International Shipping Magazine
International Shipping Magazine March 2012
Posidonia 4-8 June 2012, Metropolitan Expo, Athens Greece A unique blend of business and social interactions at the heart of Shipping Be part of the great Posidonia experience at a state of the art new venue The International Shipping Exhibition Organisers: Posidonia Exhibitions SA, e-mail: firstname.lastname@example.org www.posidonia-events.com CONTENTS KΩ∆IKOΣ 1612 Between us . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Viewpoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Spotlighting the industry news for nearly six decades! MARCH 2012 NAFTILIA Period A No 1-149 SHIPPING Period B No 483 Vol. 329 6 Events . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Publisher and Managing Editor 10 Letta Dimopoulou - Makri Consultants of the edition Reportage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Kate G. Ioannidou Theodoros Kantas 15 Editor in Chief Letta Dimopoulou - Makri Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Advertising Manager 10 Bia Babili Offices Piracy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Sotiros Dios Str., 185 35 PIRAEUS, GREECE Tel: +30 210 4226486 Fax: +30 210 4226487 e-mail: email@example.com 24 Owned by: News Digest . . . . . . . . . . . . . . . . . . . . . . . . . . . . Class Societies . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Letta Dimopoulou - Makri 14 28 Founded in 1957 by: Alexander Pop and George P. 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No part of this publication may be reproduced, stored in a retrival system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, without the prior written permission of SHIPPING. BETWEEN US Our shipping sector needs a ‘home’ of its own The government’s lax and destructive policy on the subject of shipping continues. Everything has been left to fate since there is no structured administrative body to consistently and effectively support shipping activity, monitor developments, and be at the ready to take immediate decisions regarding its growth. The shipping sector at present is treated almost with hostility, even though it is, at the moment, the sole, fundamental pillar of our national economy. For nearly two and a half years, maritime institutions have been calling for the restoration of the Ministry for Mercantile Marine to its old form. However, the promises of the ever changing ministers (of a ministry which just when you learn its new name, along comes another) are simply a way of passing the time. They continue to ignore the magnitude and severity of what, unfortunately at this time, comprises Greece’s only economic weapon – shipping – and its imperative need for its own ‘home’. We are ranked at the top of the maritime industry internationally, and neither PASOK nor its policies can change this. “If Greece at present has any hope, it is owed to the shipping and seamanship of the Greeks”, commented New Democracy’s Yiannis Plakiotakis, responsible for merchant marine and island policy, at the World Shipping Congress. However, this is ‘fine print’ for the government that we ended up with in 2009, and which lives in its own microcosm without realising that the state is beholden to give its utmost support to the progress of our shipping sector, which – no matter how we look at it – is a national matter. Lucas Papademos, the country’s prime minister for the last few months, has shown interest in the shipping community’s call for a maritime ministry and even managed to convince the community that he would reinstate the ministry with the coast guard included! He threw the idea on the table, everyone smiled in satisfaction, and afterwards... absolutely nothing. All we do is talk. Is there a surfeit of hypocrisy or perhaps a lack of true understanding of the seriousness of the subject – the only one which can form the foundation of the national economy? What can we say? We are been taken for a ride. Even ministers Michalis Chrysochoidis, Christos Papoutsis and Michalis Othonas recently admitted that the country with the world’s largest shipping sector needs a maritime ministry but with a separate coast guard. It took them a long time to admit it, and yet they still will not admit what the shipping world has been reiterating for so long – that a maritime ministry and the coast guard are a package deal. In any case, we cannot expect anything to happen in the few days that are left before the countdown to the elections. Nothing has happened for so long. Will they suddenly feverishly get to work to set something that they had unacceptably and unnecessarily destroyed to rights? Not a chance. They have other things to do. We will set our hopes on the post-election period. However, the unfavourable climate prevailing in the coastal shipping and cruise sectors is difficult to withstand and must be addressed immediately. The coastal shipping sector is going through the worst period in its history and is weary of seeking solutions and support from the state without response, while the cruise sector in Greece is going through its own dramas, having lost all bets for 2012... and 2013. And if a full lifting of cabotage is not voted for immediately, 2014 will also be a lost cause. As for marine tourism, that, too, is on a destructive course. “In ten days time, when the relevant law is voted on, the cruise sector in Greece will be completely opened up”, commented Anna Diamantopoulou, the new minister for Minister for Development, Competitiveness and Shipping. But these “ten days” that Annie referred to were also referred to by her predecessor last December. Are we playing around with numbers or should we take it seriously this time? Time will tell... LETTA DIMOPOULOU - MAKRI Publisher SHIPPING MARCH 2012 5 VIEWPOINT Shall we punish ourselves? Any cunning thought or ulterior motive begone from this column! Consider us one of the anxious, suffering citizens whom the government of George and his ‘gardeners’ have pursued to extinction. And this is why we could never be advocates of bipartisanism and acolytes of professional politicos. However, we are worried – we have children and grandchildren, and however you look at it, we have lived well. Our children, however, and their children, are not responsible for any of this! We are worried because the way things are heading, a ‘punishment vote’ is on the way, without the prior discussion that is required. Should we agree that bipartisanism was damaging? Yes, we should – although I never heard of a district attorney prosecuting anyone for a murder attempt on a PASOK prime minister, nor have I seen a terrorist murder of someone in the ‘democratic’ sphere. Should bipartisanism be punished? It should be, but what would be the result? What good can come from the fragmentation of the political scene? Will it allow the formation of alliances based on a shared approach or agreed strategy? Will a government emerge that could manage the country’s massive problems or will Greece sink into anarchy, disagreements and egoism? These are some of the questions that torment us while we head towards the polls. The choices are many and almost ideologically painless for voters, who have to 6 SHIPPING MARCH 2012 choose between the ‘core’ of their ideology, or some ‘satellites’ of the same. What would emerge though, from a ‘punishment vote’? What would the following day be like? Would we continue to move forward as Europeans? Will we undertake initiatives to remind Europe that history was written not with numbers but with culture , or will we manage to keep Papademos or some other ‘technocrat’ as prime minister? At this point the country needs a strong government that is ideologically unified and capable of stating the necessary ‘nos’ that need to be heard in the immediate future. Correlations on the world map are changing. Culture will prevail and our allies will be nations with cultural tradition and history. The fragmentation of the party system that kept the country in the camp of freedom during difficult times, is the real desire of those living under clouds and rain. The shredding to pieces of the ‘silent majority’ that made the country part of the EEC and brought it (with whatever mistakes it made) into the euro zone, is ‘butter on the bread’ of the vultures sharpening their claws. Our sun and sea is being offered to them almost for free. This is why we are worried. In case the ‘punishment vote’ turns out like the knife in the poem by Kavvadias, and in the end turns against us! D.K VIEWPOINT A Coastguard....divided By Theodoros Rentzeperis, former Commandant of the Hellenic Coast Guard This ‘amazing’ Greek story starts in 2009 after the general elections in Greece when the new Government decided to make structural reforms at administrative level. By a very high rank political decision, the Ministry of Merchant Marine lost its status as an independent ministry. It was also decided, the Hellenic Coast Guard, the ‘driving force’ of the Ministry for over 90 years, to join the other Policing Agencies (such as the Police, the Fire Brigade, the Greek National Intelligence Service and the Civil Protection Agency) under the the authority of the Ministry of Citizen’s Protection. For the Hellenic Coast Guard and Greek Shipping a new unexplored era had just started. Despite the successful role of the Hellenic Coast Guard in administering the Greek mercantile marine since 1920s, and nobody could challenge it, according to decisions taken at the highest political level today the sector of the Merchant Marine forms part of the newlycreated Ministry of Development, Competitiveness and Shipping after the last re-shuffle of Papandreou cabinet early this year. It is recalled that in 2009, the new Government merged the functions of the Merchant Marine Ministry, firstly within the newly established Ministry of Economy, Competitiveness and Shipping, while, secondly, in 2010 it was decided the establishment of the Ministry of Maritime Affairs and Island Policy in order to concentrate the shipping issues as a whole under one ‘umbrella’. It was, in other words, an 'effort' to re-establish the Ministry of Mercantile Marine but, once again, without the HCG personnel in its organization. Finally, the Ministry of Maritime Affairs abolished a few months later. Why? Nobody can explain. 8 SHIPPING MARCH 2012 Everybody, even in Greece or in Europe, at IMO, has really been confused by all these continuing changes and reforms with regard to Greek Shipping, a vital pillar of our national economy, without being in a position to explain this ‘phenomenon’ especially at a time that the financial crisis jeopardizes the 'existence' of Greece itself. On the other hand, the Hellenic Coast Guard has changed orientations and its role, now, is very clearly dedicated to law enforcement at sea, search and rescue operations, marine safety, marine pollution prevention, fisheries control and patrolling, prevention of the illegal immigration, drug interdiction. In simply words, after 90 years got in service of shipping, the Hellenic Coast Guard got a 'divorce'. In this article my intention is to describe the current situation as regards the administrative reforms in shipping sector and the new role of the Hellenic Coast Guard while on the other hand I will try to find and evaluate the 'benefits', if any, of the decisions of 2009 in the context of the financial crisis in Greece today. The Hellenic Coast Guard was founded in 1919 by an Act of Parliament (N. 1753/1919) and the legal framework for its function was reformed in 1927. Its foundation based on the Eleftherios Venizelos’ vision, which was, in fact, the administration of the Hellenic Mercantile Marine, a potential financial power for Greece in 1920s. In article 1 of Law 1753/1919 it is noted “A specialized Corps is established, namely the Coast Guard ('To Limenikon'), for the administration of the mercantile marine”. Today, the Hellenic Coast Guard, like most other coast guards, is a military organization that can support the Hellenic Navy in wartime, but resides under separate civilian control in times of peace. After the 2009 reforms, part of HCG officers still remain for a transitional period (until 2013) at the Ministry of Development, Competitiveness and Shipping in order to support the 'shipping' functions and administration as well as to 'transfer' knowledge and expertise to civil servants who are intended to staff the Directorates of the new Ministry. So far, more than two years after the decisions of 2009, nothing has been done towards this direction and nothing has been scheduled in order to implement the ‘new ideas’ which dictate that the new Ministry should be staffed by experts in the field of maritime affairs and not by a military, HCG, staff. Some people claim that the international shipping community ‘taunts’ Greeks because of the representation in the international shipping fora based on the HCG personnel. At VIEWPOINT this point, it is recalled that the Mr. E. Mitropoulos was an Admiral (rtd) of the Hellenic Coast Guard who joined IMO years ago and finally elected at the highest post of the Secretary General after a successful carrier in various posts of the Organization. Of course we cannot forget Capt. Zinon Sdougos, who had also been a HCG officer and served Greek shipping in IMO for many years. Last but not least, it is also recalled that Mr. Jeffry Lantz, a retired officer of the USCG, today Director of Commercial Regulations and Standards for Marine Safety and Security of the US Coast Guard was nominated by the US for the post of the Secretary General of IMO during the recent elections procedure last year. Therefore, to my understanding, Coast Guard people are fully linked with IMO and shipping because they are called to implement the international legislation for which they have an active role in the context of its consultation and adoption. Similar examples as regards representation at IMO or EU we can find into the composition of the Argentinean and Italian delegations at IMO and EU respectively where Coast Guard officers usually attend meetings and Sessions as Heads of Delegations. Therefore there is no incompatibility for a representative of a country to be a Coast Guard officer. Regardless of what has been mentioned so far, it should be pointed out that from the outset of this political initiative for reforms at shipping sector in Greece, the Greek shipping community, as well as the Seafarers’ Unions have expressed their objection. The significant issue of ‘the unjustifiable’ abolition of the Ministry of Merchant Marine remains unresolved. Circles of the maritime cluster in Greece claim that the channelling of the Hellenic Coast Guard to other competences hinder the daily operation of shipping companies while, at the same time, weakens the Greek presence in international organizations and the EU. "The dynamism and prestige of this presence was due to the significant contribution of the experienced officers of the Coast Guard. This is a policy with purely national characteristics, especially since shipping is the only sector unaffected by the domestic crisis and which, in the future, will be able to sustain the difficult process towards growth," contends the President of the Union of Greek Shipowners. There is no doubt that dynamism and prestige of the Greece's presence in the international fora and the EU was and is still based on the significant contribution of the experienced and skillful officers of the HCG. Nevertheless, despite the difficult times that Greece is facing, the Government maintains this “umbilical cord”, the institutional framework linking shipping with our country, which during the last decades has led to its maritime leadership worldwide. This is a policy with purely national characteristics, especially since shipping is the only sector unaffected by the domestic crisis and which, in the future, will be able to sustain the difficult process towards growth. "If our country wishes to remain a leader in shipping, interventions should be of a nature as to open new roads and not close the old ones" the President of the UGS. Mr. Veniamis has also said. "Greek shipping needs an experienced body able to act not only to meet its daily needs but with the knowledge gained over the years to protect its interests in international organizations," he continued. In this framework, the former Secretary General of IMO, Mr. E. Mitropoulos has said that beyond the economic benefits Greek shipping offers, it is a bargaining tool in foreign policy. He stressed the need in these difficult times to maintain the supremacy of Greek-owned shipping. Furthermore, one of the major Greek shipowners Capt. Panayiotis Tsakos has also voiced his displeasure at the axing by the new government of the country’s shipping ministry. It seems to me that Greeks live a new Greek tragedy. The views expressed by shipping stakeholders in Piraeus would appear more receptive to the change than the UK-based Greek Shipping Co-operation Committee (GSCC) which used a statement to lambaste the change. “The Hellenic Coast Guard [is] an integral and inseparable part of the Ministry of Merchant Marine”, the statement read, calling the old ministry a “highly specialized and capable administrative body”. The GSCC is concerned that the separation of the Hellenic Coast Guard from the Ministry of Merchant Marine will create widespread upheaval, resulting in inevitable, significant and prolonged operational dysfunction, detrimental to the Greek shipping industry, maritime safety, security and the environment. So far, I have described the concerns that have been expressed by Greek Shipowners without mentioned that the Panhellenic Seafarers Union (PNO) has also expressed objections against this reform. Both Unions have declared that the 'One Stop Shop' shipping administration which served for more than 90 years has been actually abolished and divided in two or more parts among different Ministries with different competences. Until 2009, the Ministry of Mercantile Marine along with the HCG skillful personnel on a 24/7 basis administered the Greek Shipping. So far, nobody can detect any added value of this political decision. The argument that the impetus behind the reform of the HCG was the challenge of combating illegal immigration, which could best be done by combining into one ministry all the civilian agencies responsible for Greece's security seems to be inadequate of what the HCG has done since its foundation in 1919. The difficulty of guarding the maritime borders of Greece -which has 18,000 kilometers of coast line and roughly 3,000 island and islets- is a reality. Nobody can challenge it. The fact that the HCG has to worry about economic crime, narcotics smuggling, and human trafficking, as well as illegal immigration, is finally a crucial factor to make this reform while on the other hand the SHIPPING MARCH 2012 9 VIEWPOINT same organization administers successfully the Greek Shipping? The fact that Greece has "bad neighbours" makes this problem worse, I agree. There is no doubt that Greece has to confront the huge challenge to its stability and security posed by illegal immigration. We cannot overcome that illegal migration has also created a severe financial strain on Greece, since once illegal immigrants arrive in Greece, mainly from Turkey, they can activate all the protections of EU laws and institutions, thereby making Greece responsible for them. Can this situation make a Government to take a decision against its interests, especially in an area where Greece is considered as one of the major maritime countries? The Greek shipping community still continues to be dismayed by the unfortunate and misguided abolition of the Greek Ministry of Merchant Marine, more than 2 years ago and the efforts to separate the Coast Guard from the administration of the Greek flag registry, except for policing and security issues, the experiments that followed and the continuing and worsening disorganization not to say paralysis of the administrative authority of the Greek register, which is very damaging. And this is while the Ministry of Maritime Affairs, Island and Fisheries in the recent past and the Ministry of Development, Competitiveness and Shipping, today, is still mainly stuffed by Officers from the Coast Guard, who have the expertise, but are soon to be replaced by who knows whom in less than one year. Today, by splitting the HCG staff in two administrations (the Ministry of Citizen's Protection and the Development, Competitiveness and Shipping) undoubtedly creates confusion to the Greek maritime cluster. Concluding, there is no doubt that the re-establishment of an autonomous Ministry of Mercantile Marine staffed by the HCG personnel is the only reliable and effective solution for dealing with the disorganization problems that Greek shipping faces the last three years. The HCG Staff can concurrently continue to carry out its tasks in the framework of policing and guarding the sea borders and ports as well as in investigating any illegal action at sea or in any area of its responsibility while on the other hand to complete its tasks in the field of the administration of Greek Shipping. The successful exercise of the Olympic Games of 2004 in Athens proves that the HCG can provide adequate and quality services in every area related to maritime surveillance or shipping activity in the framework of the 'One stop shop' concept. With this in mind, today pending the special circumstances that Greece suffers due to financial crisis, perhaps the re-establishment of the Ministry of Mercantile Marine with the HCG Staff in its organization could be considered as the modern 'wooden walls', that would lead to a sustainable and viable solution for the problems of its national economy. EVENTS 3rd Annual Capital Link Greek Shipping Forum Huge success with over 850 participants Nicolas Bornozis at the podium Dagfinn Lunde at the podium With huge success, as evidenced by an impressive attendance that exceeded 850 participants, Capital Link organized its Third Annual Greek Shipping Forum under the title “Shipping & Capital: Funding & Investment Opportunities” on February 29, 2012 at Hilton Athens Hotel. Capital Link is organizing on an annual basis Shipping Forums in New York and London, where listed shipping companies, bankers and analysts address the international investment community, while at the Athens Forum the international financial community and market experts address the Greek and international shipping industry. The Forum discussed the latest developments and trends in international trade, dry bulk commodities, and the energy markets - framed against the broader backdrop of the global economy - but also review the various funding alternatives for raising capital among listed and private shipping companies. Experts additionally addressed effective investment strategies and risk management in today’s shipping industry. Capital Link’s President, Nicolas Bornozis emphasized that current conditions in the shipping market present attractive opportunities for investors with long term horizon. Therefore adequate access to capital is a key competitive advantage that enables expansion at a low point in the cycle. In other companies access to capital is a matter of sustainability. The landscape of investment opportunities has changed due to the development of technologies that enable greater efficiency, transport safety and environmental protection. At the luncheon, the Keynote Speaker, Dagfinn Lunde, Member of the Board of Managing Directors, DVB Bank addressed the audience on “Challenges & Opportunities in Shipping Today”. Topics and presentations Introductory remarks were presented by Nathanael Mauclair, Managing Director, NYSE Euronext, while throughout the day presentations were made by the following: Nick Kounis, Head of Macro Research, Group Economics, ABN AMRO presented on «The Global Economy & World Trade». Apostolos Poulovassilis, Nigel Lowry, Helena Athoussaki, Nicolas Bornozis EVENTS Dr. Kostas Perris, Director, PriceWaterhouseCoopers presented on «Driving Efficiency & Effectiveness in a Shipping Organization». Magnus Fyhr, Chief Executive Officer & Managing Director, Clarksons Capital Markets, presented on «Investment Opportunities in Shipping Today». Dr. Anil Sharma, Founder, President, and CEO, Global Marketing Systems, Inc. (GMS), presented on «Green Ship Recycling – Trends & Investment Opportunities». Vasiliki B. Tsaganos, Partner, Fried, Franks, Harris, Shriver & Jacobson LLP presented on «Raising Capital in the US Capital Markets – Legal Considerations». Marc Richards, Partner, Blank Rome LLP presented on «“So You Want To (Or Should Be) A Chapter 11 Debtor Under The U.S. Bankruptcy Code”». Barry I. Grossman, Partner, Ellenoff Grossman & Schole LLP, presented on «Reverse Mergers: Alternative Public Offerings». Shawn Frost, US Capital Markets Partner, Ernst & Young Greece, presented on « Navigating through Accounting & Regulatory Changes». Isabella Schidrich, Senior Managing Director, NASDAQ OMX made the Introductory Remarks at the afternoon sessions. Erik Helberg, Chief Executive Officer, Oslo, RS Platou Markets, presented on «Oslo as a Capital Raising Destination». George Dalacouras, Dagfinn Lunde and Dimitri Dalacouras Discussion panels There were various discussion panels, as per the following: «Shipping & Bank Financing» Moderator: Jasel Chauhan, Senior Associate, Holman Fenwick Willan LLP Panelists: George Arkadis, Chief Representative, Energy, Commodities & Transportation (ECT), ABN AMRO, Dimitri Vassilacos, Head of Greek Shipping Citibank International plc, Evan Cohen, Managing Director and Global Head Dry Bulk Group, DVB Group Merchant Bank (Asia), Dimitris Gialouris, Shipping Manager, Marfin Popular Bank Public Co. Ltd. «Energy Efficiency/Environmental Equation – Challenges & Opportunities» Panelists: Helena Athoussaki, CEO, Carbon Positive and Apostolos Poulovassilis, Regional Marine Manager, Europe, Middle East & Africa (EMEA), Lloyds Register. «Restructuring as an Investment Opportunity» Moderator: Stuart Gelfond, Corporate Partner, Fried, Frank, Harris, Shriver & Jacobson LLP Adamantios Polemis with Olga Bornozi Nicolas P. Tsakos with Nikos Mazarakis EVENTS Panelists: Ken Becker, Director, AMA Capital Partners, Socrates Leptos, Bourgi, Assurance Partner, Global Shipping & Ports Industry Leader, PwC and Dr. Gunnar Gerig, Senior Manager, Ernst & Young GmbH Dagfinn Lunde with Nicolas P. Tsakos «Are Capital Markets Open to Shipping Today»? Moderator: Antonios Backos, Corporate Partner, Watson, Farley & Williams LLP Panelists: Sandy Reddin, Managing Director, Knight Capital Americas, L.P., Eric Schless, Managing Director, Wells Fargo Securities, Philippe Chryssicopoulos, Managing Director, Head of Shipping EMEA, Bank of America Merrill Lynch Securities and Wiley Griffiths, Managing Director, Global Transportation, Morgan Stanley. «Alternative Sources of Ship Finance» Moderator: Clay Maitland, Managing Partner, International Registries Inc. Panelists: John Ong, Managing Director & Head of Corporate Finance & Capital Markets, ABN AMRO Securities (USA) LLC, Hamish Norton, Managing Director, Jefferies and Peter Sorkin, Director of Transportation Research, Knight Capital Group. «Investor Attitudes in Shipping» Moderator: Nicolas Bornozis, President, Capital Link, Inc. Panelists: Ben Nolan, Director of Shipping, Knight Capital Americas, L.P. and Michael Webber, Vice President & Senior Equity Analyst,Wells Fargo Securities, LLC Supporting Organizations Olga Bornozi with Nicolas Bornozis Isabella Schidrich with Leon Patitsas In line with tradition, Capital Link enables organizations to contribute to the forum’s enduring success. This year’s Supporting Organizations were the Association of Banking and Financial Executives of Hellenic Shipping, Cass Business School, the Hellenic Chamber of Shipping, the Hellenic Shipbrokers Associations, Piraeus Marine Club, The International Propeller Club of the United States - Port of Piraeus and WISTA Hellas. EVENTS Maria Tsakos Foundation: Aiming to promote research and tradition in shipping The Maria Tsakos Foundation Board of Directors met in Chios on the 25th & 26th of February in the presence of its Founders, Captain Panagiotis Tsakos and Mr. Nikolaos Tsakos, under the chairmanship of Mr. Efthimios Mitropoulos, former SecretaryGeneral of IMO. The Board took stock of developments since its previous session in June 2011 and assessed the various educational, cultural and charitable activities, which were successfully carried out during the past year. In addition, it examined and approved a full range of activities planned for the current year. (l to r) Thomas Zaphiras, George Zambelas, Dr. Christos Zerefos, Cpt. Panagiotis Tsakos, Efthymios Mitropoulos, Nicolas P. Tsakos, John Polychronopoulos, Maria E. Tsakou 16 SHIPPING MARCH 2012 The Board then proceeded with the establishment of the Scientific Council provided under the by-laws of the Foundation. It appointed Dr. Stamatis Krimizis (a member of the Athens Academy and renowned space scientist) as the Council’s chairman along with the Bishop of Chios, Mr. Markos and Professor Dr. Christos Zerefos (also of the Athens Academy) as members. They undertook to assess the selection criteria of other candidates (from Greece and abroad) for the Council before a decision is made in due course. Following the proceedings, the cutting of the traditional Vassilopitta took place officiated by His Eminence the Bishop of Chios, in the presence of the Founders, the Chairman and members of the Board and the Scientific Council, employees, seafarers and their families, local authorities and many of the Foundation’s volunteers and friends. In his inaugural speech to the Board, Mr. Mitropoulos referred to the roots of the Foundation and its ambition to contribute to the filling of any vacuum in the broad field of maritime research and tradition -in Greece and worldwide. He restated that the objectives and strategy of the Foundation are based on the pillars of research, maritime tradition, environmental protection, philanthropy and education, with particular emphasis on shipping and seamanship. He emphasized the need for a collective effort to make the Maria Tsakos Foundation – International Centre of Maritime Research and Tradition a beacon of excellence in its sphere of activities and a genuine and fine source of pride both for the maritime community and Greece. REPORTAGE Fifty million euro from the USG for community purposes and maritime education Greek ship owners – both as individuals and in groups – have demonstrated their love for their homeland in practical terms. Schools, foundations, scholarships and grants bear the signature (and sometimes the name) of maritime benefactors. Who could forget Kourkoumelata, the village built by Vergotis on Cephalonia in the wake of the 1953 earthquake? Is not the name of Nomikos written on the Santorini Cable Car there for all to see? Who would forget the gift of John S. Latsis to the earthquake affected citizens of Kalamata? Is there anyone unfamiliar with the Onassis Cardiac Surgery Center, established in its entirety by the Alexander S. Onassis Public Benefit Foundation? Is there anyone unfamiliar with the Maria Tsakos Foundation’s gifts to the nation? Who has not heard of the Pateras Foundation? Who has not admired the museums of Oinousses and Mykonos and the library of the Aikaterini Laskaridis Foundation? There are many such works and endowments but not one of the benefactors has wished to see his or her deeds in the spotlight. However, it seems to us that the Union of Greek Shipowners (USG) president’s reference to an offer of 30,000 euro from every shipping company towards our compatriots, who are suffering from the economic crisis, is mistaken. These things should not be announced publicly, nor should a lower limit be set on contributions. These things should be done in the ‘right way’ and announcements made when the amount – the distribution of which should be decided upon and arranged beforehand – has already been collected. This would ensure that the USG avoids the embarrassment posed by a certain fund set up for those affected by the Ilia prefecture fires – the ‘Molyviatis’ fund, which immediately after a change of government... went ‘walkabout’. It is fortunate that after the lack of success which the ‘30k’ announcement met with, and the treatment it received from the media, relatively successful measures were taken to reverse the undesirable scenario that was unfolding. Thus, as this reportage goes on to say, the USG will have collected the sum of 50 million euro by Easter, mainly for the benefit of fellow Greeks affected by the crisis, followed by the maritime colleges. In a letter sent to USG members after the relative failure at the general meeting, USG president Theodore Veniamis, noted that ‘30k’ was a suggested amount and anyone desiring to could offer more. In the letter, Mr Veniamis mentioned that “the amount that will be collected – which is estimated at possibly reaching 50 million euro – will chiefly be allocated to humanitarian and social work, and secondly to support the maritime colleges, since the cultivation of our ships’ human resources, in addition to covering major shipping needs, also has a social dimension today, as it paves a road of hope for young people trapped in the unemployment of dry land.” Of course, Greek shipowners, even now that they themselves are feeling the consequences of such a great crisis, can provide significant assistance to the beleaguered Greek people. Mr Veniamis may refer to 50 million in his letter, but in today’s difficult times, both words and, of course, acts, have a particular significance. It would be much better for everyone that instead of using terms such as ‘humanitarian and social work’ we used terms suited to today’s conditions, such as ‘national duty’. Over time, the Greek shipping community has demonstrated that, above all, it is the homeland that counts. We are fully familiar with the national projects undertaken by John G.P. Livanos, during a period when the country's relations with the US, under the leadership of Constantine Karamanlis, were strained, as we know that John Latsis had much easier access to George Bush and Maggie Thatcher than did powerful leaders. Whatever the case, Greek ship owners find themselves in a ‘plus’ position in relation to the execution of their national duty. Take care, however, with failed goals, particularly during difficult times like the present. The USG has tradition and history, built carefully upon great figures. Its actions, therefore, need care. Great care. D.K SHIPPING MARCH 2012 17 REPORTAGE THE CRISIS BRINGS NEW ORDERS IN ITS WAKE Greeks order 119 ships in 2011 Over time it has appeared that Greek ship owners have not missed a single opportunity, risking investments during both large and smaller market crises. Thus with the current global economic downturn scaring off investors, in 2011 our “sea entrepreneur” compatriots went on to order 119 ships with a total capacity of 10,193,482 dwt, costing 12,032,000,000 dollars! For the construction of these ships, Greek ship owners turned exclusively to shipyards in Korea and China, cementing powerful links with the shipyards of the Far East and also demonstrating that cooperation with China is of special interest since Chinese banks have become actively engaged. China Development Bank (CDB) signed a loan agreement with DryShips Inc., George Economou’s Wall Street listed company. The loan, coming to 120 million dollars, partially covers the funding of three ships (206,000 dwt each), which will be delivered in 2013-14 from the Chinese shipyard Shanghai Jiangnan-Changxing. The above agreement comprises the first step of the 5-billiondollar financing package announced by Chinese Prime Minister Wen Jiabao, in October 2010 after the Greek-Chinese overtures of the Kostas Karamanlis government. Ships will be certified by the US and Chinese shipping registers. The loan was organised by CDB and Bank of China. Advisor on the agreement completion was XRTC, owned by George Xiradakis, who told press that, “It is the first loan for the new funding scheme supporting the Greeks, in the form of a syndicated loan between two Chinese banks, without the involvement of a Western or Japanese bank. Its completion is an important step towards the Chinese government’s goal of covering the gap in maritime funding in the international and Greek market, while strengthening the shipbuilding industry. The new loan is the result of a long term, fruitful collaboration between Mr Economou’s Cardiff Group with the banks and the careful, assiduous cooperation of CDB bank executives in Ningxia and Beijing.” As XRTC figures show, in 2011 Greek ship owners signed contracts for the construction of 119 ships, worth over 12 billion dollars, and with a total capacity greater than 10 million tonnes. In 2010, our compatriots had ordered 204 ships worth 9.7 billion dollars, with a preference for dry cargo ships. In early 2011, interest turned to containers and immediately afterwards shifted to LNG carriers. Forty-three percent of ships ordered in 2011, belong to the latter category. Typically, the ship owners collaborated with shipyards in China for cargo ships, while the LNG carriers, costing more and of more complex construction, were entrusted to the Koreans. In 2012 an increase of 12 percent is expected in the dry bulk carrier fleet, and eight percent in container ships. For tankers, an increase of about seven percent is expected, and three percent for crude oil carriers. This situation has led to a drop in freight, but all indications show that healthy companies and newly built ships will win the trust of shippers and leave behind those do not modernise in time. Every crisis has winners... and losers. ‘Comrade-ship owner’ Angelopoulos ‘warms up’ students at Stylida schools “In politics, many things happen that are never talked about and many things that are talked about never happen”, as statesman Constantine Karamanlis once said. The same happens in life. We who deal in maritime matters know very well that many of the things done by ship owners for the public interest are not talked about and, naturally, never written about. This is why we are happy when we have an opportunity to write about some deed that has come to the fore. Such an opportunity is the decision taken by Constantine Angelopoulos to ‘warm up’ the students of Stylida (mayor of which is popular actor Apostolos Gletsos) by undertaking expenses for the purchase of heating oil for the municipality’s schools. 18 SHIPPING MARCH 2012 So how did we find out about it? The offer by Mr Angelopoulos was made known during an award ceremony for Stylida students who achieved university entry. The mayor considered it appropriate to honour the ship owner and, without telling anyone, undertook to ‘warm up’ the dreams and hopes of the students of the beautiful Fthiotida city. “We did not ask for money, but for food, clothes and oil,” said the mayor. “The Kallikratis plan gave us schools, but no money! Fortunately we have a ‘comrade-tycoon’! Were all tycoons like him, we would eat with golden spoons!” said Mayor Gletsos in his speech. “‘Comrade’ Mayor, I am glad that the students are warm. It warms my heart!” replied the ‘comrade-ship owner’. "How can we not feel better after such actions?” YOU CAN COUNT ON US! The GL-classed fleet has exceeded the 100 million GT mark. Our formula for your success is based on technical expertise, client proximity and business understanding. Our clients count on their partnership with us. You can, too. Germanischer Lloyd SE www.gl-group.com/100million-gt email@example.com REPORT Greece is open for business: Posidonia and Greek Shipping send confident message to the world The presence of thousands of participants from some 80 countries, the move to a state-of-the-art venue offering exhibitors excellent facilities and many opportunities to promote their business and the staging for the first time of a series of top level conferences and seminars concurrently with the exhibition, will confirm Posidonia 2012 exhibition as the most important event in the international maritime and business calendar. This year’s Posidonia will also be good news for Greece, as it will project a positive image of Greece and send a strong message to the world at large that Greece has success stories to celebrate and the unique achievements of the Greek shipping industry on the world stage and in the field of sea transportation, is one of them. Global shipping is gradually overcoming the gloomy international economic outlook as the organisers of industry flagship event Posidonia 2012 have revealed growth in exhibitor numbers for the next event to take place 4-8 June 2012 in the state of the art new Metropolitan Expo, located by the new Athens International Airport. The projected increase is buoyed by the stronger participation of traditional shipbuilding nations and engine and equipment exporters all vying for a bigger slice of newbuilding orders placed by Greek shipowners, as well as many companies servicing this global fleet. Posidonia 2012 will not only showcase new technologies, products and services, but also provide a critical insight into the key issues and recent developments affecting world trade and sea transportation. The newly launched Posidonia conference and seminar programme, to be hosted inside the exhibition venue, will examine important topics currently affecting the maritime industry. Decision-makers in the fields of trade, finance, shipbuilding, environmental policy and technology will discuss and debate strategic issues while attempting to evaluate the macroeconomic outlook for the global economy and its impact on sea trade. The collective might of Greek shipowners, who last year invested a total of US$ 8.5 billion on newbuildings, has yet again 20 SHIPPING MARCH 2012 propelled biggest exhibitor China to increase its Posidonia national pavilion size by a total of 30 per cent to 1,300 square metres in an effort to accommodate strong interest by its ambitious shipbuilding sector as it tries to attract Greek owners into the country's yards. For the first time this year Posidonia will also welcome a Norwegian national pavilion to showcase its country’s engineering and technological capabilities. Long standing exhibitors from Japan, Korea, USA, Denmark and Holland, will all field pavilions increased by between 30 and 110 percent. "Posidonia will highlight the contribution that the Greek shipping industry makes to Greece’s economy, which, in these challenging times, is now more important than ever. Senior executives of the global maritime industry will be in Greece to attend Posidonia, underlining the leading position that Greek shipping enjoys around the world” said Themistocles Vokos, Chairman of Posidonia. "This year we are turning a long awaited page as Posidonia moves to Metropolitan Expo, a state-of-the-art exhibition centre spanning 45,000 square metres which will further improve the image and global appeal of Posidonia as the shipping industry’s ‘finest forum’ and will significantly increase the record number of exhibitors and visitors it attracts. An important feature of this year’s Posidonia is the newly launched conference programme, which will provide insight into the challenges facing the maritime industry.” John Lyras, Chairman of the Posidonia Coordinating Committee and past-Chairman of the Union of Greek REPORT Shipowners, added: "We welcome all participants to this year's Posidonia, which takes place at a time when the entrepreneurial spirit and the international skills and expertise of the Greek Shipping Community are assets that Greece and the European Union should use, as we face the challenges ahead." The Posidonia Conference and Seminar programme includes the following events: Tuesday 5 June 2012 • Tradewinds Shipowners Forum, Tuesday 5 June 2012 • US Embassy Seminar: Maritime Anti-Piracy Solutions and Technology Wednesday 6 June • HELMEPA 30 year Anniversary: Conference on State of the Art in Environmental Ship Design and Operation Thursday 7 June 2012 • Newsfront/Naftiliaki & MARTECMA: The 2012 Shipbuilding Conference: Building for the Future • NAMEPA Seminar: Environmental Issues and Compliance in the United States Friday 8 June 2012 • University of Piraeus, Dept of Maritime Studies & European Institute of Shipping and Transport: Applying “heretic” methods in Shipping Management Posidonia 2012 week will set sail on Friday, June 1st with the Lloyd’s Register-sponsored Posidonia Cup sailing regatta, which has been the traditional prelude to the event since 2002. The Posidonia ShipSoccer Tournament kicks off two days later on Sunday June 3rd with the Exhibition open to visitors from June 4 to June 8. Posidonia 2012 is sponsored by the Greek Ministry of Development, Competitiveness and Shipping, the Municipality of Piraeus, the Hellenic Chamber of Shipping, the Union of Greek Shipowners, the Greek Shipping Co-operation Committee, the Hellenic Shortsea Shipowners’ Association and the Association of Greek Passenger Shipping Companies. The Propeller Club of the United States sketch history The “Propeller Club idea,” began during the latter part of 1922 when the famed “Ship Subsidy Bill” was engaging Congressional attention. A small group of inspired marine men met daily at a luncheon to talk over the problems of the industry with which they were all associated. As they met, the luncheon group became larger. Conversation was not so easily carried on so the format was changed and speakers on various shipping topics were invited to informally address the group. The plan proved interesting and then successful. The group continued to expand. Formal organization followed informal gatherings. Thus, on January 24th, 1923, the “Propeller Club of the Port of New York”, had its first meeting as such. Thirty-three men were present who decided on the Propeller Club name and continuation of meetings at regular intervals. News of the success of the Propeller Club in New York soon traveled to Boston. Shipping men in Boston expressed a desire to participate and on the 3rd of February, 1927, the affiliated Propeller Club of the Port of Boston became a reality. This was followed shortly by a Club in New Orleans organized on May 4th, 1927. At Yale University, a body of engineering students had banded themselves together as The Propeller Club of Yale University. Following this, a national organization was proposed and on November 9th, 1927, the four Ports of New York, Boston, New Orleans and Yale University convened at the old Waldorf-Astoria Hotel in New York City. When the meeting had concluded, The Propeller Club of the United States had emerged, complete with constitution, by-laws. Following this Club number 5 was chartered in Tampa, Florida on May 25, 1929, followed by the first west coast Club in Seattle on July 6, 1929. Additional Clubs followed in Florida in Jacksonville on November 17, 1930 and in Miami on December 23, 1930. In 1932 the first Overseas Club was formed in Hamburg, Germany by American Citizens engaged in the maritime business in Germany. Today, The Propeller Club of the United States consists of eighty-six ports of which fifty-three are within the United States, and thirty-three are located overseas. Membership is over 10,000. In addition, sixteen student ports are embraced in this country and five overseas in universities having in their curricula courses in naval architecture, marine engineering, foreign and domestic commerce, trade and transportation, business administration and economics. The development of Student Ports has proven to be one of the important features of the Propeller Club movement. One goal of The Propeller Club of the United States is to have a Propeller Club Port in every maritime locality in the country, on the coasts, the rivers and the lakes, for the purpose of educating the public on matters pertaining to American water-borne commerce. There is no greater constructive force than one which brings people together in common cause; this has been one of the chief missions of the Propeller Club, wherever established. SHIPPING MARCH 2012 21 REPORT Round Table associations believe the timing is not right for an MBM As it issues its latest position paper on greenhouse gases from ships and market-based measures, the Round Table of international shipping associations (RT) is of the view that Market Based Measures (MBMs) are not justified at this particular time. The RT fully supports the adoption at IMO of mandatory Energy Efficiency Design Index (EEDI) for new ships and the Ship Energy Efficiency Management Plan (SEEMP) for all ships. It is convinced that the SEEMP will allow shipowners to better gauge their energy consumption and thereby enhance existing operational efficiency, since fuel is the single highest operational cost factor and this fact alone has already induced shipowners to become more energy efficient. In the event that Market Based Measures (MBMs) are eventually introduced to shipping by IMO, these should apply globally and should completely address the nine principles adopted by IMO, it says. If ultimately it is found that technical and operational measures cannot wholly meet the agreed reduction targets, then any funds generated by means of a globally applied MBM for shipping must be controlled by IMO, says the RT, and, in large part, be disbursed to support further technological development focused on energy efficiency in shipping. It further maintains that the collection and distribution of such funds should be based on a very simple, transparent, verifiable and auditable scheme which minimises any additional bureaucratic and financial burdens on shipping companies. The RT does not believe that an Emissions Trading Scheme (ETS) can be practically and effectively applied to shipping, as the shipping industry in concept and functionality is global and relies on mobility, diversity, open access to markets and free trade. It stresses that the very complexity of international seaborne trade renders the concept of ETS unworkable for the shipping industry. The RT strongly believes that the debate about any shipping MBM must be held at IMO where the nature of the industry is understood and the ultimate impact of a fiscal measure can be measured. Under no circumstances does the RT believe that shipping should be subject to a separate UNFCCC or regional MBM as well as an MBM under IMO. Round Table associations recommend against the application of EEDI to existing ships The Round Table of international shipping associations (RT) supports the adoption of the new energy efficiency regulations for ships by the IMO in July 2011, which demonstrated the effective role of IMO in regulating worldwide shipping CO2 emissions. The measures include the Energy Efficiency Design Index (EEDI) for new ships and the Ship Energy Efficiency Management Plan (SEEMP) for all ships in service. The EEDI formula in its present form is, however, not supposed to be applicable to all ships. Indeed, it is explicitly recognised that it is not suitable for all ship types (particularly those not designed to transport cargo) nor for all types of propulsion systems. Parallel to the regulatory developments at IMO, a number of initiatives are seeking to apply the EEDI formula also to existing ships, using speculative data to establish the values. The RT strongly recommends against the application of EEDI to existing ships, as the values generated by such application can be mislead22 SHIPPING MARCH 2012 ing and can create unintended consequences. The focus for ships in service is - and should continue to be - on operational and commercial efficiencies. The EEDI separates the technical and design-based measures from the operational and commercial ones. It was developed as a regulatory tool with the objective of mandating improvement in the energy efficiency of new designs by stimulating continued technical development of all the components influencing the fuel efficiency of a ship. Such a mandate cannot be applied to ships already in service, as their basic design is not changeable after construction. The RT will continue to support the important work on energy efficiency for ships at IMO with a view to ensuring a rigid implementation of EEDI for new ships and SEEMP for all ships. Effective implementation of the measures already adopted globally will bring about considerable and tangible reduction of GHG emissions from ships. Leading expertise for a safer world. Our reputation is founded on the skills and the experience of the people who make up our team around the world. Every piece of advice we give is underpinned by a global research and development network that is continually helping us find new and better ways to improve safety and quality in the marine industry. We are committed to being at the forefront of technological innovation in our industry and to sharing that knowledge to help make the world a safer place. Learn more about our global network â€“ go to www.lr.org/marine Services are provided by members of the Lloydâ€™s Register Group. PIRACY SOS SaveOurSeafarers welcomes piracy conclusions of Somalia Conference but disappointed that seafarers not mentioned SOS SaveOurSeafarers ** welcomes the London Conference on Somalia which was attended by 55 delegations from Somalia and the international community, and willingly supports its focus on unifying the international community in its coordinated support to Somalia, in the hope that a new era of Somali politics, supported by the international community, will bring peace to Somalia. SOS thanks the UK Prime Minister for urging delegates to “keep up the pressure on pirates”. SOS specifically welcomes the Conference’s acknowledgement of shipping industry and naval efforts to combat piracy and its commitment to international military efforts with robust rules of engagement. The naval forces and the shipping industry succeeded in halving the number of successful hijackings (to 25 in 2011 from 47 in 2010) despite an increase in hijack attempts (to 151 in 2011 from 127 in 2010). But both need resources, commitment and perseverance to defeat and eradicate Somali piracy as opposed to simply deterring and repressing it. However SOS is disappointed that the Conference’s phrase ‘hostages in Somalia’ does not acknowledge the world’s seafarers and the hardship seafarers have to go through in order to keep world trade moving through this area, and how much they suffer, both physically and psychologically, while being held prisoners for ransom on their ships or in Somalia – and not only the seafarers but their families too. One former pirate hostage, Capt Miro Alibasic, held for 3.5 months last year on the crude oil tanker Zirku, describes his captivity and that of his crew as ‘hell on earth’. SOS notes statements made during the Conference by US Secretary of State Hilary Clinton and UK Prime Minister David Cameron about “creating an international task force to discourage the payment of ransoms to pirates and other groups to eliminate the profit motive”, and is deeply concerned if they mean in any way to hinder the payment of ransoms for ships and seafarers, which is currently the only way ship owners can ensure the ultimate safety of hijacked seafarers. The conclusions from the London Conference on Somalia which specifically relate to Somali piracy may be summarised as follows: • Determination to eradicate piracy using a comprehensive approach on land and at sea. • Concern that hostages in Somalia are being held longer and with more use of violence. • Acknowledgement of the success of international military efforts. • Commitment to these international military efforts with robust rules of engagement and sufficient force generation. 24 SHIPPING MARCH 2012 • Supporting local communities to tackle the underlying causes of piracy. • Welcoming the efforts of partners in industry against piracy – and specifically calling for a greater take-up of Best Management Practice on ships. • Welcoming current work on international guidance on the use of private armed security companies. • Determination that there will be no impunity for piracy. • Greater development of judicial capacity to prosecute and detain those behind piracy. • New arrangements to enable the transfer of suspected pirates for trial by partners across the Indian Ocean region and ultimately transfer to prisons in Puntland and Somaliland. • Determination to prosecute the kingpins of piracy, enhancing coordination on illegal financial flows and coordinating intelligence gathering. A number of these conclusions are key points for which SOS SaveOurSeafarers has been fighting – eradication of piracy, concern for hostages, military commitment with robust rules of engagement, a determination that there will be no impunity for piracy, more prosecution and detention of pirates and those behind them. SOS thanks all those who have supported it in every way since it started up almost a year ago, and who continue to support it as it works to call on governments across the world to take a firmer stance to help tackle Somali piracy so that this scourge is deterred, defeated and ultimately eradicated. SOS urges you to go to our website http://www.saveourseafarers.com and send a letter to your government. ** SOS SaveOurSeafarers is the biggest ever grouping of the international maritime industry with 30 organisations joined together to raise awareness of the human and economic cost of piracy using approaches to politicians and industrial leaders at the highest level. It started operation in March 2011. Over 100,000 visits to its website from 188 countries and over 31,300 letters sent to governments worldwide. Its main aims are to resolve the piracy problem off Somalia; to see piracy deterred, defeated and eradicated; to stop seafarers being tortured and murdered. GREEK ROUNDUP NEWS DIGEST Goldenport Holdings Inc. Board Changes Goldenport Holdings Inc. ("Goldenport" or "the Company"), (LSE: GPRT) the international shipping company that owns and operates a fleet of container and dry bulk vessels recently announced two changes to its Board of Directors. Christos Varsos has informed the Company of his resignation from the position of Chief Financial Officer and Executive Director, effective April 6, in order to pursue other projects. Mr. Varsos has been the CFO and a Director of the Company since November 2005 and guided the Company in the execution of its IPO in April 2006. Konstantinos Kabanaros will act as the Company's Interim CFO. Mr. Kabanaros has in total thirty-two years of shipping experience, the last twenty-eight years with Goldenport. His major focus has been ship-financing and accounting and he is currently an Executive Director and the Company's Chief Accounting Officer. His interim mandate will be to maintain the strength of the Company's balance sheet, enrich the relationships with international debt providers, supporting the prudent renewal of our fleet and therefore enhancing long-term shareholder value. Goldenport also wishes to announce that Captain Epameinon- das Logothetis has informed the Company that he does not intend to stand for re-election as a Non-Executive Director in the coming AGM as he wishes to retire. Captain Logothetis has been on the Board since 1 November 2007 and has served on its audit, remuneration and nomination committees since that date. Chris Walton, Chairman of the Company, stated: "I would like to thank Captain Logothetis for his contribution to the Board and for his willingness to share his vast maritime knowledge. I would also like to thank Christos Varsos for his commitment to the growth of the Company for the last six years." Captain Paris Dragnis, Founder and Chief Executive Officer of the Company commented on the board changes: "As Goldenport's CFO, Christos Varsos, has contributed to our corporate transformation, by helping us to execute our IPO, building our finance team, and driving our efforts to fully comply with the regulatory demands of London Stock Exchange. I wish him the best as he takes on new challenges. I would also like to thank Captain Logothetis on for his advice and support and to wish him well for the future." Sustainable Management of European Local Ports (SuPorts) Participants of the European program SuPorts from Greece and other countries of the EU met for a Workshop on 21st of February 2012, at the Conference Center of the Thessaloniki Port Authority. Following an invitation addressed to HELMEPA by the coordinator of the program, Professor A. Naniopoulos of the Aristotelion University of Thessaloniki, the Association’s Director General, Dimitris C. Mitsatsos presented the topic “Shipping Sector and Environmental Management”. Workshop presentations focused on the environmental management of medium and smaller-sized ports which is being promoted through the close scientific cooperation of professors from the Universities of Thessaloniki, Piraeus and Cardiff. Besides represen26 SHIPPING MARCH 2012 tatives from the Universities, speakers also included ports managers from Piraeus, Thessaloniki and Corfu. Moreover, representatives from ports in France and Spain presented to participants important information regarding experience in their countries. HELMEPA is pleased to note the statement of Prof. Naniopoulos on behalf of the coordinators of the SuPorts program that they will include in their final report the 11 proposals submitted by the Association’s Director General, which aim, among other, at the upgrading of ports through the cooperation of their personnel with that of the ships they serve. Also welcomed is their wish to build a closer cooperation with HELMEPA, which they consider to be a significant stakeholder. WORLD ROUNDUP NEWS DIGEST CAPITAL LINK Premier International Shipping & Maritime Investor Relations Firm - North America & Europe Capital Link was recognized as the “Premier International Shipping & Maritime Investor Relations Firm - North America & Europe” by Intercontinental Finance Magazine based on nominations received by the magazine’s publishers. The “InterContinental Finance Magazine 2012 Continent Awards” recognize those firms that have excelled over their competitors because of their continued quality of advice, customer service, and business prowess. Winning firms are recognized for their excellence not just within their own country, but also on a global scale. This is the second industry award for Capital Link. In December 2011, it was recognized by Lloyd’s List for its contribution to the shipping industry. Nicolas Bornozis, President of Capital Link, mentioned: “We are humbled and proud to receive this prestigious Award, which further recognizes and validates our efforts and commitment to the industry and to our clients. Capital Link is privileged to have become the “go-to” destination for information and insight on shipping and the maritime sector, serving as an effective link between public and private sector companies, the investment and financial community, and trade and financial media. While we maintain focus on the individual needs and objectives of each client, we also look to the industry as a whole as we seek to raise Olga and Nicolas Bornozis awareness to a wider audience about shipping and the maritime sector as well as their vital and enduring role in the global economy and trade. Given the challenging market conditions at present, we believe that our mission and role is even more significant. This Award motivates us to continue and reinforce our efforts”. AVEVA boosts focus on nuclear with new office in Charlotte, NC Strategic location supports growth of global nuclear energy market AVEVA (LSE:AVV), recently announced it has opened a new office in Charlotte, North Carolina to support the growing global nuclear energy market. The office, based on the prestigious Ballantyne Corporate Business Park, will focus on sales and support for clients engaged in engineering, design-build, handover/commissioning and on-going operations for the nuclear industry. “This strategic location positions AVEVA to add even greater value to our growing client base in the nuclear sector across the entire lifecycle of their assets”, commented Nick Revelas, VP Global Business Development, AVEVA, who will head up the Charlotte operation. “Our Operations Integrity Management strategy helps companies reduce risk, costs and maintain safe and compliant operations”. Derek Middlemas, COO and Head of Enterprise Solutions added, “AVEVA has a well-established presence in this important market, providing Engineering and Information Management Solutions for over four decades. The new Charlotte office is another example of our continued investment to deliver products and services that enable both Nuclear Operators and their Contractors to achieve maximum value throughout their business”. Over the past 5 years Charlotte has become a strategic location to many businesses that serve the global nuclear market. Companies already in residence include Shaw, AREVA, URS, Mitsubishi, Duke Power and Babcock & Wilcox. SHIPPING MARCH 2012 27 CLASS SOCIETIES Seizing chances - GL Hellenic Technical Committee meets in Athens (l to r) Christian von Oldershausen, Head of Global Sales, Matthias Ritters, Region Manager for Europe, Africa & Middle East, Nicholas Skiadaresis, Managing Director of ENES Marine Services S.A., Athanasios Reisopoulos, Vice President, Area Manager for Southern Europe, Dimitrios Korkodilos, Chairman of the Committee and CEO of Andriaki Shipping Co Ltd, Erik van der Noordaa, CEO & Chairman of Executive Board of GL, Tjerk-Johan de Vries, CTO (Chief Technical Officer) of GL, Fridtjof Rohde, Expert from FutureShip, GL Group Identifying and seizing chances for improvement in a difficult business environment was the theme that ran through this year’s annual meeting of Germanischer Lloyd’s (GL) Hellenic Technical Committee, held in Athens on 8 March. The dramatic increases in fuel prices, new regulations and an increased awareness of the importance of protecting the environment are leading ship builders, designers and owners to push against the established boundaries, developing smarter ships for tougher times. The meeting brings together representatives from the Greek maritime community every year, to hear and discuss presentations from both GL and external experts. Dimitrios Korkodilos, the Chairman of the Committee and Athanasios Reisopoulos, GL’s Area Manager for Southern Europe, joined with the CEO of the GL Group Erik van der Noordaa to welcome the participants, both old and new. The shipping industry was still going through a difficult period, Matthias Ritters, GL’s Region Manager Europe/Middle East/Africa noted. Looking over the status and outlook for the shipping markets in 2012, the persistent weakness of the world economy and the oversupply in all segments would continue to have a significant impact, he said. Trade growth in the container 28 SHIPPING MARCH 2012 markets was healthy but unevenly distributed, he said, with growth in the mainline routes from Asia to Europe and to the USA being outpaced by other trade routes. A record number of 10,000+ TEU vessels had been delivered to these routes last year, resulting in rates dropping significantly. In shipbuilding, contracting at South Korean yards had been relatively strong in 2011, Mr Ritters said, but even so there was significant capacity still idle at both South Korean and Chinese yards. Chinese yards had increased their capacity over the past years and were taking steps to further diversify their product portfolio, such as large container vessels, LNG tankers and offshore vessels. Looking ahead, he said, the impact of new energy efficient ship designs would be felt, while over capacity would put further downward pressure on newbuilding prices. In his presentation "Chances of Improvement" Fridtjof Rohde from GL’s consulting subsidiary FutureShip looked at how, even in the tight conditions facing the industry today, there are many opportunities for finding and exploiting efficiencies to save fuel and money. The use of new computational techniques has opened up the design space for shipping, both in the develop- CLASS SOCIETIES ment of new designs and in the ability to make improvements during conversions or upgrades, Mr Rohde noted. Upgrades to propellers, improving the wake field and appendages, and installing new “smart” software systems such as FutureShip’s ECO-Assistant, could significantly improve a vessel’s performance. While in newbuildings, the use of computational fluid dynamic techniques to optimise the hull form of an existing design, selecting the right engine and “smarting up” auxiliary systems, could result in improved competitiveness and a better bottom line. In his presentation "Optimisation of a Cape Size Bulk Carrier design from the propulsion point of view" Nicholas Skiadaresis, Managing Director of ENES Marine Service S.A., looked at the potential for ship buyers to significantly improve the fuel consumption performance of the vessels they order through optimising the main engine and propeller combination of the vessel. Based on a study of a series of Korean designed cape size bulk carriers, Mr Skiadaresis, showed how the optimal operating point could be found by identifying the lowest SFOC (specific fuel oil consumption) at the lowest RPM (revolutions per minute). From this an engine could be identified and matched with a propeller which could, through studying the required power for specific combinations of propeller diameter and pitch to diameter ratio, produce the most efficient results. Choosing an engine and matching propeller which was not in the base design would raise costs moderately, Mr Skiadaresis noted. But due to today’s extremely high fuel prices, he suggested that these improvements would have very short payback times. Special constraints, in terms of the engine room length position of the shafting Centre line, base line to propeller tip clearance and aperture clearances were all factors which also had to be considered in finding the optimal combination he said, and which might also require adjustments to the vessel’s design. The result of this careful matching of engine and propeller resulted in fuel savings of some 11%, with further gains possible through the use of a NPT (new profile type) propeller. Reducing fuel consumption also produced knock on benefits which included reduced CO2 emissions and a better EEDI. Mr. Aristidis Efstathiou, GL Business Development Manager Area Southern Europe, concluded the Meeting with his presentations on “SEEMP: Introduction and Implementation.” Mr. Efstathiou, highlighted the fact that the SEEMP will soon become mandatory for all vessels (larger than 400 GT) at their first IAPP renewal or intermediate survey after 01 January 2013. In order to support its clients, Mr Efstathiou continued, GL has developed a clear guidance on the form and implementation of the SEEMP. He showed how GL’s user friendly standardized templates and energy management expertise could make it easier for a vessel’s operators to create a SEEMP, either as a stand alone document or as an integral part of a broader management system. New members of the Committee are: Mr. Michael Androulakakis, Technical Manager of Avin International S.A., Mr. Chondros Pantelis, Technical Manager of Efnav Company Ltd, Mr. Georgios Kavounis, Technical Manager of Allseas Marine S.A., Mr. Dimitrios Kyriakakos, Technical Manager of Goldenport Shipmanagement Ltd., Mr. Kostas Maounis, Managing Director of Phoenix Energy Navigation, Mr. Spyros Psychas, Technical Manager of Odysea Carriers S.A. and Mr. Stylianos Vatistas, Technical Manager of Navarone S.A. CLASS SOCIETIES Panama flag accepts GL’s extended dry docking programme The Panama Maritime Authority has authorized Germanischer Lloyd (GL) to offer its extended dry docking (EDD) programme for vessels under the flag of Panama. The flag of Panama acknowledges the technological advancements to make environmentally safe in-water inspections and maintenance and reflects improvements in corrosion resistant materials, including the endurance and effectiveness of coating technology. The EDD scheme offers ship owners and ship operators the option to extend normal dry docking intervals by 2.5 years. It concentrates on newbuildings and young container vessels, general cargo and multipurpose vessels. The first five-year class renewal dry docking is replaced with in-water surveys at 2.5 years and five years, with the first dry docking taking place at 7.5 years. The sequence continues until a second dry docking at 15 years, after which the docking schedule reverts to the normal schedule. Ship owners who implement the current technological options can take advantage without undermining quality or safety. As well as the obvious savings in docking costs, other benefits for ship owners include reduced off-hire and more flexible options for arranging inspections and meeting charter party requirements. Entry requirements include flag state programme approval and class notation IW (in-water). All ships participating in the EDD programme must have a GL-approved comprehensive planned maintenance system for the hull as well as for machinery. In addition, the ship must be fitted with a shaft bearing and sealing system of approved design with implementation of regular monitoring procedures. GL’s EDD programme participants benefit from detailed knowledge of where and when inspections and repairs must be performed, early warning of degraded hull condition that helps to avoid costly surprises in dry-dock, and an overview of fleet status that allows avoidance of similar problems with sister vessels. With its authorization, the flag of Panama joins other maritime administrations like Greece, Antigua & Barbuda, Jamaica, and Germany who have agreed to the GL’s EDD procedure. The Panama Maritime Authority oversees the world’s largest shipping register. LNG-Powered OSVs set for Gulf of Mexico Kirsi Tikka ABS will class four new dual fueled LNG-powered offshore supply vessels (OSVs) for Harvey Gulf International Marine. The vessels, currently under construction at Trinity Offshore LLC, will be among the first to be classed under the ABS Guide for Propulsion and Auxiliary Systems for Gas Fueled Ships, released in May 2011. The LNG-powered OSVs will introduce an innovative environmental solution to the Gulf of Mexico. “This is likely to be the beginning of a trend for OSVs in the region,” says Kirsi Tikka, ABS Chief Engineer and head of ABS’ environmental business activities. “The availability of LNG and the implementation of the US Emission Control Area (ECA) beginning in August 2012 make LNG a natural choice for fuel both from the commercial and environmental point of view.” Courtesy of ABS LPG Carriers: Technical & Operational Overview The ABS Academy in Houston recently hosted a two-day training course, LPG Carriers: Technical and Operational Overview. The course provided an overview of liquefied petroleum gas (LPG) cargo and LPG carriers to members of the US Coast Guard. The course encompassed hull design and construction, fire safety, cargo handling systems, cargo handling operations, ship 30 SHIPPING MARCH 2012 shore interface and personnel health and safety. Understanding the properties of LPG is important for proper handling, stowage and transportation. The ABS Guide for Building and Classing Liquefied Gas Carriers with Independent Tanks provides comprehensive requirements for gas carrier structural design and analysis. Courtesy of ABS CLASS SOCIETIES DNV’s Greek national committee ushers in new era in shipping Theodoros Veniamis... DNV’s top management attended the annual DNV Greek National Committee meeting in Piraeus to discuss the future and welcome in a change of Chairmanship. Incoming Chairman Dr John Coustas will take lead of the committee at a time when growth in local newbuilding orders to DNV class exceeds any other region globally. The surge in newbuilding orders includes a wide range of vessels, said Ioannis Kourmantzis, COO of DNV Europe, as demand in Greece moves beyond the traditional tanker and bulker segments into offshore supply vessels, arctic trade vessels and LNG. Henrik Madsen, CEO of DNV, took the opportunity to discuss the financial and environmental benefits of using LNG as a fuel, particularly for newbuildings. Mr Madsen believes that LNG will play a rapidly increasing role in energy and maritime markets in the region. Tor Svensen, COO of DNV, further expanded the discussion to highlight some of the challenges that shipowners face in order to meet the energy efficiency, air emissions and ballast water treatment regulations being set by the industry internationally. “The ability of shipowners to embrace innovation and change has never been so fundamentally important to on-going success,” says Dr Coustas. and Ioannis Martinos receive the plaque from Henrik Madsen “DNV plays an important role, not only in the research and development we undertake in-house, but in how we help shipowners and yards resolve the complexities of balancing technology and business in a challenging market. I am confident that our leadership will extend beyond our own shores and will be an enviable demonstration of forward thinking worldwide as we build on our strong maritime heritage and embrace the challenges ahead.” Departing Chairman T. Veniamis was made Honorary Chairman at the event and presented with a plaque celebrating his exemplary service to date. Victor Restis and Ioannis Martinos took up positions as Vice Chairmen. The meeting was held at the Yacht Club of Greece and all who attended look forward to the year ahead and the chance to meet again next March. CLASS SOCIETIES First true hybrid system to be installed on board an offshore supply vessel A true hybrid energy system is currently being developed for installation on board the offshore supply vessel Viking Lady. An impressive battery pack for energy storage will soon be installed. When the new system is complete, the operation of the engine will be more smooth and cost effective giving further emission reductions. The Viking Lady is not like any other offshore supply ship. The three-year-old LNG-fuelled vessel, which is owned by Eidesvik Offshore, was the very first merchant ship to use a fuel cell as part of its propulsion system. The fuel cell, which generates an electric output of 330 kW, was installed in the autumn of 2009 and has successfully run for more than 18,500 hours. Based on this, the Viking Lady is already one of the world’s most environmentally friendly ships. Now another first step is to be taken to reduce its emissions even more. Once the battery pack is in place, the ship will operate using a hybrid system similar to that which has been installed in hybrid cars for a number of years. However, the potential emission reductions are higher and the return on investment period is shorter for ships than it is for cars. DNV is heading this research project, which is called FellowSHIP. Its partners are Eidesvik Offshore, the owner of the ship and Wärtsilä, who provides power solutions for the marine market. In this, the next project phase, an energy storage capability is to be introduced to the energy system. This allows the benefits of a true hybrid energy system to be explored. The primary potential benefits of the hybrid energy system for a ship like the Viking Lady are a 20/30% reduction in fuel consumption and CO2 emissions through smoother and more efficient operation of the engines and fuel cell. The reductions of other exhaust components are even higher. The whole shipping industry is currently facing record-high fuel costs. Based on these actual costs, the return on investment period for the hybrid system is estimated to be less than two years. Bjørn-Johan Vartdal, DNV’s project manager says: “We know that the hybrid system will reduce the energy consumption. When operating, for example, on dynamic positioning, there will be a major fuel saving potential. When in harbour, too, the ship should be able to operate on the fuel cell and its battery power alone, which will reduce emissions significantly. For environmentally sensitive areas, this will be an essential benefit. Additional benefits are related to reductions in machinery maintenance costs and in noise and vibrations.” A comprehensive measurement program will be carried out to verify the savings potential. The hybrid system will also be modelled in detail. Calibrated and verified process models will facilitate simulation and optimization of future hybrid systems. The new DNV class rules for battery-powered ships have been developed in parallel to this. These are the first class rules developed in order for batteries to be used as part of a vessel’s propulsion energy - both as hybrid solutions and for “pure” battery-driven vessels. The project is due for completion in 2013. Photo courtesy: Eidesvik 32 SHIPPING MARCH 2012 CLASS SOCIETIES Remi Eriksen new CEO of DNV Maritime and Oil & Gas Remi Eriksen will take up the to play our part as a safety net in position as Chief Executive Officer shipping and as an innovative partof DNV Maritime and Oil & Gas on ner in bringing shipping forward 1 March. Following its acquisition of in a more sustainable way. the majority shareholding in KEMA, The shipping industry is facing DNV is now establishing a group major changes on several fronts, structure with three companies to including escalating fuel prices, manage the strong multiple industry more regulations, overcapacity positions it now holds. and fierce competition. In DNV is today a world leading ship response, we now see a drive classification society and a wellfrom shipowners and yards to established provider of risk managedevelop innovative, safe, fuel effiment services to the oil and gas cient and environmentally industry. These activities will be friendly concepts, and these organised in one company, called provide significant opportunities DNV Maritime and Oil & Gas, which for DNV to contribute its techwill have some 5,500 employees and nological expertise.” an extensive global reach. The He adds, “In the oil and gas company will be headquartered in Remi Eriksen, new CEO of DNV Maritime and Oil & Gas industry, our ambition is to further Oslo, Norway, and provide services develop DNV as a world-leading risk to DNV’s traditional core markets. management services provider in challenging operational “Establishing a company dedicated to the maritime and oil environments. In this context, I see big opportunities in & gas industries enables us to focus our efforts,” says CEO Brazil, the Gulf of Mexico, West Africa, India, South-East Asia, Remi Eriksen, who was previously Chief Operating Officer of China, Australia and the North Sea. Globally interlinked gas DNV’s Asia Pacific and Middle East operations, based in trading, using trunk pipelines or LNG carriers, will grow Singapore. Tor E. Svensen continues as President and Deputy significantly and is also an area in which DNV is strong. CEO of DNV Maritime and Oil & Gas. The oil and gas market is buoyant and we’re well positioned Remi Eriksen continues, “Increased expectations regarding to contribute to the high level of development in this sector both safety and environmental performance represent big and help solve the challenges associated with increasingly challenges for the shipping industry. We are well positioned complex projects,” Remi Eriksen concludes. ABS Nautical Systems signs two new contracts in Greece ABS Nautical Systems has signed two new contracts in Greece with Millenia Maritime Inc. and TMS Tankers Ltd. Both companies will benefit from the ABS Newbuild Program which offers free software to ABS-classed vessels built after 1 January 2009. Millenia Maritime Inc. will be installing the Hull Inspection and Maintenance & Repair modules from the NS5 Enterprise software suite on nine of its ABS-classed chemical carriers as a way to test a potentially more user-friendly system. These modules provide the ability to track the condition of 34 SHIPPING MARCH 2012 a vessel’s structure throughout its service life and allow operators to generate a preventive maintenance plan that is easy for the crew on board to use on a daily basis. TMS Tankers Ltd. was looking for a way to improve the information they provide to their crews, as well as a more efficient way to generate reports for better analysis. They will utilize the Hull Inspection module on 37 of its ABSclassed vessels, which will enhance their ability to manage vessel maintenance and repair. Courtesy of ABS IMO London Somalia conference welcomed by IMO chief The outcome of a UK-hosted conference on Somalia has been welcomed by IMO SecretaryGeneral, Koji Sekimizu. The conference, held at Lancaster House, London, on 23rd of February, saw a wide-ranging examination of the many problems currently afflicting Somalia, including piracy. Convened by UK Prime Minister David Cameron, it dealt with issues such as security, local stability, counter-terrorism, humanitarian aspects, the political process and international co-operation. Mr. Sekimizu was part of a United Nations delegation to the London event headed by United Nations SecretaryGeneral Ban Ki-moon. Speaking after the event, Mr. Sekimizu said, “Mention of the word ‘Somalia’ in a maritime context leads almost exclusively to IMO Secretary-General Koji Sekimizu thoughts of piracy. But, as this conference so clearly highlights, piracy is just one manifestation of the widespread and deep-rooted problems that beset that country and its people.” A comprehensive and detailed communique adopted by the conference called for, among other things, full implementation of the IMO-led Djibouti Code of Conduct and the adoption of an Exclusive Economic Zone. It also welcomed current work on international guidance on the use of private armed security companies. Mr. Sekimizu said: “On the issue of piracy, the Conference agreed that piracy cannot be solved by military means alone and reiterated the importance of supporting local communities to tackle the underlying causes of piracy and improving effective use of Somali coastal waters through regional maritime capacity-building measures. I will re-double my efforts to ensure that IMO will provide further support to signatory states of the Djibouti Code of Conduct, including Somalia, within the Djibouti Code of Conduct Trust Fund and accelerate the process of implementation by the IMO.” Since first raising the issue of Somalia-based piracy with the UN Security Council in 2005, IMO has worked to strengthen the protection of persons, ships and cargoes in piracy-infested areas and also preserve the integrity of shipping lanes of strategic importance and significance. 36 SHIPPING MARCH 2012 Mr. Sekimizu said, “While not diminishing in any way the importance of immediate, preventative measures, an evergreater emphasis must now be placed on tackling the problem across broader fronts.” The building of effective counter-piracy capacity and infrastructure in the affected region; the development of proper legal and criminal infrastructures; undermining the pirate economy and its associated financial model; helping to develop viable, alternative sources of income for those who have been, or may be, tempted to turn to crime are some of the areas on which efforts should now be concentrated if piracy is to be eradicated. Mr. Sekimizu and Mr. Ban have been engaged in a continuing dialogue aimed at improving the mechanisms to tackle such issues in an international context. In January, at a meeting in UN Headquarters in New York, they discussed co-operation between IMO and the UN to combat Somalia-based piracy. Mr. Sekimizu and Mr. Ban met again, in private talks at IMO Headquarters, immediately prior to the London Conference. Mr. Sekimizu underlined that capacity building in Somalia and neighbouring countries should be enhanced through co-operation between IMO and the UN, UN specialized agencies and other relevant international organizations, building on IMO’s existing capacity-building activities under the Djibouti Code of Conduct. IMO will continue with its own capacity-building programme in the region, in support of core objectives under IMO competence, for example the enhancement of maritime safety, the development of search and rescue facilities, and of maritime situational awareness capabilities. Mr. Sekimizu further said, “Co-operation between and among States, regions and organizations holds the key for a lasting solution to Somalia’s problems. Piracy is a symptom; and, while a symptom can be treated and its effects can be alleviated, real progress can only be made by addressing the cause, which requires significant efforts of capacity building.” Earlier this week, representatives from the shipping and insurance industries attending a meeting at IMO headquarters on counter-piracy topics issued a statement in which they welcomed the continued work of IMO, among others, and called on organisations to drive forward the counter piracy agenda and ensure effective coordination of international efforts. Mr. Sekimizu went on to say: “While addressing the rootcauses of piracy, we must not forget the seafarers currently held hostage by pirates. It is imperative that they are released and returned safe to their families.” IMO itself is organizing a Counter-piracy Capacity-building Conference on 15 May at IMO Headquarters, from which tangible outcomes on the way forward are expected to emerge. SHIPPING MARCH 2012 GREEK:Layout 1 6/19/12 4:26 PM Page 35 ΜΕΤΑΞΥ ΜΑΣ Η ναυτιλία µας χρειάζεται τη δική της «στέγη» Συνεχίζεται η χαλαρή και καταστροφική πολιτική της κυβέρνησης στο θέµα της Ναυτιλίας. Όλα έχουν αφεθεί στη µοίρα τους αφού δεν υπάρχει συγκροτηµένος διοικητικός φορέας, που να στηρίζει µε συνέπεια και αποτελεσµατικότητα την ναυτιλιακή δραστηριότητα, να παρακολουθεί τις εξελίξεις και να είναι ανά πάσα στιγµή έτοιµος για άµεσες αποφάσεις για την ανάπτυξή της. Η ναυτιλία, σήµερα, αντιµετωπίζεται σχεδόν εχθρικά, τη στιγµή µάλιστα που αποδεδειγµένα αποτελεί τον βασικό και µοναδικό πυλώνα της εθνικής µας οικονοµίας. Εδώ και δυόµισυ περίπου χρόνια, όλοι οι φορείς της Ναυτιλίας ζητούν επανασύσταση του Υπουργείου Εµπορικής Ναυτιλίας µε την παλιά του µορφή, και οι υποσχέσεις από τους εκάστοτε υπουργούς που εναλλάσσονται σ’ ένα υπουργείο, που µέχρι να εµπεδώσεις τη µια ονοµασία του, έρχεται καπάκι η άλλη, δίνονται απλώς για να περνάει η ώρα. Εξακολουθούν να αγνοούν το µέγεθος και τη βαρύτητα του µοναδικού, δυστυχώς, οικονοµικού όπλου, που διαθέτει αυτή τη στιγµή η Ελλάδα, τη ναυτιλία και το πόσο σηµαντικό είναι η δραστηριότητα αυτή να έχει τη δική της «στέγη». Στη ναυτιλία είµαστε πρώτοι και καλύτεροι διεθνώς κι’ αυτό δεν µπορεί να το αλλάξει κανένα ΠΑΣΟΚ και καµιά πολιτική του. «Αν η Ελλάδα έχει σήµερα µια ελπίδα, τη χρωστάει στη ναυτιλία και τη ναυτοσύνη των Ελλήνων», τόνισε, µεταξύ άλλων, ο υπεύθυνος του Τοµέα Εµπορικής Ναυτιλίας και Νησιωτικής Πολιτικής, Γιάννης Πλακιωτάκης, στο World Shipping Congress, εκπροσωπώντας τη Νέα ∆ηµοκρατία. Όµως, αυτά είναι «ψιλά γράµµατα» για την κυβέρνηση, που µας προέκυψε το 2009, που ζει στον δικό της µικρόκοσµο και δεν αντιλαµβάνεται ότι η Πολιτεία έχει χρέος να στηρίζει µε όλες της τις δυνάµεις την πρόοδο της ναυτιλίας µας που είναι –όπως και να το κάνουµε- εθνική υπόθεση. Ο ολίγων µηνών πρωθυπουργός της χώρας, Λουκάς Παπαδήµος, έχει δείξει ενδιαφέρον για το αίτηµα της ναυτιλιακής κοινότητας, την οποία µάλιστα έπεισε κάποια στιγµή ότι θα ξαναφτιάξει το υπουργείο Ναυτιλίας και µάλιστα µαζί µε το Λιµενικό! Το έριξε στο τραπέζι, χαµογέλασαν όλοι ικανοποιηµένοι και µετά... Το απόλυτο Τίποτα! Σε κουβέντες να βρισκόµαστε. Περίσσευµα υποκρισίας; Έλλειψη βαθιάς γνώσης της σοβαρότητας ενός θέµατος, του µοναδικού στο οποίο θα µπορούσε να βασισθεί η εθνική οικονοµία; Τι να πούµε. Το δούλεµα πάει σύννεφο. Αλλά και οι υπουργοί, Μιχάλης Χρυσοχοΐδης, Χρήστος Παπουτσής και Μιχάλης Όθωνας, παραδέχτηκαν, πρόσφατα, ότι η χώρα µε την πιο µεγάλη ναυτιλία στον κόσµο, χρειάζεται να έχει ένα υπουργείο µε αυτό το αντικείµενο αλλά µε το Λιµενικό χωριστά. Αργά το παραδέχτηκαν αλλά και πάλι δεν ασπάζονται το αυτονόητο για το οποίο τόσον καιρό φωνάζει ο ναυτιλιακός κόσµος, ότι δηλαδή, Λιµενικό Σώµα και υπουργείο Ναυτιλίας πάνε πακέτο. Έτσι κι αλλιώς, όµως, δεν µπορούµε να περιµένουµε να γίνει κάτι αυτές τις λίγες µέρες, που απέµειναν µέχρι την εκλογική αναµέτρηση. Τόσον καιρό δεν έγινε τίποτα, τώρα θα... ξυπνήσει το θηρίο µέσα τους και θα πιάσουν δουλειά για να διορθώσουν ό,τι αναίτια και απαράδεκτα κατέστρεψαν; Αποκλείεται. Έχουν άλλα πράγµατα να κάνουν. Οπότε, εναποθέτουµε τις ελπίδες µας για το διάστηµα µετά τις εκλογές. Αλλά το δυσµενές κλίµα που επικρατεί στην ακτοπλοΐα και την κρουαζιέρα, δυστυχώς δεν «παλεύεται» και σίγουρα δεν µπορεί να περιµένει ούτε ώρα. Η ακτοπλοΐα διανύει την χειρότερη περίοδο στην ιστορία της και έχει κουραστεί να ζητάει λύσεις και συµπαράσταση, χωρίς ανταπόκριση, από την Πολιτεία, ενώ η κρουαζιέρα στην Ελλάδα ζει το δικό της δράµα, έχοντας χάσει το στοίχηµα όχι µόνο για το 2012 αλλά και το 2013! Και εάν δεν ψηφισθεί άµεσα η πλήρης άρση του καµποτάζ, προβλέπεται να χάνεται και το 2014! Όσο για τον θαλάσσιο τουρισµό, βρίσκεται κι αυτός σε καταστροφική ρότα. «Σε δέκα µέρες θα έχει απελευθερωθεί πλήρως ο τοµέας της κρουαζιέρας στην Ελλάδα µε την ψήφιση του σχετικού νόµου», τόνισε η νέα υπουργός Ανάπτυξης, Ανταγωνιστικότητας και Ναυτιλίας, Άννα ∆ιαµαντοπούλου. Αλλά αυτές οι «δέκα µέρες», που ανέφερε η Αννούλα του Χιονιά, αναφέρθηκαν, από προκάτοχό της και τον περασµένο ∆εκέµβριο. Παίζουµε µε τα δεκαήµερα ή αυτή τη φορά να το πάρουµε στα σοβαρά; Θα δείξει... ΛΕΤΤΑ ∆ΗΜΟΠΟΥΛΟΥ-ΜΑΚΡΗ Εκδότρια SHIPPING MARCH 2012 35 SHIPPING MARCH 2012 GREEK:Layout 1 6/19/12 4:26 PM Page 36 ΑΠΟΨΗ Θα τιµωρήσουµε τον εαυτό µας; Μακριά από τη στήλη κάθε σκέψη πονηρή ή υστερόβουλη. Λογαριάστε µας ανάµεσα στους πολίτες που ανησυχούν, που υποφέρουν, που η κυβέρνηση του Γιώργου και των κηπουρών του κυνήγησε µέχρις εξοντώσεως. Γι αυτό και δεν θα µπορούσαµε ποτέ να γίνουµε κήρυκες του δικοµµατισµού και λιβανιστήρια των επαγγελµατιών της πολιτικής. Ωστόσο, ανησυχούµε. Γιατί έχουµε παιδιά κι εγγόνια. Γιατί εµείς, όπως και να γίνει, καλά ζήσαµε. Τα παιδιά µας, όµως και τα παιδιά τους, δεν χρωστάνε τίποτα! Ανησυχούµε, λοιπόν, γιατί όπως πάνε τα πράγµατα, έρχεται «ψήφος τιµωρίας», χωρίς να προηγηθεί ο ανάλογος προβληµατισµός. Να δεχθούµε ότι ο δικοµµατισµός έβλαψε; Ναι, να το δεχθούµε. Αν και δεν άκουσα κανέναν εισαγγελέα να ασκεί δίωξη για απόπειρα δολοφονίας πρωθυπουργού του ΠΑΣΟΚ ούτε είδα την τροµοκρατία να δολοφονεί κάποιον του «δηµοκρατικού» χώρου. Να τιµωρηθεί ο δικοµµατισµός; Να τιµωρηθεί. Ποιο θα είναι, όµως, το αποτέλεσµα; Τι καλό µπορεί να προσφέρει ο κατακερµατισµός του πολιτικού σκηνικού; Θα επιτρέψει τον σχηµατισµό συµµαχιών που θα εδράζονται σε κάποιες προγραµµατικές συγκλίσεις ή συµφωνίες; Θα προκύψει µια κυβέρνηση που θα µπορέσει να διαχειριστεί το τεράστιο πρόβληµα της χώρας ή θα βυθιστεί η πατρίδα σε ακυβερνησία, ασυµφωνίες και εγωισµούς; Αυτά είναι µερικά από τα ερωτήµατα που µας βασανίζουν, καθώς οδεύουµε προς την κάλπη. Πολλές οι επιλογές, σχεδόν ανώδυνες ιδεο- 36 SHIPPING MARCH 2012 λογικά για τους ψηφοφόρους, που έχουν να επιλέξουν µεταξύ «πυρήνα» και «δορυφόρων» της ιδεολογίας τους. Τι θα προκύψει, όµως, από µια «ψήφο τιµωρίας»; Ποια θα είναι η επόµενη µέρα; Θα συνεχίζουµε να βαδίζουµε ευρωπαϊκά; Θα αναλάβουµε πρωτοβουλίες να θυµίσουµε στην Ευρώπη ότι η ιστορία της δεν γράφτηκε µε αριθµούς αλλά µε πολιτισµό ή θα κατορθώσουµε να διατηρήσουµε στην πρωθυπουργία τον Παπαδήµο ή κάποιον άλλον «τεχνοκράτη»; Η χώρα, αυτή την ώρα, χρειάζεται µια κυβέρνηση ισχυρή, συµπαγή ιδεολογικά, που θα µπορέσει να πει τα όχι, τα οποία πρέπει να ακουστούν, στο αµέσως επόµενο διάστηµα. Οι συσχετισµοί στον παγκόσµιο χάρτη αλλάζουν. Ο πολιτισµός θα επικρατήσει και οι σύµµαχοί µας θα είναι οι λαοί µε πολιτιστική παράδοση και ιστορία. Ο κατακερµατισµός της παράταξης, που κράτησε τη χώρα στο στρατόπεδο της ελευθερίας σε δύσκολους καιρούς, είναι ο µύχιος πόθος εκείνων που ζουν στη συννεφιά και τη βροχή. Το κοµµάτιασµα της «σιωπηλής πλειοψηφίας» που ενέταξε τη χώρα στην ΕΟΚ, που την έφερε στην ευρωζώνη (µε τα όποια λάθη) είναι «βούτυρο στο ψωµί» για τα όρνεα που ακονίζουν τα νύχια τους. Ο ήλιος και η θάλασσά µας τους προσφέρεται στο πιάτο και σχεδόν δωρεάν. Γι αυτό ανησυχούµε. Μήπως τελικά η «ψήφος τιµωρίας» λειτουργήσει όπως το µαχαίρι στο ποίηµα του Καββαδία και στραφεί τελικά εναντίον του εαυτού µας! ∆.K SHIPPING MARCH 2012 GREEK:Layout 1 6/19/12 4:26 PM Page 37 ΑΠΟΨΗ Το SHIPPING προτείνει στον Αντώνη Σαµαρά: Ο Ευθύµιος Μητρόπουλος να αναλάβει το Υπουργείο Ναυτιλίας Η ανάθεση του ΥΕΝ σε µια διεθνούς ακτινοβολίας και κύρους προσωπικότητα, θα είναι ωφέλιµη για τη χώρα και την προσπάθειά της να «βγει προς τα έξω» µε άλλο πρόσωπο. Τώρα που η χώρα βαδίζειεπιτέλους- προς τις εκλογές και αναµένεται να σχηµατισθεί κυβέρνηση µε νωπή λαϊκή εντολή, καλό θα είναι να µη φερθεί όπως οι κυβερνήσεις του Γ. Παπανδρέου. Καλό θα είναι να µην υπάρξει πάλι απαράδεκτη µεταχείριση σε βάρος της ελληνικής Εµπορικής Ναυτιλίας. Καλό και φρόνιµο θα είναι, να επανασυσταθεί το Υπουργείο Εµπορικής Ναυτιλίας και να αφεθεί η µοναδική πρωτοπόρος βιοµηχανία της χώρας να λειτουργήσει όπως εκείνη γνωρίζει και όπως το κράτος τη βοηθούσε, µέχρι την αποφράδα ηµέρα, που ο Γ. Παπανδρέου αποφάσισε να «παίξει» µε το µοναδικό ελληνικό οικονοµικό «όπλο» στην διεθνή οικονοµική σκηνή. Η Νέα ∆ηµοκρατία, που θα είναι το πρώτο κόµµα στις προτιµήσεις των ψηφοφόρων και συνεπώς θα έχει τον πρώτο λόγο ακόµη και στον σχηµατισµό συµµαχικής κυβερνήσεως, οφείλει, όχι απλώς να τηρήσει την υπόσχεσή της, αλλά και να διευκολύνει τον πολιτικό φορέα της Ναυτιλίας, να τον καταστήσει ευέλικτο και αποτελεσµατικό. Η πείρα µας, για πολλά χρόνια, στο χώρο, µας δίδαξε ότι: • Η εκάστοτε πολιτική εξουσία αντιµετωπίζει τη Ναυτιλία ως «δεύτερο θέµα» και δεν της αποδίδει την πρέπουσα προσοχή. • Το Υπουργείο Εµπορικής Ναυτιλίας βρίσκεται χαµηλά (προτελευταίο) στον κατάλογο των υπουργείων. • Στο Υπουργείο Ναυτιλίας τοποθετείται συνήθως κάποιο πολιτικό πρόσωπο που «περίσσεψε» από το «κυρίως» κυβερνητικό σχήµα ή κάποιο πρόσωπο µικρής, σχετικά, εµβέλειας. Τα «πρώτα βιολιά» της εκάστοτε κυβερνήσεως τοποθετούνται στα «µεγάλα» υπουργεία. • Στις θέσεις των Γενικών Γραµµατέων τοποθετούνται συνήθως πολιτευτές ή καθηγητές, αλλά σχεδόν ποτέ άνθρωποι που να γνωρίζουν «από µέσα» το χώρο. • Στην ηγεσία του Λιµενικού Σώµατος προωθούνται συνήθως οι κοµµατικά προσκείµενοι στην κυβέρνηση και θυσιάζονται αξιωµατικοί µε αξία και γνώσεις. Ενόψει, λοιπόν, των επικειµένων εκλογών, έχουµε να προτείνουµε τα ακόλουθα: α) Το υπουργείο Εµπορικής Ναυτιλίας δεν χρειάζεται υφυπουργό. β) Το υπουργείο εµπορικής Ναυτιλίας χρειάζεται µόνιµο γενικό γραµµατέα. γ) Στο Λιµενικό Σώµα, πρέπει να διατηρούνται στις θέσεις τους οι ανώτεροι αξιωµατικοί όταν προάγεται κάποιος νεότερός τους. δ) Το υπουργείο Εµπορικής Ναυτιλίας χρειάζεται λιγότερες Γενικές ∆ιευθύνσεις. ε) Ο υπουργός Εµπορικής Ναυτιλία θα είναι καλύτερα να µη φέρει την ιδιότητα του Βουλευτή. Εµείς έχουµε ήδη έτοιµη την πρόταση για το Υπουργείο που θα επανασυσταθεί µετά τις εκλογές. Υπουργός Εµπορικής Ναυτιλίας να ορισθεί ο πρώην Γενικός Γραµµατέας του ΙΜΟ Ευθύµιος Μητρόπουλος! Ο Αντ. Σαµαράς θα έχει επιτύχει µε αυτή την κίνηση, την ανάθεση του πλέον παραγωγικού υπουργείου της χώρας σε έναν άνθρωπο µε διεθνείς διασυνδέσεις, µε όνοµα παγκοσµίως αναγνωρισµένο, µε γνώσεις και, κυρίως, µε κύρος, το οποίο ουδείς µπορεί να αµφισβητήσει. Έχοντας την εµπειρία αλλά και την ακτινοβολία µιας µακρόχρονης παρουσίας στον ΙΜΟ, ο Ευθύµιος Μητρόπουλος θα αποδειχθεί χρήσιµος όχι µόνο στον τοµέα που θα του ανατεθεί αλλά και στην προσπάθεια της χώρας να «βγει προς τα έξω» µε ένα άλλο πρόσωπο, σε µια πολύ δύσκολη εποχή. Η πρότασή µας είναι σαφής και νοµίζουµε ιδανική. Καιρός είναι να (απο)δείξει η πολιτική ηγεσία της χώρας ότι όχι µόνο σέβεται την Εµπορική της Ναυτιλία, αλλά σκοπεύει να τη χρησιµοποιήσει, επιτέλους, ως «όπλο» στα διεθνή βήµατα και τις διεθνείς της σχέσεις! SHIPPING MARCH 2012 37 SHIPPING MARCH 2012 GREEK:Layout 1 6/19/12 4:26 PM Page 38 ΑΚΤΟΠΛΟΪΑ/ΚΡΟΥΑΖΙΕΡΑ «ΚΑΛΟΚΑΙΡΙ ΚΑΙ ΚΑΤΑΧΝΙΑ»… ∆ύσκολοι καιροί για την ελληνική ακτοπλοΐα Θολό τοπίο µοιάζει για την ακτοπλοΐα το εφετινό καλοκαίρι. Με τον ελληνικό τουρισµό να βρίσκεται σε πορεία ελεύθερης πτώσης, καθώς η χώρα έχει δυσφηµισθεί λόγω των γεγονότων αλλά και λόγω της άφρονος πολιτικής που ασκήθηκε την τελευταία διετία, οι ακτοπλόοι δεν τολµούν καν να προβούν σε προβλέψεις ή να ανακοινώσουν οτιδήποτε, φοβούµενοι µήπως επιβαρύνουν ακόµη περισσότερο το ήδη «στραβό κλήµα» καθώς… παραµονεύει ο γάιδαρος! Λένε ότι η σιωπή είναι χρυσός. Αυτή τη φορά, όµως, η σιωπή στην ακτοπλοΐα είναι αγωνία, αβεβαιότητα και… χρέη! Οι εσωτερικές γραµµές, µε το επιβατικό κοινό να µειώνεται συνεχώς, καθώς η τσέπη των πολιτών έχει αδειάσει από τα αντιαναπτυξιακά και πτωχευτικά µέτρα του «µνηµονίου» αλλά και τα «µαύρα µαντάτα» που έρχονται από τα τουριστικά γραφεία και τις στατιστικές, δεν φαίνεται να επαρκούν πλέον για την κάλυψη των εξόδων και την αποπληρωµή των δανείων των ακτοπλοϊκών επιχειρήσεων. Κλεισµένοι στα γραφεία τους, επιχειρηµατίες και στελέχη, αναζητούν εναγωνίως λύσεις, που θα τους επιτρέψουν «να βγάλουν το κεφάλι τους έξω από το νερό». Λύσεις, όπως: • Η ναύλωση ελληνικών ακτοπλοϊκών πλοίων σε εταιρείες που θα τα δροµολογήσουν σε γραµµές άλλων χωρών. • Η πώληση πλοίων, ώστε να µειωθεί ο αριθµός µονάδων στις γραµ- µές και να επέλθει ισορροπία προσφοράς-ζητήσεως. Παράλληλα, µε την πώληση θα επιτευχθεί και περιορισµός ζηµιών καθώς και αύξηση ρευστότητας. Η «µάχη της Κρήτης» Την σηµερινή θολή εικόνα της ελληνικής ακτοπλοΐας, άφησε να φανεί η πρόσφατη «µάχη» της Minoan µε την ΑΝ��Κ. Η εταιρεία του κ. Γκριµάλντι, υπέβαλε αίτηµα για δροµολόγηση δυο πλοίων της στη γραµµή Πειραιάς-Χανιά, αίτηµα το οποίο απορρίφθηκε από την αρµόδια επιτροπή. Ωστόσο, οι επιθετικές δηλώσεις που έγιναν από πλευράς Minoan, αποδεικνύουν πως η «άσπονδη φιλία» µεταξύ των δυο µεγάλων εταιρειών, παραµένει αναλλοίωτη µετά το ναυάγιο της ανταλλαγής των µετοχών της Hellenic Sea Ways. ∆ηµοσιεύµατα, πάντως, ανέφεραν ότι η εταιρεία του κ. Γκριµάλντι έχει αντιληφθεί την αδυναµία στην οποία βρίσκεται η ΑΝΕΚ και επιχειρεί, πλαγιοκοπώντας την, να τη θέσει σε ακόµη πιο δύσκολη θέση. Μέχρι στιγµής, πάντως, η ΑΝΕΚ, που διατηρεί την απόλυτη πρωτοκαθεδρία στη γραµµή, έχει αντέξει στην επίθεση της Superfast του Π. Παναγόπουλου και της Blue Star Ferries της MIG. Παράλληλα, η εταιρεία των Χανίων, εξετάζει την περίπτωση ναυλώσεως πλοίων της στην Κορέα, καθώς και την πώληση µιας ή δυο µονάδων της. ΕΛΛΗΝΙΚΗ ΑΚΤΟΠΛΟΪΑ Μια «πονεµένη ιστορία» Είναι µια «πονεµένη ιστορία» αυτή της ελληνικής ακτοπλοΐας. Σε αντίθεση µε την επιτυχηµένη πορεία της ποντοπόρου, η ακτοπλοϊκή µας ναυτική βιοµηχανία είχε λίγες χαρές και γνώρισε λύπες και δυσκολίες µεγάλες. ∆εµένοι µε την ακτοπλοΐα είµαστε οι Έλληνες. Από τη στιγµή που υπήρξε Μεσόγειος, Αιγαίο, Ιόνιο, Κρητικό, Μυρτώο, Λιβυκό, από τη στιγµή που γεννήθηκαν και κατοικήθηκαν τα αµέτρητα νησιά µας, γεννήθηκε η ακτοπλοΐα! ∆εν είναι τυχαία η εξάπλωση του ελληνικού πολιτισµού σ’ όλη την Ευρώπη µέσω των «ξύλινων τειχών». Ακόµη και σήµερα, εντοπίζονται ναυάγια αρχαίων ελληνικών εµπορικών πλοίων, που µετέφεραν αγαθά δια θαλάσσης. Στους νεότερους χρόνους, οι Έλληνες, απόγονοι του Οδυσσέα, διέπρεψαν στη θάλασσα. Κατά έναν περίεργο τρόπο, όσοι ασχολήθηκαν µε την ακτοπλοΐα, δύσκολα συµπλήρωσαν στη δραστηριότητα αυτή περισσότερες από δυο γενιές! Ως πρώτη ελληνική ακτοπλοϊκή εταιρεία αναφέρεται η «Ελληνική Ατµοπλοΐα», η οποία ιδρύθηκε το έτος 1857, µε έδρα τη Σύρο. Η Ερµούπολη θεωρείται η «µήτρα» της σύγχρονης ελληνικής ακτοπλοΐας. Εκεί, η «Ελληνική Ατµοπλοΐα» µετέτρεψε σε ατµοκίνητη τη γολέτα «Αιγαίον» και ναυπήγησε δύο ακόµη ατµόπλοια χωρητικότητας 200 κόρων το καθένα, το «Ίρις» και το «Καρτερία». 38 SHIPPING MARCH 2012 Τα ιδρυτικά της κεφάλαια ανέρχονταν σε 2 εκ. δρχ. και το 50% των µετοχών της κατείχαν το Κράτος και η Εθνική Τράπεζα. Το Κράτος παρείχε κάθε δυνατή υλική και ηθική βοήθεια. Όπως αναφέρει ο συγγραφέας Βασίλης Κουτουζής, η εταιρεία απέκτησε τέσσερα ακόµη σκάφη. ∆υο τροχήλατα το «Βασιλεύς Όθων», και το «Βασίλισσα Αµαλία», 748 κόρων το καθένα, και δύο ελικοκίνητα, το «Επτάνησος» και το «Βυζάντιο», 613 κόρων το καθένα. Τα σκάφη αυτά εκτελούσαν ταχυδροµική κυρίως υπηρεσία και µετέφεραν επιβάτες, µεταξύ λιµένων του ελευθέρου τότε Βασιλείου και των υπόδουλων ελληνικών περιοχών. Μέχρι το έτος 1875, το σύνολο των πλοίων της εταιρίας έφτασε τα 14 σκάφη, µερικά των οποίων άρχισαν να επεκτείνουν τα ταξίδια τους µέχρι Τεργέστης και Κωνσταντινουπόλεως. Η εταιρεία, που αντιµετώπισε ποικίλα προβλήµατα στην πορεία της, διαλύθηκε το 1892. Μετά από ένα χρόνο, ιδρύθηκε νέα Ακτοπλοϊκή Επιχείρηση «Η Ατµοπλοΐα της Σύρου», µε έδρα πάλι τη Σύρο και µε δύναµη πέντε πλοίων, που περιήλθαν στους µετόχους της νέας επιχείρησης εκ της «παλαιάς». Με την πρόοδο του κράτους και την ανάπτυξη της επιβατικής και εµπορευµατικής κίνησης της χώρας ιδρύθηκαν και άλλες εταιρείες, SHIPPING MARCH 2012 GREEK:Layout 1 6/19/12 4:26 PM Page 39 ΑΚΤΟΠΛΟΪΑ/ΚΡΟΥΑΖΙΕΡΑ όπως η «Πανελλήνιος Ατµοπλοΐα» και οι ατµοπλοϊκές εταιρίες Γουδή µε τα «Ιόνιον» «Σπέτσαι» και Γαλιούπη, µε δικά τους πλοία, αφού εκδόθηκε ειδικός νόµος που επέτρεπε τη σύστασή τους. Η Ερµουπόλη διαδραµάτισε σπουδαίο ρόλο, όχι µόνον στο Εµπορικό ναυτικό, αλλά και στην ακτοπλοΐα, ιδιαιτέρως λόγω της γεωγραφικής θέσεως και της υπάρξεως εκεί ανεπτυγµένων ναυπηγο-επισκευαστικών εγκαταστάσεων του Ναυπηγείου «Νεώριον Σύρου», που ιδρύθηκε το 1861. Από τις αρχές του 20ου αιώνα, άρχισε βαθµιαία η εγκατάσταση των συνεχώς αυξανοµένων ακτοπλοϊκών επιχειρήσεων στον Πειραιά. Πρώτη, εγκαταστάθηκε η «Πανελλήνιος Ατµοπλοΐα», κατόπιν η Εταιρία «∆εστούνη και Γιαννουλάτου», εν συνεχεία οι εταιρίες «∆ιακάκη», «Παληού», «Τόγια» και «Αφών Ιγγλέση». Αργότερα δε και η «Ακτοπλοΐα της Ελλάδος». Σηµαντική είναι η ίδρυση, το 1906, της «Υπερωκεανείου Ελληνικής Ατµοπλοΐας» που συνέδεσε για πρώτη φορά τον Πειραιά µε την Νέα Υόρκη. Οι εταιρίες αυτές, µέχρι του 1932, εργάστηκαν µε το σύστηµα του απολύτως ελεύθερου ανταγωνισµού, που συχνά υπερέβαινε τα όρια του αθέµιτου!. Τα αποτελέσµατα, όπως αναµενόταν, υπήρξαν καταστρεπτικά για τις περισσότερες. Και τούτο παρά το γεγονός ότι στην επεκταθείσα στο µεταξύ εδαφικά χώρα, άρχισε να αναπτύσσεται και ο πληθυσµός και το εµπόριο και η επικοινωνία. Άλλα µέσα συγκοινωνίας, εκτός του σιδηροδρόµου και των ακτοπλοϊκών πλοίων, δεν υπήρχαν τότε,. Τα ακτοπλοϊκά πλοία, εκτελούσαν αυτά και µόνο θαλασσίως, τόσο τη µεταφορά επιβατών, όσο και τη διακίνηση εµπορευµάτων εσωτερικού. Το οδικό δίκτυο βρισκόταν σε οικτρά κατάσταση και καµία σύνδεση δια πορθµείου δεν υπήρχε. Το 1930-31, η συσταθείσα τότε µεγάλη επί της Ναυτιλίας επιτροπή υπό τον Ανδρέα Μιχαλακόπουλο, εφάρµοσε το µέτρο της αποσυµφόρησης της Ακτοπλοΐας, δια της αποµακρύνσεως και αχρηστεύσεως πολλών και αχρήστων σκαφών, κατόπιν αποζηµιώσεως των πλοιοκτητών τους. Το 1932 ψηφίσθηκε ο Νόµος 6059 «περί ακτοπλοϊκών συγκοινωνιών», ο όποιος ισχύει µέχρι και σήµερα, µε πολλές στο µεταξύ τροποποιήσεις και συµπληρώσεις. Ό Νόµος αυτός επεδίωξε, αφ' ενός την εξυπηρέτηση των εσωτερικών Θαλασσίων συγκοινωνιακών µας αναγκών, αφ ετέρου δε έθεσε περιορισµούς εις στον αθέµιτο ανταγωνισµό. Το έτος 1939, επί Κυβερνήσεως Μεταξά, εξεδόθη ο Νόµος 1652 «περί τρόπου εκµεταλλεύσεως των ακτοπλοϊκών συγκοινωνιών», δια του οποίου ιδρύετο υποχρεωτική κοινοπραξία όλων των ακτοπλοϊκών επιχειρήσεων. Αυτό το σύστηµα εκµεταλλεύσεως ίσχυσε µόνο για ένα χρόνο γιατί ξέσπασε ο Β’ Παγκόσµιος Πόλεµος. ∆ιαρκούντος του πολέµου, τα επιβατηγά και τα ακτοπλοϊκά µας σκάφη βυθίσθηκαν από τις δυνάµεις του Άξονος. Μετά την απελευθέρωση της Ελλάδας, οι ακτοπλοϊκές µας συγκοινωνίες γίνονταν αρχικά µε πετρελαιοκίνητα σκάφη και στη συνέχεια µε κορβέτες που παραχωρήθηκαν από τους συµµάχους. Από του έτους 1950, αφού αποκαταστάθηκε η τάξη στην Ελλάδα, εµφανίζονται, νέες ακτοπλοϊκές επιχειρήσεις όπως των «Αδελφών Τυπάλδου» η «Εταιρία Καβουνίδου», η «Ηπειρωτική» των αδελφών Ποταµιάνου, η «Θηραϊκή» Μ. Νοµικού, Κ. Ευθυµιάδη κ.ά. Από το 1970, έχουµε την είσοδο και την εδραίωση των εταιρειών λαϊκής βάσης µε αφετηρία την Κρήτη, καθώς και άλλες στα µεγάλα νησιά Αιγαίου και Ιονίου. Οι Κρήτες γέννησαν τις «Μινωϊκές Γραµµές», την «ΑΝΕΚ», τη «Ρεθυµνιακή», οι Λέσβιοι τη ΝΕΛ, στο Ιόνιο επικράτησε η εταιρεία «Στρίντζη» ενώ στις Κυκλάδες οι εταιρείες «Αγαπητού» και «Βεντούρη» αναπτύχθηκαν γρήγορα και µε αρκετά πλοία. Στην ακτοπλοΐα ήλθε να προστεθεί και η “G.A” του Γεράσιµου Αγούδηµου, η πρώτη ακτοπλοϊκή εταιρεία που εντάχθηκε στον «αναπτυξιακό» Νόµο 1262 του ΠΑΣΟΚ! Οι εταιρείες «Λαϊκής Βάσης» αναπτύχθηκαν ραγδαία και στη δεκαετία του 90, µε την είσοδο του Περικλή Παναγόπουλου και των «Επιχειρήσεων Αττικής», η ταχύτητα αρχίζει να κυριαρχεί. Τα «Superfast» και τα «Highspeed» αλλάζουν την εικόνα. Τα νέα ταχύπλοα που παραγγέλλουν οι «Μινωϊκές», η «ΑΝΕΚ» και η ΝΕΛ, αλλάζουν το τοπίο. Είναι η αρχή του «ακτοπλοϊκού νεοπλουτισµού», που προηγήθηκε της γενικότερης «φούσκας» µε τις «κάρτες» και τα «δάνεια» των πολιτών! Η µάχη γίνεται δύσκολη, τα χτυπήµατα πολλά και µερικά κάτω από τη µέση, µέχρι που το “Express Samina” ναυαγεί στις Πόρτες της Πάρου και παρασύρει όλο το οικοδόµηµα! Οι εισηγµένες µετά βαΐων και κλάδων Ακτοπλοϊκές Εταιρείες, αρχίζουν να ξεφουσκώνουν, ο Παντελής Σφηνιάς κάνει το µοιραίο salto mortale και µας θυµίζει ότι κανείς από τους Έλληνες, που ανακατεύτηκαν µε την ακτοπλοΐα, δεν πρόκοψε, πλην του Παναγόπουλου, που ξέρει «να πουλάει και να φεύγει όταν πρέπει»! Θυµηθείτε ονόµατα και οικογένειες: Τυπάλδοι, Καραγεώργης, Ευθυµιάδης, Σφηνιάς… ΥΠΕΡΩΚΕΑΝΙΟΣ ΑΤΜΟΠΛΟΪΑ Τα ελληνικά «Υπερωκεάνια» πλοία συνδέθηκαν ιστορικά, εκτός ελαχίστων εξαιρέσεων, µε τις άγριες εποχές του φαινοµένου της µετανάστευσης. Θα τα βρείτε να αποκαλούνται και «Μεταναστευτικά ποντοπόρα πλοία». Οι ελληνικές υπερπόντιες γραµµές που αναπτύχθηκαν ήταν κυρίως δύο η γραµµή Βορείου Ατλαντικού (1907– 1977), που τη διέκοψε για επτά χρόνια ο Β’ Παγκόσµιος Πόλεµος και η γραµµή Αυστραλίας (1947 – 1977). Η εταιρεία που προσπάθησε πρώτη, αλλά απέτυχε ήταν του ∆. Μωραϊτη και του Παν. Βαλλιάνου (1906 -1908), µε τα Εγγλέζικα υπερωκεάνια «Μωραΐτης» και «Αθήναι». Μετά τη χρεοκοπία της δηµιουργήθηκε η «Υπερωκεάνιος Ελληνική Ατµοπλοΐα» µε τα ίδια πλοία. Χρεοκόπησε και αυτή και το 1912 απορροφήθηκε από τους αδελφούς Εµπειρίκου. Η «Εθνική Ατµοπλοΐα της Ελλάδος» των αδελφών Εµπειρίκου, όµως, SHIPPING MARCH 2012 39 SHIPPING MARCH 2012 GREEK:Layout 1 6/19/12 4:26 PM Page 40 ΑΚΤΟΠΛΟΪΑ/ΚΡΟΥΑΖΙΕΡΑ κυριάρχησε στο χώρο των υπερωκεανίων για 30 ολόκληρα χρόνια (19081937). Άρχισε τις εργασίες της µε την παραλαβή, το 1909 από τα αγγλικά ναυπηγεία, του υπερωκεάνιου «Πατρίς» 4890 κοχ. Στη συνέχεια, ακολούθησαν το «Μακεδονία» (6.333 κοχ), το «Ιωάννινα» (4.191 κοχ.), το «Θεσσαλονίκη» (4.682 κοχ.), το «Βασιλεύς Κωνσταντίνος» (µετέ��ειτα «Μεγάλη Ελλάς» και «Βύρων») που µπορούσε να µεταφέρει 1800 µετανάστες, το «Βασιλεύς Αλέξανδρος», το «Κωνσταντινούπολις» και το «Μορέας». Η «Εθνική», συχνά, αναγκάστηκε να αντιµετωπίσει επιτάξεις και φθορές πλοίων, από πολεµικές αντιξοότητες (Βαλκανικοί πόλεµοι, Α’ παγκόσµιος πόλεµος) αλλά και από εχθρότητα αντίπαλων πολιτικών µερίδων που εναλλάσσονταν τότε στη διακυβέρνηση της χώρας. Στη συνέχεια, η «Εθνική» ίδρυσε την αγγλική εταιρεία «Byron Steamship Company», που διαλύθηκε το 1928, υπέγραψε µια ατυχή σύµβαση το 1932 µε το κράτος και τελικά διαλύθηκε οριστικά το 1937. Ακολούθησαν η «Γκρηκ Λάιν» των Αφων Γουλανδρή, µε τα «Ολυµπία» και «Βασίλισσα Φρειδερίκη» η «Εθνική Ελληνική Γραµµή Αµερικής» του Ε. Ευγενίδη, η «Χανδρής Λάϊνς» του Α. Χανδρή µε το «Πατρίς», η «Χοµ Λάϊν» του Ε. Ευγενίδη, η «ΕΛ.ΜΕ.Σ» καθώς και εκείνη του Ι. Λιβανού στο Λονδίνο. • Το θρυλικό υπερωκεάνιο «ΟΛΥΜΠΙΑ» ναυπηγήθηκε το 1953 στη Γλασκόβη για την ΓΚΡΗΚ ΛΑΙΝ και ύψωσε σηµαία Λιβερίας. Από τον Απρίλιο του 1955 µεταφέρεται στη γραµµή Πειραιώς-Ν. Υόρκης. Και από το 1968 έφερε την ελληνική σηµαία. Το 1970 µετατρέπεται σε κρουαζιερόπλοιο ενιαίας θέσεως, πέρασε µια µακρά περίοδο παροπλισµού στο Πέραµα (1974-1982) για να αγοραστεί από Φιλανδούς και να επανακάµψει στις θάλασσες για κρουαζιέρες στην Καραϊβική. • Το πρώτο ελληνικό υπερωκεάνιο «ΜΩΡΑΪΤΗΣ» έζησε µόλις 26 χρόνια.