRA 1994 24 7.2 73.8 1,528.00 1,580.00 2,318 8890401 4

125 STARLET 1984 34 9.1 75.5 1,289.00 1,280.00 1,555 8401559 4

126 STAROCHERKASSK 1980 38 7.6 114 2,516.00 2,200.00 3,362 8728062 1


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127 STARVIP 2007 11 13.2 147.35 12,899.00 4,220.00 18,512 9326495 1

128 STELLA DI MARE 1984 34 6.3 88.6 3,120.00 2,400.00 4,885 8410380 1

129 SULTAN BEY 2008 10 8.5 99.89 4,109.00 2,500.00 6,096 9437799 1

130 SUNSHINE 1977 41 7.6 94.4 3,136.00 2,500.00 5,025 7526699 1

131 SUZZY 1990 28 9.3 85.83 2,598.00 1,790.00 3,510 9017800 1

132 SV. KNYAZ VLADIMIR 2003 15 9.9 128.2 4,974.00 2,400.00 5,440 9247613 1

133 TAGANROGSKIY ZALIV 2011 7 8.4 128.2 4,970.00 1,700.00 5,465 9374090 1

134 TAHA 2000 18 10.8 95.16 2,998.00 2,200.00 5,005 9195860 3

135 TALLIN 1997 21 9.6 89.74 2,810.00 2,200.00 4,222 9130224 1

136 TANGO SOL 1997 21 12.0 111.75 4,368.00 3,280.00 6,067 9155901 1

137 THORCO ATTRACTION 2006 12 6.5 132.2 6,296.00 3,840.00 9,775 9356402 1

138 TINSDAL 1998 20 10.1 90.32 2,981.00 2,080.00 4,200 9119567 1

139 TRADER 1992 26 9.0 86.04 2,575.00 1,800.00 3,092 9057214 17

140 TRANSMAR 1976 42 6.2 83.52 1,949.00 2,200.00 3,110 7427611 2

141 TRITOINS 1991 27 9.2 94.5 3,466.00 2,200.00 5,020 8913772 1

142 TWENTY SIX 1994 24 7.2 81.2 1,995.00 3,800.00 4,160 7720192 5

143 UGUR DADAYLI 2010 8 6.1 93.63 2,976.00 1,710.00 4,401 9554145 2

144 VADI 1995 23 5.9 126.08 7,617.00 4,430.00 10,517 9104809 1

145 VENATOR 1986 32 6.7 106.84 4,896.00 2,900.00 7,310 8507470 1

146 VERA SU 1989 29 7.9 89.29 1,984.00 1,440.00 3,217 8611219 2

147 VILKOVO 1993 25 9.8 88.15 2,977.00 3,600.00 4,050 8918382 2

148 VOLGA 1991 27 6.8 139.81 4,966.00 1,940.00 6,277 8847260 1

149 VOLGOBALT 230 1981 37 8.8 114 2,516.00 1,400.00 3,187 8230443 1

150 VOLGO-BALT 231 1981 37 6.2 113.88 2,516.00 1,400.00 3,208 8230455 1

151 VON PERLE 1991 27 8.2 88.77 2,381.00 1,580.00 3,749 9014664 1

152 WHITE STAR 2007 11 8.7 129.75 6,013.00 3,670.00 9,223 9381938 1

153 YAZ 1981 37 7.7 79.7 2,023.00 2,200.00 3,222 7924322 1

154 ZELEK STAR 2005 13 6.5 90.69 2,833.00 2,398.00 4,890 9379117 1

155 ZUIDVLIET 2013 5 10.4 88.6 2,597.00 1,520.00 3,734 9629809 1

Bulk Carrier Vessels

α/α Ship name Year

of Built

Age Power Engine

Kw

Service Speed

IMO Number Length Gross

Tonnage DWT

Calls 2016

1 AN PING 2009 9 11,674.00 10.8 9406805 189.9 30,962.00 55,259 1

2 BALTIC SPIRE 1997 21 5,847.00 12.70 9180011 169.03 16,764.00 28,545 1

3 ELYTIS 2007 11 2,600.00 9.00 9452452 119.95 5,222.00 8,152 1

4 JUDI MERAY 1995 23 5,830.00 10.10 9114543 170 17,429.00 28,547 1

5 MILOS 1997 21 4,608.00 11.40 9138446 153.5 14,397.00 24,045 1

6 PALAMAS 2007 11 2,600.00 9.60 9428152 119.95 5,222.00 8,184 1

7 SANN TRO 1995 23 5,560.00 9.20 9110315 167 16,252.00 27,327 1

8 SEA MOON 2002 16 5,844.00 11.00 9228227 170 17,431.00 28,493 1

9 AFRICAN HAWK 2004 14 5,770.00 9.10 9284362 178.43 17,944.00 27,074 1

10 CLIPPER TALENT 2009 9 6,232.00 13.20 9406075 178.7 19,972.00 30,474 1


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11 HORIZON 2007 11 6,140.00 12.70 9323637 178.7 19,891.00 30,192 1

12 JOELLE 2007 11 2,200.00 10.00 9396969 108 4,822.00 7,070 8

13 KAVAFIS 2007 11 2,500.00 9.70 9468750 119.95 5,222.00 8,160 1

14 NAVIN OSPREY 2009 9 2,400.00 8.60 9543316 112.8 5,087.00 7,532 1

15 NAVIN VULTURE 2009 9 2,400.00 9.80 9543328 112.8 5,087.00 7,000 1

16 SIRIUS 2001 17 2,650.00 11.00 9218208 107.57 5,381.00 7,567 2

17 AQUIS PERLA 1997 21 3,270.00 12.10 9161869 113.33 6,079.00 10,000 3

18 GRACE 2010 8 2,500.00 8.60 9486300 119.95 5,214.00 8,107 8

19 MANGARD 1998 20 2,400.00 9.50 9147863 107.57 5,381.00 7,579 1

Vehicle Carrier Vessels

a/a Ship Name Year

of Built

Age Service Speed

Length Gross

Tonnage DWT

Car Capacity

IMO Calls 2016

Total Power

KW

1 ALIOS 1980 38 5.9 171 17,884.00 11,400 920 7902635 1 12,000.00

2 CRYSTAL ACE 2012 6 16.8 199.99 60,131.00 18,481 6312 9539224 1 9,267.00

3 GRAND PEARL

2008 10 17 199.99 59,217.00 18,383 6300 9339844 1 14,280.00

4 HOEGH AMSTERDAM

2013 5 15.4 199.95 58,767.00 19,849 6500 9660798 2 16,660.00

5 HOEGH DETROIT

2006 12 14.9 228.7 68,871.00 27,194 6545 9312470 1 4,410.00

6 HOEGH SHANGHAI

2007 11 15.3 228.7 68,871.00 27,214 6100 9312482 1 7,560.00

7 HOEGH TARGET

2015 3 9.2 199.99 76,420.00 22,068 8500 9684976 2 9,740.00

8 LEO SPIRIT 2012 6 16.6 199.99 60,825.00 16,758 6280 9620695 1 15,090.00

9 MAIOR 1990 28 7.9 125.16 7,067.00 3,930 325 8716966 1 4,500.00

10 MERCURY ACE

2011 7 14.8 199.97 59,409.00 19,110 6109 9591052 1 15,100.00

11 MORNING CARINA

2007 11 20.5 199.94 60,876.00 22,755 6502 9338709 1 18,660.00

12 MORNING CLASSIC

2013 5 20.3 199.95 58,767.00 19,974 6910 9441609 1 18,580.00

13 MORNING COMPASS

2013 5 17.5 199.95 58,767.00 19,881 6645 9441611 1 17,220.00

14 MORNING POST

2014 4 16.6 199.97 65,276.00 22,675 7627 9669029 1 15,200.00

15 OPAL ACE 2011 7 16.4 199.99 60,131.00 18,507 6400 9539183 1 18,507.00

16 TINKERBELL MAR

1987 31 5.7 102 4,968.00 2,036 186 8614273 1 3,430.00

17 VIKING BRAVERY

2015 3 11.6 200 62,106.00 18,449 6833 9673020 2 12,400.00

B. Data for Port of Lemesos Terminal 2 - Vassiliko

Tanker Vessels

a/a Ship Name Year

of Built

Age Service Speed

Length Gross

Tonnage DWT IMO

Calls 2010-2016

Total Power KW

1 ALEXANDRIA 2008 10 8.8 99.6 5,034.00 6,379 9448889 86 2,970.00

2 ALFA SEA 2009 9 11.3 99.6 5,041.00 6,340 9517288 20 2,950.00

3 ANGELICA AN 1999 19 12.7 182.94 28,246.00 46,408 9198290 1 7,752.00

4 AQASIA 2011 7 9.3 85.11 2,141.00 2,849 9556753 3 1,680.00

5 AS LUTETIA 1999 19 9.7 183 23,843.00 35,930 9192753 1 7,860.00


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6 BALTIC ADONIA I

2003 15 7.6 182.55 23,235.00 37,197 9260005 2 12,870.00

7 BALTIC CAPTAIN I

2000 18 9.6 182.55 23,235.00 37,338 9208100 1 9,612.00

8 BALTIC SWIFT 2010 8 10.7 184.31 23,339.00 37,565 9464376 1 9,710.00

9 BRITISH DIAMOND

2008 10 14.2 288.43 102,064.00 84,552 9333620 3 30,080.00

10 BRITISH EMERALD

2007 11 7.4 288.43 102,064.00 84,303 9333591 1 31,540.00

11 BRITISH RUBY 2008 10 15 288.43 102,064.00 84,491 9333606 2 31,600.00

12 BRITISH SAPPHIRE

2008 10 10.9 288.43 102,064.00 73,099 9333618 2 39,900.00

13 BRITISH TRADER

2002 16 10.2 278.8 93,498.00 75,108 9238038 3 39,500.00

14 CIELO DI ROMA 2003 15 13.6 175.95 25,382.00 39,999 9241803 1 6,398.00

15 CONTI BENGUELA

2008 10 12.4 184.32 23,403.00 37,652 9391373 2 7,860.00

16 EVIAPETROL III 2009 9 9.9 79.47 1,751.00 2,468 9505754 1 1,340.00

17 EXCELLENCE 2005 13 18.6 277 93,937.00 77,348 9252539 11 23,830.00

18 EXPEDIENT 2010 8 8 291 100,361.00 83,166 9389643 2 26,496.00

19 FAVOLA 2002 16 11.2 180 25,651.00 35,076 9246786 1 9,601.00

20 FREJA POLARIS 2004 14 11 182.55 23,244.00 37,217 9302669 1 9,463.00

21 GALEA 2002 16 11.9 290 111,459.00 72,740 9236614 1 19,455.00

22 GREEN STARS 2001 17 11.7 183 23,682.00 36,038 9217448 1 9,240.00

23 HAMBISA 1997 21 13.3 182.92 28,027.00 44,549 9118056 1 8,500.00

24 HIOTISSA 2004 14 12 182.55 23,240.00 37,337 9260043 1 9,480.00

25 ISLAND CHALLENGER

1989 29 8.3 77.53 1,896.00 3,273 8711863 1 882.00

26 ISLAND TRADER

1987 31 6.8 77.53 1,896.00 3,317 8727836 1 882.00

27 ISLAND TRANSPORTER

1988 30 9 83.5 1,711.00 3,294 8619003 9 860.00

28 KANDILOUSA 1995 23 7.6 182.76 28,507.00 46,700 9081813 1 9,400.00

29 MAERSK RADIANT

2004 14 7.1 171.2 22,184.00 35,186 9298818 2 7,150.00

30 MAERSK RIESA 2003 15 12 171.28 22,184.00 34,557 9252292 1 7,098.00

31 MINERVA JOANNA

2008 10 8.7 183.21 29,295.00 46,924 9380386 2 9,500.00

32 OANA 2008 10 10.9 100.12 5,031.00 6,471 9405796 4 2,970.00

33 PORT STANLEY 2003 15 13.4 183 29,998.00 45,996 9246463 1 9,360.00

34 SAFFO 2008 10 6.6 182.86 24,112.00 38,396 9374428 1 9,480.00

35 SCARLET STAR 2005 13 11.9 182.55 23,298.00 37,252 9290828 4 9,380.00

36 SEACROWN I 2003 15 12.8 175.92 25,287.00 40,039 9248801 1 8,200.00

37 SEAVALOUR 2007 11 8.9 183.21 29,348.00 48,702 9315771 2 9,616.00

38 TIKHORETSK 1996 22 10.6 181 26,218.00 40,791 9105073 1 8,310.00

39 TORM FOX 2005 13 11.7 182.57 23,246.00 37,025 9302114 1 15,050.00

40 VALGARDENA 2008 10 8.6 184.32 23,335.00 33,505 9384124 1 7,020.00

41 ZAPPHIRE 2010 8 13.1 182.5 27,015.00 47,329 9391957 1 8,580.00

REPORT ON PORT OF LARNACA AND PORT OF ......The Port of Larnaca is the second, largest, port in...

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