Nafs November 2010 by NAFS magazine

ΝΟΕΜΒΡΙΟΣ 2010

ΠΕΡΙΟΔΙΚΟ ΝΑΥΣ

SHIPPING Αγιασμός για TOISA Νέα παραλαβή για AEGEAN BULK

WISTA Μεγάλη επιτυχία του διεθνούς συνεδρίου 2010

ΚΩΔ. Γ.Γ. 2229 ISSN 1107 - 3179

ΑΡ. ΦΥΛΛΟΥ 77

ΚΩΣΤΑΣ ΔΟΥΚΑΣ Να σταματήσει ο κατήφορος στο Λιμενικό Σώμα

issue November 2010

the shipping magazine

ΚΑΡΑΜΠΑΜΠΑ 12 - ΑΓΙΟΣ ΔΗΜΗΤΡΙΟΣ - 17343

ΕΤΟΣ 15ο

TED PETROPOULOS “Seek and ye shall find” The search for shipfinance continues

fi y Norsafe

t fe

a S

t s r

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περιεχόμενα fi y t e f a S 08. Ανεμολόγιο:

Safety first. Αρκούν μόνο οι σκληροί κανονισμοί;

10. Ίσαλος γραμμή:

Να σταματήσει ο κατήφορος στο Λιμενικό Σώμα

12. Finacial Focus by Ted Petropoulos: The search for ship finance continues

16. “ΑΓΩΝΙΣΤΗΣ”

Νέα παραλαβή για την AEGEAN BULK

18. TOISA Limited

Αγιασμός για πέντε εξειδικευμένα πλοία

20. WISTA

Διεθνές συνέδριο 2010

28. Class news 32. Green pages 38. Tech pages 42. Safety First

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85. Ταξίδι στη γνώση: γράφει ο Κώστας Δούκας

Περιοδικό ΝΑΥΣ ΔΙΜΗΝΙΑΙΟ ΝΑΥΤΙΛΙΑΚΟ & ΟΙΚΟΝΟΜΙΚΟ ΠΕΡΙΟΔΙΚΟ, Νοέμβριος 2010, ΠΕΡΙΟΔΟΣ Β, ΕΤΟΣ 15ο - ΤΕΥΧΟΣ 77 Καράμπαμπα 12, Άγιος Δημήτριος, 17343, τηλ: 2104286606, fax: 2104286610, e-mail: nafsgreen@nafsgreen.gr, www.nafsgreen.gr Ιδρυτής: ΚΩΣΤΑΣ ΔΟΥΚΑΣ Ιδιοκτήτης - Εκδότης: ΝΙΚΟΣ Κ. ΔΟΥΚΑΣ Διεύθυνση Παραγωγής: Περιοδικό ΝΑΥΣ. Ετήσια συνδρομή εσωτερικού 50 ευρώ. Ετήσια συνδρομή εξωτερικού USD 70. NAFS, SSN 1107-3179.

Απαγορεύεται η αναδημοσίευση, η αναπαραγωγή, ολική, μερική ή περιληπτική, ή κατά παράφραση με οποιοδήποτε τρόπο, χωρίς προηγούμενη γραπτή άδεια του εκδότη, εκτός αν αναφέρεται το περιοδικό ΝΑΥΣ ως πηγή των πληροφοριών αυτών. Οι απόψεις των συνεργατών και αρθρογράφων της ΝΑΥΣ δεν απηχούν κατ’ ανάγκη και τις θέσεις του περιοδικού.

t s r

mirror γράφει ο Νίκος Κ. Δούκας

Safety first

Αρκούν μόνο οι σκληροί κανονισμοί; Πλήρες αφιέρωμα για την ασφάλεια στην θάλασσα και τη ξηρά. Οι τελευταίες εξελίξεις στον χώρο του Safety. Απαντήσεις σε θέματα κρίσιμα για την ασφάλεια ναυσιπλοΐας.

Η ασφάλεια σε όλες της τις μορφές αποτελεί βασική επιδίωξη κάθε επιχείρησης που σέβεται την ίδια την αρχή της ύπαρξής της. Για να μπορεί μία εταιρία να δημιουργήσει καλό όνομα στην αγορά είτε πουλάει υπηρεσίες είτε προϊόντα, χρειάζεται ξεκάθαρους κανόνες ασφαλείας, τόσο για τον ανθρώπινο παράγοντα όσο και για τα τελικό προϊόν ή τις διαδικασίες. Οι σκληροί κανονισμοί που έχουν επιβληθεί στους πλοιοκτήτες τα τελευταία χρόνια αρκούν από μόνοι τους να δημιουργήσουν το πολυπόθητο ασφαλές περιβάλλον για το οποίο δημιουργήθηκαν; Γιατί οι κανόνες φτιάχνονται στα γραφεία αλλά το δύσκολο παιχνίδι παίζεται εκτός έδρας, και συνήθως με άνισους κανόνες. Η συνεχής αναβάθμιση των επιπέδων ασφαλείας των πλοίων και ο αυστηρός έλεγχος τήρησης των σχετικών κανονισμών και προδιαγραφών είναι το κλειδί της επιτυχίας; Ακόμα και η διαρκής ενημέρωση για τις αλλαγές που προκύπτουν δεν αρκεί. Ο Ανθρώπινος παράγοντας είναι καθοριστικός και είναι αυτός που δίνει την ουσιαστική έννοια στην Ασφάλεια. Εκατό κανόνες δεν είναι σημαντικοί όσο ένα ανθρώπινο δάκτυλο που θα πατήσει ένα κουμπί. Στην έκδοση του ΝΑΥΣ Νοεμβρίου αλλά και μέχρι τότε στο www.nafsgreen.gr αναλύεται σε βάθος η διάσταση της ασφάλειας στην θάλασσα, από εκπροσώπους όλων των κατηγοριών ώστε να γίνει ξεκάθαρο ότι η ασφάλεια είναι απόλυτα εξαρτώμενη από τον παράγοντα Άνθρωπο. Τα πάντα στο πλοίο αρχίζουν και τελειώνουν με ανθρώπινες ενέργειες. Εκεί πρέπει να δοθεί ιδιαίτερη έμφαση από τους διεθνείς οργανισμούς αλλά και από τις πλοιοκτήτριες εταιρίες και τους νηογνώμονες. Σημασία δεν έχει να μην περνάς το κόκκινο φανάρι όταν το πρόστιμο είναι 1000 ευρώ, ή όταν έχει 50 ευρώ, ούτε όταν το πρόστιμο και στις δύο περιπτώσεις εφαρμόζεται απολύτως. Σημασία έχει να μην περνάς με κόκκινο.

Στην έκδοση του ΝΑΥΣ Νοεμβρίου αλλά και στο www.nafsgreen.gr αναλύεται σε βάθος η διάσταση της ασφάλειας στην θάλασσα, από εκπροσώπους όλων των κατηγοριών ώστε να γίνει ξεκάθαρο ότι η ασφάλεια είναι απόλυτα εξαρτώμενη από τον παράγοντα Άνθρωπο.

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ίσαλοςγραμμή

Να σταματήσει ο κατήφορος στο Λιμενικό Σώμα γράφει ο Κώστας Δούκας

κπληκτη αλλά και απογοητευμένη η ναυτιλιακή κοινότητα παρακολουθεί την μεθοδευμένη υποβάθμιση του Λιμενικού Σώματος, μετά την ουσιαστική κατάργηση του υπουργείου Εμπορικής Ναυτιλίας για λόγους που μόνο η κυβέρνηση γνωρίζει. Η διαχρονικότητα της εμπορικής ναυτιλίας, άμεσα συνδεδεμένη με το ναυσίβιο της ελληνικής φυλής, δεν λαμβάνεται υπ’ όψιν. Ούτε το γεγονός ότι η ναυτιλία αποτελεί τον ένα από τους δύο εναπομείναντες πυλώνες της παραπαίουσας ελληνικής οικονομίας και έπρεπε, κατά συνέπεια, η οποιαδήποτε κυβέρνηση να δώσει την δέουσα προσοχή,

ώστε να μεγιστοποιήσει την συναλλαγματική προσφορά του πλοίου. Είναι προφανές ότι κάποιοι κύκλοι, που δεν βλέπουν με καλό μάτι το ελληνικό ναυτιλιακό θαύμα, μεθοδεύουν την υπονόμευσή του. Πρώτον με την κατάργηση του ΥΕΝ. Δεύτερον, με τη διχοτόμηση του Λιμενικού Σώματος. Τρίτον, με την εν μέρει επανασύσταση του υπουργείου κάτω από μια σχοινοτενή και ανόητη ονομασία, προφανώς υποβαθμισμένων αρμοδιοτήτων. Το Λιμενικό Σώμα βρίσκεται σε διαρκή αναβρασμό. Ένα Σώμα με υψηλό μορφωτικό επίπεδο, που κάνει όλες τις δουλειές επί εικοσιτετραώρου βάσεως, χωρίς απεργίες: Επιχειρούν, φρουρούν, φυλάσσουν τα λιμάνια, τις ακτές και τις θαλάσσιες, από αέρα, ξηρά και θάλασσα. Είναι το Σώμα με τους 7800 λιμενικούς που υπηρετούν σε 230 διαφορετικές λιμενικές αρχές, σε 273 περιπολικά σκάφη όλων των τύπων, σε επτά αεροσκάφη, σε έξι ελικόπτερα, στη μονάδα υποβρυχίων αποστολών, στα κλιμάκια ειδικών αποστολών και στις λοιπές ειδικότητες. Είναι το Σώμα που μπορεί με τα μέσα και το προσωπικό που διαθέτει, να ανάσχεση το κύμα λαθρομεταναστών στο Αιγαίο. Αυτό το επίλεκτο Σώμα η κυβέρνηση το έχει υποβαθμίσει και ευτελίσει « σέρνοντάς το σαν κουφάρι από υπουργείο σε υπουργείο», όπως καταγγέλλουν οι λιμενικοί, οι οποίοι δικαιολογημένα φοβούνται ότι το ιστορικό ΛΣ οδεύει προς διάλυση. Τα προβλήματα είχαν συσσωρευτεί ήδη από την προηγούμενη κυβέρνηση, ώστε το ΛΣ να υπολειτουργεί. Έτσι εγκαταλείφθηκε και αχρηστεύθηκε μεγάλο μέρος του επιχειρησιακού τομέα, όπως τα εναέρια, τα πλωτά και τα χερσαία μέσα, ενώ δεν καλύπτονται, σύμφωνα με τις καταγγελίες των λιμενικών, οι ανάγκες σε εξοπλισμό, με κίνδυνο την ασφάλεια του προσωπικού καθώς και την τραγική έλλειψη υλικοτεχνικής υποδομής. Και φθάσαμε στην αθλιότητα, οι άνδρες που επανδρώνουν τις διάφορες υπηρεσίες να εκλιπαρούν συναδέλφους τους επαιτώντας χορηγίες, από φωτοτυπικό χαρτί και αναλώσιμα είδη μέχρι σέρβις και ανταλλακτικά για τα επιχειρησιακά μέσα. Η απόλυτη παρακμή για ένα Σώμα εξειδικευμένο, που έχει γράψει ιστορία και που θα μπορούσε με την πρόσληψη εξειδικευμένου προσωπικού, να λύσει πάρα πολλά προβλήματα της ελληνικής κοινωνίας, αν εξελισσόταν σε μια ισχυρή και αποτελεσματική ακτοφυλακή, κατά τα πρότυπα της Κόστ Γκαρντ, με χρηματοδότηση που θα ήταν ανάλογη της υψηλής αποστολής της. Μια τέτοια ακτοφυλακή, με μέσα προσωπικό και εξοπλισμό, θα μπορούσε όχι μόνο να ασχοληθεί αποτελεσματικά με την ασφάλεια της ναυσιπλοΐας την έρευνα και τη διάσωση, αλλά θα μπορούσε να εφαρμόσει την αλιευτική νομοθεσία, να καταπολεμήσει την παράνομη αλιεία, να αντιμετωπίσει το φαινόμενο της λαθρομετανάστευσης, να προστατεύσει το θαλάσσιο περιβάλλον και τον εναέριο πλούτο, να αντιμετωπίσει την ασφάλεια και την προστασία της ανθρώπινης ζωής και περιουσίας στη θάλασσα, να ασκεί ελέγχους στην εμπορική ναυτιλία, να προλαμβάνει και να καταστέλει τρομοκρατικές ενέργειες και να πατάσει εγκληματικές ενέργειες και οικονομικά εγκλήματα. Πώς είναι δυνατόν όμως να συμβούν αυτά, διερωτώνται λιμενικοί, κάτω από την απαράδεκτη και αντιπαραγωγική δομή και οργάνωση του ΛΣ που από ισχυρό αρχηγείο με αρμοδιότητες, όπως η κυβέρνηση είχε υποσχεθεί, καθιερώνεται σήμερα, μετά το προεδρικό διάταγμα 96/2010 σε ένα νέο μοντέλο ενός υποτιθέμενου φορέα άσκησης ναυτιλιακής πολιτικής και ενός εξίσου υποτιθέμενου επιχειρησιακού τομέα προδιαγραφών ακτοφυλακής; Και όταν μάλιστα διαχωρίζονται τα στελέχη τους σε δύο διαφορετικές κατηγορίες, εργαζόμενοι σε δύο εντελώς διαφορετικούς τομείς της δημόσιας διοίκησης; Ο υπουργός… ΘΥΝΑΛ (sic) κ. Ι. Διαμαντίδης προσπάθησε να γεφυρώσει το χάσμα και να καθησυχάσει το ΛΣ, μετά και την ισχυρή παραίτηση του αρχηγού ΛΣ κ. Μπούσιου, διαβεβαιώνοντας τους συνδικαλιστικούς εκπροσώπους του ΛΣ ότι η οποιεσδήποτε αρμοδιότητες του ΛΣ σε όποιο υπουργείο και αν ανήκουν, θα υλοποιούνται μέσα από το θεσμό του αρχηγού ΛΣ με την ίδρυση αρχηγείου Λιμενικού Σώματος, το οποίο θα εγγυάται την ενιαία και αδιαίρετη δομή των υπηρεσιών του και την υπαγωγή των στελεχών του κάτω από ενιαία διοίκηση. Ίδομεν. Όμως ο κατήφορος του ΛΣ πρέπει να σταματήσει. Κ. Δούκας

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financialfocus

‘Seek and ye shall find’ The search for ship finance continues By Ted Petropoulos, Head, PETROFIN RESEARCH The world shipping fleet continues to grow. Using N. Cotzias’ figures, in

Ship finance banks capacity

Graph 2

the last year, it has gone up by 2.1%

PETROFIN RESEARCH www.petrofin.gr

2009 Global portfolio, top 40 banks: $463bn 2010 Global portfolio, top 40 banks: $436bn

in terms of number of ships and an impressive 9.3% in terms of carrying capacity, which has now reached the mammoth figure of 1.355bn DWT. Over

60,00%

Banks with lending capacity

the same period, the world order book may have fallen by 18%, however, it still represents a further 6,007 vessels or

50,00%

Banks with reduced capacity

Banks with neutral/unclear policy/capacity

424.4m DWT or 31.2% of the existing fleet. Moreover, after a sluggish start in 2009, the rate of newbuilding orders has

22 banks

31,07%

31.67m DWT in Q2 2010.

30,00%

A bigger fleet and a hefty order book

17 banks

14 banks

require both higher equity, as well as loan resources.

46,61%

40,07%

40,00%

escalated, reaching a quarterly peak of

47,66%

21,28%

13 banks

20,00%

It is difficult to estimate the value for

13,32%

the global order book, as the newbuilding prices are not available for every

10,00%

vessel on order. However, as a broad

10 banks

estimate, an approximate total value figure for the 6,007 vessels of at least

4 banks

0,00%

$250bn can be used.

DATA based on 2009

Assuming an average figure of 70%

DATA based on 2010

DATA based on 2009

DATA based on 2010

DATA based on 2009

DATA based on 2010

finance, the estimated finance require-

6. Alternative risks/rewards for lending to other sectors

ments for the newbuilding fleet are expected at $175bn over the next 4 year

7. Quality of existing loan portfolio / provisions / losses

period.

The question that needs to be answered, therefore, is will there be finance

The above estimate shall be affected:

for all?

Upwards

Downwards

It is estimated that the global ship finance lending figures (drawn and commit-

- Fresh orders

- Committed finance already in place

ted) at the beginning of 2010 was approx. $480bn (Petrofin Bank Research ©)

- Second-hand acquisition finance

- Cancellations

of which approx. $400bn was drawn.

- Mergers and acquisitions

- Conversions / postponements

Given the total no of vessels in the global fleet of 44,784 (of all sizes and ages, the average debt outstanding per vessel amounts to $8.9m.

The new finance requirements should be assessed in the light of an approxi-

In order to respond to the question we sought to determine, the attitude

mately 10% per annum global loan book run off which is estimated at approx

towards ship finance by the top 40 global ship finance banks representing

$160bn over the next 4-year period. This percentage rises during periods of

$436bn of total loans (Graph 1).

strong shipping markets with healthy cash flows and reduces at times of market

We divided all banks between banks with a reduced capacity, banks with lend-

troughs.

ing capacity and banks with neutral/unclear policy.

At first sight, therefore, should banks simply re-lend what they shall receive

We compared the findings with those of 1 year ago to determine if the ship

from loan repayments, a substantial proportion of the required newbuilding

finance climate is improving, has remained static, or is worsening. The results

finance should be met.

are shown in Graph 2. Clearly, the past year has resulted in a number of ship

The question, though, is will banks re-lend their surplus cash flow into

finance banks slipping from a neutral to reduced capacity policy, which is not

shipping and / or will they expand or contract their overall ship lending

encouraging for ship finance.

capacity?

It is encouraging, however, that close to 50% of all banks continue to hold a

Bank lending affected by:

positive view towards ship finance.

1. State and progress of global economy

Consequently, it is clear that there will not be sufficient finance for all, but suf-

2. Lingering effects of liquidity crisis

ficient finance only for quality and financially strong owners.

3. Need to preserve capital ratios

We carried out the same analysis as to the attitude towards ship finance by

4. Basel III

all the Greek banks using January 2010 Petrofin Bank Research © published

5. Prospects for the shipping industry

analysis, involving 41 banks lending to Greek owners, totalling $67.02bn.

knowledge& PETROFIN RESEARCH 29 13 financialfocus innovation www.petrofin.gr

Bank Lending to Shipping Ship finance based on data of the beginning of 2010 – in $bn

• •

Top 6 Banks Finance approx. 39.5% of Shipping Loans finance banksHöppner approximately $436bn give an example,” explains, “a situation we

Total consumption. loans of leading the current energy “Of course,40 the ship data alone doesn’t really tell us anything,” says Höppner.

encounter frequently, the cooling water system often

HSH Nordbank “We need to follow up with a comparison, wherever wastes a lot of energy. So we take a close look at Commerzbank/Deutsche Schiffsbank/Dredner 33.3 DnBsister Nor ships, or at least possible with one or several its operation and try to come28.0 up with the best way RBS 23.0 with the data from a similar ship to improve efficiency.” Another area to scrutinize is KfW type. This quickly 20.3 Nordea 18.4 tells us whether there are any statistical outliers with the on-board power-generating equipment. Working BNP Paribas/Fortis 18.0 Lloyds Banking GroupThe best possible regard to energy consumption.” 16.9 closely together with the ship’s officers is essential BTMU* 15.0 scenario for HöppnerCredit has Suisse* been an analysis project for 14.0 Höppner. He draws on their insight into the subtle Agricole CIB 13.9the ship’s systems interact. “The amazing thing involving Credit an entire fleet of(Calyon) ships identical by design ways DVB 13.1 and operating in very similar environments. Comis – knowledge how to achieve efficient ship operaBank of China* 12.2 HSBC* 12.0 parison was straight forward – and the outlier was tion does exist on board. But in many cases nobody China Exim* 12.0 (HVB) diagram: its En11.4 quickly identified onUnicredit the summary ever asks. We try to bring it out into the open.” Danish Ship Finance 11.3 ergy Efficiency OperationalSMBC* Indicator (EEOI), which 10.0 Landesbank ECO-Patterns isBremer based on, was ten per cent lower 9.8 Accurate Directions Deutsche Bank 9.5 than the average of the other Citi ships. Among the rest FutureShip with its varied portfolio of consultancy 8.0 Danske Bank/Fokus Bank of the fleet, the CO2 emissions and, consequently,8.0 services can assist in many different ways. The final Korea exim* 8.0 Nordwere LB very similar – the 8.0 the fuel consumption values results of the analysis can be applied on several SEB 6.1 expected result for identical ships under intervention levels: the lowest or operational level ING operating 5.0 Santander* 5.0 nearly identical conditions. addresses the way the ship is run. The second level Natixis 4.8 ICBC involves minor retrofitting measures, and the third 4.7 ABN Amro (Fortis Bank Nederland) 4.5 Drawing on National the Skipper’s Expertise level includes major technical modifications. The Bank of Greece 3.2 3.0 So what is next after theSwedbank ECO-Patterns analysis? customer decides how far he wants to go. In the Helaba 3.0 “Future-Ship can then offer root-cause2.7 analysis,” case of the fleet of identical ships described above, Alpha a Bank Bank says Höppner. “Our Emporiki next step is what we2.6call ECOthe statistical outlier provided some valuable insights: Marfin Egnatia 2.5 Piraeus Bank Practices.” This is essentially a Failure1.8 Mode and Efthe ECO-Patterns analysis quickly demonstrated JP Morgan 1.5 fects Analysis (FMEA) whereby that it was worth searching for hidden potential for Bank of Irelandeach energy-relevant 1.4 1.0 system undergoes an errorDeka and*risk assessment. “To optimizing operations. The question what to do in a

Graph 1

given case – whether to give new directions to the skipper and his officers or to invest in some technical 49.3

modifications, such as a better cooling water pump – can be answered by running an ECO-Practices analysis. More information on all above GL Group products can be requested by Mr. Konstantinos Vasileiadis, Business Development Manager, GL Piraeus.

EEOI The Energy Efficiency Operational Indicator (EEOI) was developed by the IMO as a means to measure and optimize ship efficiency. The indicator is computed from a CO2 factor specific to the fuel used, the amount of fuel consumed, the distance travelled and the volume of goods transported. The industry is still debating whether or not the use of the EEOI should become a binding require-

Source: Petrofin Bank Research ©/ Marine Money ment. But it is safe to Autumn 2010

assume that it will be introduced on a voluntary basis before long.

* Market estimates

www.internaftiki.gr, info@internaftiki.gr, Tel: +302104126997, Fax: +302104127566 6 Alipedou str. GR 18531, Piraeus - Greece

financialfocus

Graph 23

Bank capacity in financing Greek shipping

Totals 2009: $73.2bn Totals 2010: $67.02bn

November 2009: 35 banks

February 2010: 40 banks

Banks with lending capacity

Banks with reduced lending capacity

70,00%

60,00% 50,00%

14 banks – Nov 09

20 banks – Feb 10

40,00%

13 banks – Autumn 2010

30,00% 20,00%

14 banks – Nov 09 51,49%

33,25%

Autumn 2010: 39 banks

39,34%

13 banks – Feb 10

Banks with neutral/unclear policy/capacity

19 banks – Autumn 2010 62,73%

47,17%

7 banks – Nov 09

7 banks – Feb 10

7 banks Autumn 2010

28,45%

10,00%

15,26%

13,55%

8,81%

0,00%

PETROFIN RESEARCH

September 2010

www.petrofin.gr

We have 3 reference dates in the analysis: November 2009, February 2010

2011/2012 as banks (existing and new) are expected to develop a more posi-

and Autumn 2010 and the results are shown in Graph 3.

tive view about Greek owners and Greece

Compared to the global shipfinance market, the Greek ship finance market is in

However, in view of the large Greek newbuilding order book of approx 800 ves-

a worse position with nearly 2/3 of banks now having reduced lending capacity

sels (Clarkson’s as of summer 2010), it is anticipated that Greek owners shall

as opposed to only about ¼ having lending capacity.

face difficulties in securing finance for all their orders.

The main reasons for this difficult position of the Greek market are: a) Due to the Greek economic crisis, Greek banks have reduced lending capacity,

Conclusion

b) The leading banks for the Greek ship finance market, i.e. HSH, RBS etc are

To conclude, therefore, both globally and especially for the Greek market,

all experiencing intrinsic problems, and

we anticipate a two-tier ship finance market. The top tier consisting of

c) Although Greek shipping is not viewed as a ‘Greek risk’, some banks are still

publicly quoted and major quality private companies, enjoying a sound

wary of increasing their ship lending in Greece.

financial position shall have little difficulty in securing finance at prevail-

d) Consequently, Greek ship finance is currently focused on the larger private

ing terms and conditions.

or publicly quoted and financially strong companies as banks are very selective e) Small owners are now forced to pay unprecedented high margins to secure

Less financially strong owners may find that obtaining ship finance is like

loans, if available.

Diogenes looking for honest folk using his lamp. However, even though

f) The poor Greek ship finance scene is at odds with the strong performance

it is expected to be an uphill struggle, smaller owners should persevere

shown by Greek shipping especially over the shipping crisis

and may augment their success probabilities by obtaining professional

g) Subject to any unforeseen market events, a gradual recovery is expected in

advice. Hence, the motto ‘Seek and ye shall find’.

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shipping

«ΑΓΩΝΙΣΤΗΣ» Νέα παραλαβή για την AEGEAN BULK

Το νεότευκτο φορτηγό πλοίο M/V AGONISTIS, τύπου Supramax ξηρού φορτίου, χωρητικότητας 59.000 τόνων, παρέλαβε πρόσφατα η AEGEAN BULK CO INC, από τα ναυπηγεία της Νοτίου Κορέας SPP PLANT & SHIPBUILDING CO., LTD. To “AGONISTIS” είναι το πρώτο, της σειράς των τεσσάρων πλοίων τύπου Supramax, που παρήγγειλε η Aegean Bulk στα ναυπηγεία της SPP. Το πλοίο ναυπηγήθηκε σύμφωνα με τις τελευταίες σύγχρονες προδιαγραφές. Την ίδια ημέρα σε λαμπρή τελετή έγινε η ονοματοδοσία του πλοίου, παρουσία του κ. Γεωργίου Κ. Αγγελόπουλου, του Πρέσβη της Ελλάδας στη Κορέα κ.Πέτρου Αυγερινού μετά της συζύγου του, του κ. Παναγιώτη Πολυζωγόπουλου, Operations Manager της ARCADIA SHIPMANAGEMENT, του κ. Paul I.D. Kim, Πρόεδρου της SPP, του κ. Φώτη Μπράτιμου Διευθυντή Ναυτιλιακών Χρηματοδοτήσεων της Royal Bank of Scotland, καθώς και αντιπροσώπων της ναυτιλιακής βιομηχανίας και προσκεκλημένων της Aegean Bulk. Το όνομα δόθηκε από την ανάδοχο κα H. S. Lee, σύζυγο του κ. H. J. Kwak, CEO της SPP και ακολούθησε ο καθαγιασμός του πλοίου και η έπαρση της Ελληνικής σημαίας. Το πλοίο απέπλευσε για το παρθενικό του ταξίδι προς το Βανκούβερ του Καναδά, με την Ελληνική Σημαία να κυματίζει στην πρύμη του.

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Hilanders EMD00204EN 0906

Ships are not still

shipping

TEN Operating expenses decline by 14% - Total net income since 2002 exceeds $1 billion Revenues, net of voyage expenses and commissions, were $83.3 million in the second quarter of 2010 compared to $88.6 million in the second quarter of 2009 primarily reflecting a slightly smaller fleet. Despite improved rates for crude carriers, the Company’s product carriers achieved lower rates than in the second quarter of 2009, as did its LNG carrier. On average, TEN deployed 45.0 vessels versus 46.0 vessels in the prior year quarter. Fleet utilization remained high at 97.8%, the same level as in the second quarter of 2009. The average daily time charter equivalent rate per vessel was $22,059 down from $22,890 in the 2009 second quarter. Vessel operating costs were $7,342 per ship, per day, down nearly 14% from $8,514 in the previous second quarter in part to a stronger US dollar against the Euro that positively impacted crew costs, reduced insurance costs, and decreased repair costs. In addition, the increased cooperation between our technical managers and Columbia ShipManagement S.A., even prior to the launch of the joint-venture Tsakos Columbia ShipManagement Ltd., achieved price reductions for spares, provisions, stores and lubricants. On July 1, this joint-venture formally assumed the technical management of the vast majority of the Company’s vessels. Read more in www.nafsgreen.gr

Αγιασμός για πέντε εξειδικευμένα πλοία της Toisa Limited Με μεγαλοπρέπεια έγιναν πρόσφατα στα Ναυπηγεία Wuchang της Κίνας, οι Αγιασμοί και ονοματοδοσίες πέντε εξειδικευμένων πλοίων της Toisa Limited, του Ομίλου Γρηγορίου Καλλιμανοπούλου. Πρόκειται για πλοία υψηλής τεχνολογίας τα τρία εκ των οποίων είναι πολλαπλών εφαρμογών (VS 4616 AHTS) και τα υπόλοιπα 2 υποστήριξης καταδύσεων & υποβρυχίων κατασκευών (DO 2 ROV VS483 MKK3 PSV). Τα πλοία ονομάσθηκαν: • TOISA ELAN με ανάδοχο την κα. Νικολέτα Παναγιωτοπούλου (CREDIT AGRICOLE). • TOISA – ENVOY με ανάδοχο την κα. Jayne O’ Conor (BANK OF AMERICA). • TOISA EXPLORER με ανάδοχο την κα. Xinju Yin (Import / Export BANK OF CHINA). • TOISA WAVE με ανάδοχο την κα. Sandra Marshall. • TOISA WARRIOR με ανάδοχο την κα. Susan Golding. Αξίζει να σημιεωθεί ότι στα Ναυπηγεία Wuchang ο όμιλος έχει ναυπηγήσει συνολικά 11 πλοία. Τον αγιασμό των πλοίων εκτέλεσε, ως είθισται, ο Σεβασμιώτατος Μητροπολίτης Καλαβρύτων & Αιγιαλείας κ.κ. Αμβρόσιος, βοηθούμενος από δύο Αρχιμανδρίτες τους κ.κ. Ιερώνυμο & Καλλίνικο. Οι οικοδεσπότες, κ. & κα. Καλλιμανοπούλου και η κόρη τους Άννα Καλλιμανοπούλου, μετά τις εορταστικές εκδηλώσεις στο Wuhan, φιλοξένησαν τους καλεσμένους τους στο Πεκίνο και στη Σαγκάη. Η παράδοση των ανωτέρω πέντε πλοίων θα γίνει εντός του ετών 2010 και 2011. Η διαχειρίστρια εταιρία της Toisa Limited, Sealion Shipping Limited διαχειρίζεται επί του παρόντος ένα σύγχρονο στόλο 26 πλοίων υψηλής τεχνολογίας γενικής υποστήριξης ανοικτής θαλάσσης (off shore) όπως ανιχνευτικά, ανεφοδιαστικά, υποστηρικτικά καταδύσεων & υποβρυχίων ως και εξορύξεως πετρελαίου. Μετά την παράδοση των παραπάνω νεότευκτων, η Sealion Shipping Limited θα διαχειρίζεται 31 πλοία πολλαπλών χρήσεων, ενώ βρίσκονται ήδη υπό ναυπήγηση στα ναυπηγεία ABG των Ινδιών δύο πλοία πολλαπλών εφαρμογών με παράδοση το έτος 2012.

wista conference

Efthimios Mitropoulos World needs women seafarers to help solve crew shortages.

Shipping companies have been urged by the

nities in the maritime sector, "and I hope that women

Union to go ahead with its own regulations on curb-

Secretary-General of the International Maritime Or-

will have their fair share in any such development."

ing greenhouse gas emissions if the IMO failed to

ganization to pay more attention to recruiting female

Shipping cannot afford any longer to ignore the huge

produce major breakthroughs. He replied that IMO

seafarers as part of the drive to solve widespread

workforce potential provided by women, he said, in

was making good progress on the 'three pillars'

crewing shortages.

areas ranging from management, to seafarers "at

(operational, technical and market-based methods)

Mr Efthimios Mitropoulos told the annual Conference

the sharp end." Mr Mitropoulous admitted that with

of an action plan agreed in 2006.

of WISTA International in Athens that women must

crew numbers on some ships having been reduced

He warned that a double approach of regional and

be brought into the workforce on a much greater

to levels as low as 12 to 15, the work demands were

international rules would be unacceptable to global

scale to help safeguard the future of the world

immense, and a ship could be a lonely place during

shipping. "Ships are not elastic objects that can

merchant fleet.

off duty hours; but the profession of seafarer was not

change their design and construction in accordance

Mr Mitropoulos was delivering the Conference

only a satisfying career choice, it was a passport to

with their next port of call. To move away from the

keynote address, on the theme of 2010, Year of

a huge number of jobs ashore.

IMO philosophy of a level playing field would be

the Seafarer, a designation which has helped to

The concept of shipping as a man's world was being

anathema." He was optimistic that Europe would

reinforce the need to come to grips with the long-

challenged, and barriers were falling. WISTA was

appreciate that the parameters had changed fol-

predicted labour-supply shortage in the shipping

attracting more women to the industry, and deserved

lowing the inconclusive Copenhagen conference in

industry. He insists that it is imperative for shipping

all credit for doing that.

December 2009 on climate change.

to re-launch itself as a career of choice for the high

Mr Mitropoulos said that as a United Nations

calibre, high quality young people of today.

agency, IMO had a long track record of fostering the

The IMO view is that there is no intrinsic reason why

advancement of women, and that gender equal-

women should not participate in and benefit from

ity should be considered a basic human right, "but

ignore the huge workforce potential

employment in the shipping industry, but it is be-

there are still many battles to be fought and won in

lieved that a mere 1% or 2% of the global workforce

this regard."

provided by women. IMO had a long

of 1.5m seafarers are women.

The IMO leader endorsed the values of WISTA in

The Secretary-General underlined his view

regard to commitment to excellence, knowledge,

ment of women, and that gender

that female seafarers are an under-utilised and

training and education. His support for WISTA ide-

underdeveloped resource that could provide part

als go back many years, including having addressed

equality should be considered a basic

of the solution to the problem of crewing the world

the previous WISTA International Conference to

merchant fleet.

be held in the Greek capital, in 1996. This year's

battles to be fought and won in this

He reminded the WISTA assembly that substantial

WISTA event is the 30th annual Conference.

growth in trade was being predicted for 2010, which

During a question session, M Mitropoulos was

regardâ&#x20AC;?.

should be followed by considerable new job opportu-

asked for his view on pressure within the European

â&#x20AC;&#x153;Shipping cannot afford any longer to

track record of fostering the advance-

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wista conference

representatives of the serious players in this industry, we must do our part to make sure it does.” A former president of the Norwegian Shipowners’ Association, Mrs Grieg pledged to the Conference audience of nearly 400 people: “In the Grieg Group we are determined to do better. Together with an increasing number of shipping companies, we act

Elisabeth Grieg Industry needs clear regulation to pave the way to sustainable future

now, as we speak, applying higher standards than the minimum requirements. We are no saints, but we are happily investing those extra dollars needed to be a decent, concerned and responsible provider of quality shipping also when recycling our ships.” International shipping is today responsible for nearly 3% of global carbon dioxide emissions, said Mrs Grieg. The international maritime industry emits more CO2 than most countries. “This estimate places international maritime emissions as the sixth worst in the world, between India and Germany, and nearly three times that of international aviation. Ship-

A leading shipowner has called on the maritime

regulations and rules. It is - at best - a paradox that

ping is already carbon efficient compared with other

industry to accept the need for tough regulations

so many companies in an industry with the long-term

forms of transportation, but the volumes underline

to achieve sustainability, in sharp contrast to critics

perspectives of international shipping are making

the need for us to address the issue with much more

who warn that such moves could hamper interna-

so many business decisions based on short-term

power than today.”

tional trade.

considerations.”

She said that forward-thinking companies, impatient

Mrs Elisabeth Grieg, chief executive of Grieg Inter-

Examples of short-termism were the ship recycling

with regulators, are increasingly coming up with

national and chairman of the Grieg Shipping Group,

industry “which represents a totally unacceptable

low-carbon solutions on their own. “Leaving green

declared: “We still have a long way to go before our

performance - a situation we clearly cannot live with

footprints is not a burden. In fact, I believe it will

industry actually does its relative part in creating

but instead must deal with;” and climate change, “an

become a a strategic and commercial advantage -

a sustainable future - both environmentally and

area where the challenges are so profound and the

in terms of reputation, in terms of partnerships and

socially. Therefore, while some [people] focus on

stakes so high that a common regulatory framework

in terms of business development.

the burdens of rules and regulations, my message is

must be put in place.”

“In our own industry we now have an order book of

that we cannot do without rules and regulations.

Expanding on her concerns over ship demolition,

between 30 – 50% of the existing fleet to be deliv-

“In fact, our industry should encourage rules and

she said: “On the shores of Bangladesh and other

ered the next three to five years. These are ships

regulations to force all players to adhere to some

countries children are working hard - carrying heavy

that will form the basis for the worldwide fleet for the

basic standards and to punish those that do not.”

steel and industrial waste from early morning till late

next 30 – 40 years. Except for very few low-carbon

She was speaking during a debate at the WISTA

evening. These children are deprived of childhood

ships, all of them are building engines designed for

2010 Conference in Athens on the relevance

and education, growing up in local communities ex-

heavy-fuel oil.

of regulation to sustainability. Mrs Grieg said: “I

posed to chemical waste and other forms of pollution

“This is not sustainable. Our industry must act. We

sincerely believe that the shipping industry is one of

from the ship wrecks at their beaches. It happens

need a technological revolution, and we need it now!

the cornerstones in the infrastructure of the global

because companies’ gives priority to the last cent on

It’s a tall order, but I feel confident and optimistic

community. We carry 90% of the global transporta-

the bottom line in their quarterly reports instead of

when I look at all the energy and resources that are

tion of goods. Through exploration, production and

focusing on long-term sustainable value creation.

being dedicated to the development of new and

transportation our business is essential in providing

“This must come to an end. And representatives of

cleaner solutions also in our industry.”

energy to a growing world market.

the serious players in this industry, we must do our

She said” Our industry has a choice: either the

“We must recognise that national, regional and

part to make sure it does.

governments force new regimes on our industry,

global regulations are justified by the absence of

“The adoption of the first IMO convention on Ship

or we take control of the situation ourselves. The

desired performance across the industry. There

Recycling in May 2009 was an important first step.

best solution would be for the international shipping

might of course from time to time be more oppor-

But - as with most conventions - it only provides a

industry to strive for a situation where governments

tunistic reasons for political interference, but there

required minimum. The ratification process takes a

and the industry play together and collaborate to

are numerous examples of areas in grave need of

long time – too long. This must come to an end. And

reach common goals.”

wista conference

νομοπαρασκευαστικές επιτροπές για την πρόληψη της πειρατείας και έχει συνδράμει στην προετοιμασία και εκτέλεση αντιτρομοκρατικών ασκήσεων που περιλαμβάνουν διαπραγματεύσεις σε περίπτωση απαγωγής και ομηρίας, αρκετές από τις οποίες σχετίζονταν με το ναυτιλιακό χώρο. Το 2004 τιμήθηκε με το Μετάλλιο της Βασιλικής Αστυνομίας σε αναγνώριση της αφοσίωσης της στους τομείς ειδίκευσής της. Η φιλανθρωπική της δράση περιλαμβάνει τη θέση του μέλους Διοικητικού Συμβουλίου στην Hostage UK, μια οργάνωση που υποστηρίζει τις οικογένειες των θυμάτων ομηρίας διεθνώς. Αναφερόμενη στην υποψηφιότητα της ως Προσωπικότητα της χρονιάς 2010, η κ. Williams είπε: “δεν μπορώ να αλλάξω την κατεύθυνση του αέρα, αλλά μπορώ να προσαρμόσω τα πανιά μου για να φτάσω στο στόχο μου, ο οποίος είναι να αναγνωριστούν οι θυσίες που κάνουν οι ναυτικοί μέσα από την δύσκολη και σημαντική εργασία τους.”

Προσωπικότητα της χρονιάς 2010 Suzanne Williams Διαπραγματευτής για ναυτικούς ομήρους

Οι επικεφαλής της WISTA επαίνεσαν την διαρκή

Η ειδική διαπραγματευτής για περιπτώσεις ναυτικών

εμπιστευτική υπόθεση απαγωγής, στην ξηρά

Η Πρόεδρος της WISTA Αγγλίας, κ. Maria Dixon,

που κρατούνται όμηροι, κ. Suzanne Williams, μια

αυτή τη φορά, η οποία αφορά αξιωματούχο μη

σημαντικότατη προσωπικότητα στην διασφάλιση

κυβερνητικής οργανώσεως.

της ασφαλούς διάσωσης πλήθους θυμάτων

Η κ. Williams, έχει υπάρξει στην εμπροσθοφυλακή

της πειρατείας, επελέγη από τη WISTA ως η

σε πολλές εξαιρετικά ευαίσθητες υποθέσεις, στις

Προσωπικότητα της χρονιάς 2010.

οποίες έγιναν προσπάθειες να απελευθερωθούν

Η ανακοίνωση έγινε κατά τη διάρκεια του Διεθνούς

τα υπό κατάληψη πλοία και τα πληρώματά τους.

Συνεδρίου 2010 της WISTA στην Αθήνα. Η επιλογή

Η ίδια αφού έδωσε μια εξαιρετικά ενδιαφέρουσα

αυτή, συμπίπτει με το γεγονός ότι η πειρατεία

ομιλία στο Διεθνές Συνέδριο της WISTA στο Λονδίνο

παραμένει μια τεράστια απειλή για τη διεθνή

το 2009, προτάθηκε από τη WISTA Αγγλίας ως

ναυτιλία, παρά την παρουσία της Ευρωπαϊκής

Προσωπικότητα της χρονιάς 2010.

Ένωσης, των ΗΠΑ, της Κίνας και δυνάμεων

Η σύμβουλος για τη διαχείριση κρίσεων και

του πολεμικού ναυτικού άλλων χωρών σε μια

αναγνωρισμένη ειδική ερευνήτρια, κ. Williams, είναι

προσπάθεια να διαφυλάξουν τα εμπορικά πλοία στα

ειδική διαπραγματεύτρια σε υποθέσεις ομηρίας από

ανοιχτά των ανατολικών ακτών της Αφρικής, της

το 1991 και έχει κληθεί να παράσχει τη βοήθεια

Νιγηρίας και των στενών Malacca.

της σε πολλές υποθέσεις “ζωής ή θανάτου”, αρχικά

Αυτή τη στιγμή οκτώ εμπορικά πλοία αναφέρονται

κατά τη διάρκεια των 32 χρόνων της θητείας

ως υπό ομηρία από Σομαλούς επιδρομείς και

στη μητροπολιτική αστυνομία του Λονδίνου ως

υπάρχει φόβος, καθώς η περίοδος των μουσώνων

αστυνομικός. Όταν αποσύρθηκε από την ενεργό

τελειώνει να αυξηθούν τα κρούσματα. Στο

δράση το 2008, ήταν επικεφαλής του Τμήματος

αποκορύφωμα της κρίσης, το Νοέμβριο 2009, ο

Διαχείρισης Κρίσεων που αφορούν Ομήρους της

αριθμός των υπό κατάληψη πλοίων ήταν 18.

Scotland Yard. Μεταξύ των αρμοδιοτήτων της,

Η κ. Williams διοικεί την δική της εταιρεία στο

ήταν μέρος της ομάδας προστασίας της Βασιλικής

Λονδίνο, την “Sue Williams International”, με

οικογένειας, εργαζόμενη στο παλάτι του Bucking-

εξειδίκευση στην αντιμετώπιση κινδύνων σε

ham.

περιπτώσεις εκτάκτου ανάγκης, και επί σειρά

Η ανάμειξή της σε υποθέσεις σχετικές με άσκηση

ετών συμβάλλει αποφασιστικά στην επίλυση

βίας στο ναυτιλιακό τομέα, ξεκίνησε το 1996 όταν

τρομοκρατικών υποθέσεων και απαγωγών. Κατά

της ζητήθηκε από έναν Δικαστή ασχολούμενο με

τη διάρκεια της παρουσίας της στο Συνέδριο της

την έρευνα αιφνίδιων θανάτων, για να ερευνήσει

WISTA την προηγούμενη εβδομάδα, η κ. Williams

έναν ύποπτο θάνατο εν πλω που προκλήθηκε

ενημερώθηκε για τις εξελίξεις σχετικά με μια ακόμα

από πειρατές. Έκτοτε, έχει συμμετάσχει σε

αφοσίωση της κ. Williams στο επάγγελμά της και την ενσάρκωση των αρχών της WISTA στο πρόσωπό της, μεταξύ των οποίων περιλαμβάνεται η βαθύτατη γνώση της ναυτιλιακή βιομηχανίας, το ανοιχτό πνεύμα της, η εμπιστοσύνη της στην ποικιλία/διαφορετικότητα, η επίτευξη στόχων και η συνεισφορά της στην βελτίωση της εικόνας της ναυτιλίας. δήλωσε στο Συνέδριο ότι η κ. Williams έχει τεράστια συνεισφορά στην προσπάθεια ενδυνάμωσης της προστασίας των πληρωμάτων από την πειρατεία και γι’αυτό προτάθηκε ως Προσωπικότητα της χρονιάς 2010, η οποία έχει ανακηρυχθεί από τον ΙΜΟ Έτος του Ναυτικού. Εξάλλου, ο ΙΜΟ έχει ήδη ανακηρύξει το έτος 2011 ως έτος “Ενορχήστρωσης της απάντησης στην πειρατεία”. Η κ. Williams είναι μέλος της WISTA UK. Για το βραβείο Προσωπικότητα της χρονιάς -το οποίο αποτελεί το αποκορύφωμα των διεθνών συνεδρίων WISTA από το 2006- , φέτος υπήρχαν άλλοι τρεις υποψήφιοι:α) η κ. Karin Orsel, διευθύνουσα σύμβουλος του ολλανδικού Ομίλου “Management Facilities Group”, μια ναυτιλιακή εταιρεία μεταφοράς χύδην φορτίου, β) ο πλοίαρχος Adamu Audu Biu, διευθύνων σύμβουλος του Ναυτικού Επιμελητηρίου φορτωτών της Νιγηρίας και γ) η εφοπλιστής κ. Borgny Edervik. Οι ανωτέρω προτάθηκαν από την WISTA Σουηδίας, WISTA Νιγηρίας και WISTA Νορβηγίας, αντίστοιχα. Οι περίπου 400 σύνεδροι από σχεδόν 30 χώρες στο Διεθνές Συνέδριο 2010 της WISTA που φιλοξενήθηκε στην Αθήνα και διοργανώθηκε από τη WISTA Ελλάς, συζήτησε τα σημαντικότερα ζητήματα που απασχολούν τη σύγχρονη ναυτιλία και επαινέθηκε από τους ηγέτες της ναυτιλίας ως ένα από τα εντυπωσιακότερα γεγονότα της χρονιάς στο χώρο της ναυτιλίας.

wista conference

Poulovassilis- Grieg - Sheppard - Gratsos

Delegates from the USA

The Dutch delegation

Nigeria Delegates

Πρωτοφανής επέκταση της WISTA Το μοναδικό φαινόμενο της διεθνούς δικτύωσης της

στενή συνεργασία με πιθανά μέλη στην Κίνα, στην

κοινωνική ευθύνη, στην εκπαίδευση και στην

ναυτιλιακής βιομηχανίας, η WISTA, βρίσκεται σε

Ιαπωνία, στην Ινδία, στη Μέση Ανατολή , στην

δυνατότητα δικτύωσης που παρέχει μοναδικά.

πορεία παροιμιώδους ανάπτυξης προωθώντας την

Αφρική και αλλού, ενθαρρύνοντας την επισημη

Κανένας άλλος οργανισμός δεν φέρνει σε επαφή

επιρροή του σε νέα ισχυρά έθνη.

ίδρυση εθνικών WISTA. Η WISTA Νιγηρίας, μιας

επαγγελματίες από όλο το έυρος της ναυτιλίας. Σε

Κατά την έναρξη του Διεθνούς Συνεδρίου 2010

από τις πολυπληθέστερες αποστολές, συζητά με

χώρες όπου η επαγγελματική δραστηριότητα των

της WISTA στην Αθήνα, οι συμμετέχοντες

άλλα αφρικανικά έθνη, μετά την επιτυχή συνεργασία

γυναικών μπορεί να περιορίζεται από παράγοντες

ενημερώθηκαν ότι επαγγελματίεςς του χώρου

της με την Γκάνα για την ιδρύση της εθνικής WISTA

κοινωνικούς, βοηθά τις γυναίκες να διατηρήσουν μια

παγκοσμίως εργάζονται για την ίδρυση νέων

εκεί.

αίσθηση εμπιστοσύνης ότι υπάρχουν δυνατότητες

εθνικών οργανισμών που σκοπεύουν στην

Στην Ευρώπη, υπάρχει ενδιαφέρον στην Κροατία,

να εξελιχθούν επαγγελματικά

προώθηση της γνώσης και της αριστείας σε όλα τα

Αυστρία και άλλες χώρες. Καλωσορίζοντας η κ.

επίπεδα της ναυτιλίας.

Χαλκίδη τους συμμετέχοντες στην Αθήνα είπε ότι η

Ο υπουργός Ναυτικών υποθέσεων, Νήσων και

Το Συνέδριο 2010 έθεσε από μόνο του τις βάσεις

WISTA είναι το σπίτι για επαγγελματίες, δυναμικές,

Αλιείας, κ. Γ. Διαμαντίδης, απέστειλε τις ευχές του

προσελκύονταας 400 συμμετέχοντες, ομιλητές και

ανοιχτόμυαλες γυναίκες σε επίπεδο διοίκησης στους

στο Συνέδριο, επαινώντας την ιδιαίτερη συνεισφορά

προσκεκλημένους από όλο το εύρος της ναυτιλίας

τομείς της ναυτιλίας και του εμπορίου, γυναίκες

των γυναικών στην ανάπτυξη της πρωτοτυπίας

και των περιφερειακών αυτής τομέων.

αφοσιωμένες στην αριστεία και στην διαφάνεια στην

στη ναυτιλιακή βιομηχανία και αναγνωρίζοντας

Κατά τη διάρκεια της πρώτης ημέρα, οι

επαγγελματική ζωή.

τη σημασία της εκπαίδευσης, ειδικά ως τρόπου

συμμετέχοντες ενημερώθηκαν ότι οι εθνικές WISTA

Στο έδαφος της, η Ελλάδα παρουσίασε την

προσέγγισης νέων ανθρώπων στο ναυτικό

αυξήθηκαν σε 30. Οι νεώτεροι εθνικοί οργανισμοί

μεγαλύτερη αποστολή συμμετεχόντων στο φετινό

επάγγελμα.

ιδρύθηκαν στην Γκάνα, στην Αίγυπτο και στα

συνέδριο , ενώ 26 συμμετέχουσες ήρθαν από τις

Ηνωμένα Αραβικά Εμιράτα. Όπως επεσήμανε η

ΗΠΑ, 20 από την Ολλανδία, 17 από την Νιγηρία

Η αποστολή της Σουηδίας, όπου θα λάβει χώρα το

Πρόεδρος της Διεθνούς WISTA, κ. Βέρα Χαλκίδη, τα

και 22 από το Λονδίνο. Άλλες χώρες έχουν επίσης

επόμενο Διεθνές Συνέδριο της WISTA ενημέρωσε τις

μέλη των επιμέρους οργανισμών έφτασαν συνολικά

σημαντική συμμετοχή. Η νέοϊδρυθείσα Γκάνα

συνέδρους, ενώ η Αίγυπτος, ένα από τα νέα μέλη,

τα 1300.

απέστειλε 8 συνέδρους.

ανέλαβε την οργάνωση του συνεδρίου για το 2012.

Η κ. Χαλκίδη, έχει θέσει ως προτεραιότητα της

Από την ίδρυση της στο Λονδίνο το 1970, η WISTA

Η εκπρόσωπος της Αιγύπτου δήλωσε ότι θεωρεί ότι

θητείας της την επέκταση της WISTA σε νέα κράτη.

θεωρείται μια αξιοσέβαστη δύναμη στην ναυτιλιακή

μέχρι το Συνέδριο 2012 τα μέλη της WISTA από τον

Τα ανώτερα στελέχη της WISTA βρίσκονται σε

σκηνή χάρις στην έμφαση που δίνεται στην εταιρική

Αραβικό χώρο θα έχουν ξεπεράσει τα 50.

classnews

World’s first LNG-fuelled coaster to be classed to DNV NSK Shipping AS, a coastal vessel operator based in northern Norway, has recently placed an order for a stateof-the-art LNG-fuelled multi purpose vessel at the Turkish shipyard, Tersan. The vessel, designed by Nordnorsk Skipskonsult AS, will be classed to DNV.

is increasingly seen as a viable, long-term solution to help reduce emissions,” he says. “By making use of technologies and expertise available in Norway, NSK can meet the demands of the charterer while reducing the vessel’s environmental impact on Norway’s pristine coastline.” Olsen adds that the project has received

Tor E. Svensen, the President of DNV welcomes the

support from Norway’s Næringslivets NOx-fond, a

project. “LNG is here to stay, and short sea shipping

Scheduled for delivery in 2012, the general cargo

state sponsored organisation promoting emissions

has been the most obvious place to start,” he says,

vessel will enter into a long-term charter agreement

reductions.

noting that ECAs have already been established in

with BioMar, a leading regional supplier of fish feed for

The designer of the vessel, Nordnorsk Skipskonsult

the Baltic Sea and the North Sea, and will be soon en-

the aquaculture industry. According to DNV’s Harstad,

worked closely with DNV on design specifications.

forced along the North American coastlines. “We have

Norway Station Manager, Jan Oddvar Olsen, NSK and

Roald Vårheim, DNV’s head of ships and offshore

seen that LNG represents no technical obstacles and

BioMar’s shared focus on improving environmental

structures, says that DNV’s early involvement in the

is more cost-effective than alternatives. Action taken

performance was a key driver to the decision to build

project allowed Nordnorsk Skipskonsult to manage the

by companies like NSK Shipping AS demonstrates that

an LNG-powered multi purpose vessel. “The coopera-

project efficiently. “DNV moved quickly to provide sup-

LNG-fuelled marine transportation is no longer an in-

tion between owner and charterer in this project is a

port on technical issues and compliance to streamline

teresting concept, but an economically positive reality.”

clear signal that LNG-fuelled marine transportation

the approvals process,” he says.

Author: Per Wiggo Richardsen

DNV news pot

on the s

• Students predict LNG preffered fuel According to DNV’s summer students, LNG could easily become the most

• DNV Benchmark: Improving vessel performance Building on DNV’s vast vessel database (NPS) the organization has launched

feasible means of fuel in short sea shipping. The students’ report was presented

DNV Benchmark, an advanced benchmarking tool to allow shipowners and

today in front of an audience of 200 people – including shipowners, representa-

managers access to valuable performance data to reduce operational costs and

tives from the supply industry and Norwegian authorities.

improve vessel safety.

• Asia’s first TOTS compliant cargo handling simulator validated by DNV

• DNV and Patjens cooperate on first LNG fuelled container ship

The performance of Asia’s First Cargo Handling Simulator designed, set-up and

Together with DNV and other partners, DNV customer Reederei Stefan Patjens

owned by global simulation solution provider Applied Research International

is ready to retrofit LNG on board a 5,000 TEU container vessel. When complet-

(ARI), is validated by the competency management arm of DNV, DNV SeaSkill.

ed, this would be the very first use of LNG as fuel on board a container ship and

• US and Norway: Fundamental differences between drilling regimes

of LNG as fuel in worldwide trading.

• Strengthening Sino-Norwegian ties

DNV has compared the U.S. Gulf of Mexico and the Norwegian offshore drilling

Chinese Vice Minister visits DNV headquarters to promote green Expo. Talks

regulatory regimes and regulations. The study identified several similarities,

demonstrate mutual commitment towards combating climate change issues.

but overall there are some fundamental differences between the two countries’ regulations.

• Thome first out on competence management

Thome Ship Management has become the first third party ship manager in the

• New recommended practise for US BOP compliance:

world to receive full accreditation by DNV SeaSkill for their competence manage-

In order to support the oil and gas industry in complying with the US Department

ment system.

of Interior’s new regulations for immediate re-certification of subsea BOP (blowout preventer) stacks, DNV has issued a Recommended Practise guiding owners and operators through requirements and technical aspects.

• Read more DNV news in www.nafsgreen.gr

oil water separator

sewage treatment plant

fresh water production unit

People … Expertise … Resources … Technology It’s the new range of water and waste water treatment systems on board.

Environmental Protection Engineering S.A. 24, Dervenakion str., 185 45 Piraeus-Greece T: +30 210 4060000 • F: +30 210 4617423 www.epe.gr • epe@epe.gr

classnews

Chinese shipyard NTS introduces FRIENDSHIP-Framework FRIENDSHIP-Framework is a CAE software system for the simulation-driven design of optimal functional surfaces like ship hulls, rudders, propellers and other maritime systems exposed to a flow regime. The development of optimally task-suitable, energy efficient, high performing designs is achieved in a streamlined design process which is built around integrated simulation. Parametric modelling, variant generation and assessment, as well as hydrodynamic optimization are key design steps which are fed by the simulation results and lead to an optimal design. FRIENDSHIP SYSTEMS has released the latest upgrade of the simulation-driven design software FRIENDSHIP-Framework, version 2.1, in late 2009. A new release with further enhanced functionality and user-friendliness is planned for autumn 2010. About NTS New Times Shipbuilding (NTS) is part of New Century Shipbuilding Corporation (NCSC) and based at

Chinese shipbuilder New Times Shipbuilding Co., Ltd (NTS) introduces simulation-driven design to its product development. NTS has signed a contractual agreement with GL’s maritime software developer FRIENDSHIP SYSTEMS. The contract includes the licensing of engineering software and design support for the development of a large crude oil tanker. By introducing the simulation-driven design software the shipyard aims to improve the efficiency of its products, streamlining its design work and increasing its competitiveness.

DanHua Port in Jingjiang City, Jiangsu Province. Next to extensive shipbuilding facilities, which include dry docks for 150,000 dwt and 300,000 dwt vessels, the company operates a marine design and research institute and a technology center. Since 1996, the shipyard has delivered about 100 vessels of all types, mainly bulk carriers, oil tankers and container ships. According to the company, a present 114 vessels are in the order book amounting to a total of 13,800,000 dwts. The shipyard designs and delivers vessels, which are classified also by GL, for an international clientele. More on NTS’ products and services under http:// www.ncship.com.cn/eng/. About FRIENDSHIP SYSTEMS FRIENDSHIP SYSTEMS offers software solutions to the maritime industry. Shipyards, design offices and consultancies use the Computer Aided Engineering (CAE) system FRIENDSHIP-Framework and supplying modules to develop high quality products. The software development activities facilitate parametric design and aim at a holistic approach involving the systematic analysis and assessment of a large set of design variants. Geometric modelling procedures are coupled with hydrostatic und hydrodynamic analysis, which are consecutively used for the detailed assessment of hull designs. The ideal customer-specific parameters of the ship are determined from many thousands of virtual ships for the ultimate benefit of the owner and operator. More about FRIENDSHIP SYSTEMS’ engineering software and services under www.friendship-systems.com. Picture: Shipyard NTS in China

First LNG powered vessel with GL class The conversion will enable

and 92% in SOx emissions”, said Dr Pierre Sames

the vessel to qualify for lower

at GL’s press conference during the SMM yesterday.

NOX emission taxes under the

"Using gas as a fuel can be one of the major con-

Norwegian government’s NOX

tributors to meeting emissions targets."

fund scheme. The ‘Bit Viking’

GL has issued guidelines for gas as ship fuel on the

has twin screw propulsion, with

application of the IMO regulations. These guidelines

each screw currently powered

are in force since 1 May and apply to all ships ex-

by a 6-cylinder in-line Wärtsilä

cluding liquefied gas tankers. The internal combus-

46 engine running on heavy

tion engine installations subject to the IMO interim

fuel oil (HFO). The conver-

guidelines may be single-fuel (i.e. natural gas) or

sion involves changing these

dual-fuel (gas and fuel oil) machines, and the natural

to 6-cylinder in-line Wärtsilä

gas may be stored in gaseous or liquid state. The

50DF dual-fuel engines that will

guidelines are to be applied in conjunction with the

be converted to run on LNG. It will then be the first

operate on LNG. The ship is built with double engine

relevant provisions of the International Convention

ship with Germanischer Lloyd (GL) class using gas

rooms, propellers, steering gears, rudders and

for the Safety of Life at Sea (SOLAS), 1974, and the

as fuel. The ship will we retro-fitted with a dual fuel

control systems. After conversion, for which Tarbit

Wärtsilä engine. Sea trials are planned for May

Shipping chose Wärtsilä, the ‘Bit Viking’ will be one

2011.

of the safest and most environmental friendly 25,000

Protocol of 1988 relating thereto, as amended. Picture (source: Wärtsilä): The 25,000 dwt product tanker ‘Bit Viking’ will be converted to run on gas.

With two 500 m³ tanks the vessel will have a range

ton product tankers in the world.

The 25.000 DWT product tanker “Bit Viking” will

of 12 days. It is owned by Tarbit Shipping and

“The use of LNG could reduce carbon emissions

operated by Statoil along the Norwegian coastline.

by 23%, with even bigger reductions of 80% in NOx

more analysis and documentation

dents. In summary, it is critical that an offshore safety

• Technical innovation and efficiency improvements

to be done in each individual case to verify that per-

regime properly accounts for technological, organiza-

can be implemented safely and responsibly

formance goals are met. It also requires a competent

tional and human factor defenses – or barriers5 – in

and active regulator.

Performance-based supplemented by prescriptive regulation

the prevention and mitigation of accidents throughout

The current safety regime for the U.S. Gulf of Mexico

the lifetime of the offshore installation.

The safety regime must benefit from all learning of

ment for safety cases4 to be performed. The offshore

Clear roles and responsibilities

the past. This is the traditional way of developing

safety regimes in the UK and Norway, for example,

An effective offshore safety regime must ensure

safety regulations where previous events lead to new

are of the performance-based type where safety

that clear roles and responsibilities are established

knowledge and additional regulation that prescribes

cases (UK) or detailed risk assessments (Norway)

between all parties involved. In particular, the role

a set of requirements for industry to follow. In most

must be presented to the authorities who review and

and responsibility between authority and operator is

cases, however, regulators and industry do not

accept - rather than approve - these before imple-

important. The performance-based regime has been

regularly revise and upgrade procedures, rules and

mentation. Once accepted, operations not in

preferred by a number of authorities not least be-

regulations, as the collective knowledge of how to

conformance with the safety case is an offence.

cause of its very clear split of responsibilities, where

operate safely increases (e.g. Baker Panel3 findings

DNV believes that an offshore safety regime based

authorities define performance goals and acceptance

after Texas City). More often, a major disaster

on a performance-based regulation requiring safety

criteria and the operator has the responsibility to

becomes the trigger to update regulations that have

cases including risk assessments supplemented by

ensure that these performance goals are met. The

been proven to be insufficient.

required or recommended specific prescriptive regu-

aim is to force the operator and contractors to take

Every major accident at sea has been followed by

lation for selected areas is the most effective

an active role and not lean on authorities to ensure

new regulation, from maritime oil spill accidents such

regime model. Areas that may be addressed by

safety. In such a regime the authorities will normally

as Exxon Valdez, Erika and Prestige to offshore oil

prescriptive regulation are typical facilities, compo-

not approve the operator’s plans but only review and

and gas accidents such as Alexander Kielland, Piper

nents and situations where experience exists. The

accept them. In a prescriptive regime the authorities

Alpha and now Deepwater Horizon. The same is the

prescriptive regulation may include specific require-

define implicitly the performance by prescriptive re-

case in the chemical process industry where aci-

ments supplemented e.g. by API standards and class

quirements and will furthermore typically approve the

dents in Bhopal, Seveso, Pasadena Texas and Texas

societies such as DNV Offshore Codes.

operator’s plans, in some cases including detailed

City led to new US and EU regulations.

The safety regime must ensure a safe operation

operations.

The potential weakness from such regulatory de-

of the offshore facility throughout its lifetime. The

Although the operator normally will be defined in the

velopment is that issues of the moment rather than

safety case performed at the design stage must be

regulation to carry the liability for the operation, mat-

long term sound policy become dominant and that all

implemented in the actual operation of the offshore

ters may become unclear if something goes wrong

focus is on the specific event and root causes with

installation and not just end as a document on a

and the authorities have both given specific require-

insufficient focus on other possible, future hazards.

bookshelf. Furthermore, the offshore installation may

ments for the facilities and operation plans as well as

An offshore safety regime based on prescriptive

be modified, it will degrade over time, external load-

approved their implementation.

regulation has the advantage of being relatively easy

ing conditions on structure or process system may

Also, the responsibilities between parties may also

and simple to implement and follow up but has the

change, and the operator and crew may change.

vary between different pieces of the regulation. The

weakness that it may not prevent new types

Each such change of condition must be monitored

choice of the performancebased model is therefore

of accidents that may appear in the future and it often

and documented as a safety case update as part of

natural when authorities want to minimize own risk

prevents innovation due to its specific, prescriptive

the regulated process for ensuring a safe operation.

Consideration of technology, organization

and liability.

rules and requirements. It may also limit operators’

is largely a prescriptive regulation with no require-

Safety first

Enforced identification, reduction and control of risks

be reported as

DNV believes that risks such as those related to

to authorities and

offshore drilling and operation can only be properly

regulators as part

managed if the risks are known and understood by

of their oversight

the operator (and subcontractors to operator) of the

function.

facility. Therefore, a key element in an offshore safety

online information

a specific installation through which preventive and

Practical and economic feasibility

mitigating means are identified and where all factors

After a major ac-

mentioned above are included in the safety and

cident there can

environmental models. Furthermore, the regime must

be a tendency

ensure that such risk management is maintained

to establish a

throughout the life of the installation and continuously

significant amount

kept up to date to prevent deterioration of barriers

of new regulation

learned from these achievements:

that prevent and mitigate risks.

where all elements may not have an equally good

• When seeking a step-change, a holistic approach to

DNV believes that the frequency of major accidents

balance between investment and benefits to society.

address technical, procedural, human and organiza-

only can be significantly reduced by identifying the

It is important that new regulation is practical and

tional and cultural aspects is essential

risks and the factors influencing these risks through

economically feasible in addition to ensuring suficient

• A detailed quantified safety and environmental

quantified risk assessment where the effect of

safety and environmental protection. DNV recom-

model is necessary to underpin operational decision

preventing and mitigation measures can be directly

mends that the effectiveness of new regulation

making to prevent major accidents.

evaluated and compared. This is the means that

should be assessed on basis of a risk assessment

have been introduced in other industries such as

where the reduction of risks (reduction of expected

nuclear and aerospace and which have proven suc-

loss) due to the new or modified regulation is com-

cessful in reducing major accidents. As mentioned,

pared with the investment needed to implement the

mercial nuclear power industry, a detailed risk model

the current offshore safety regime for the U.S. Gulf of

new or modified regulation.

is established and, from this model, all hazards are

Mexico does not require risk assessment and safety

As has been seen with the Deepwater Horizon

identified and managed to a level commensurate

cases to be established.

accident it can be important that equipment from

with the risks. In the offshore energy industry, all

IADC has, however, a recommended approach for

other parts of the world can be brought into the Gulf

risks would include at least all safety and environ-

a safety case for mobile drilling units. DNV believes

without any delay when needed. The regulation in

mental risks from topsides infrastructure, subsea

that such requirements with extensions must be

the U.S. Gulf of Mexico should therefore be aligned

arrangements and downhole. This approach has the

introduced in the future regulation so that all risks

with international regulation for offshore oil and gas

benefit of being able to reduce risks as they become

are evaluated throughout the lifetime of the offshore

exploration, development and production. Specific

directly known and the approach therefore provide

drilling and production activities, including design,

requirements needed for the local conditions such

additional and higher levels of safety and environ-

construction, installation, operations, maintenance,

as risk of hurricanes should be established and met

mental protection.

adaptation of new technologies, modifications and

in addition.

regime is that all parties are required to take an active role on undertaking holistic risk assessments for

decommissioning.

Illustration of the elements Risk, Control and Condition in a risk-informed offshore safety regime

Balance between risk, control and condition In the North Sea offshore industry and the com-

A risk management approach is characterized by

It should be noted that some operators in the US

A step change for major accidents

Gulf of Mexico already perform risk assessments

DNV believes that a step change for major accidents

due to their own corporate governance and based on

can be achieved, i.e. that the risk can be reduced by

1. Risk: The risk model7 is the foundation of a

experience from other safety regimes in the world.

a factor of 10 by use of risk management. The oil,

safety case

Furthermore, the challenge of handling an unlimited

gas and process industries have achieved significant

• The operator must identify of all risks ranging from

liability for operators can be met through a sys-

improvements over the past 20 years in occupational

high frequency, but small consequences to rare

tematic risk management approach where active

safety and limited spills or pollution incidents

major events with significant consequences, ways

prevention and mitigation barriers are monitored and

because companies´ safety and environmental man-

and means to prevent these accidents and how

managed throughout the lifetime.

agement have focused on and measured progress in

to respond if prevention fails. The barrier model –

these areas. However, major accidents in safety,

mentioned further in the appendix – is an effective

Shared performance monitoring

structural failures, explosions and environmental pol-

technique to understand prevention and mitigation

DNV believes that performance monitoring of all

lution have been more resistant to improvement (e.g.

systems, equipment and operating procedures.

factors influencing a safe operation should take place

major accidents onshore:

• The engineering and maritime design must meet

throughout the life time of the facility. The monitoring

Texas City6 and Longford Australia, and offshore:

current regulations and standards and the safety

should include the actual risks updated regularly, the

Piper Alpha and the Montara blowout).

case must describe the basis for the design and

condition of the facility, people and organization

After the Three Mile Island accident, the nuclear

operation.

as well as the condition of all barriers preventing and

industry achieved a step change using better tools,

• The risk model must have a sound basis and detail.

mitigating accidents. Such performance monitoring

namely formal Probabilistic Risk Analysis, new

To achieve a step change it must in the design stage

would be a continuous assessment of the total in-

audit structures from the Institute of Nuclear Power

be quantified to cover safety and environment risks

tegrity of the operation and ensure that, for example,

Operations and stricter regulations. The Offshore

on the topsides, subsea and downhole. Subsequent-

barriers do not deteriorate.

industry in the UK and in Norway, following two major

ly, operations procedures may rely on, or require,

The performance monitoring should be shared – fully

disasters with more than 100 fatalities each in the

more qualitative risk models.

or partly – with all parties participating in the opera-

1980’s, has also achieved an improvement by using

• The risk model is used to establish the required

tions such as partners and subcontractors in order

safety cases and quantified risk assessments. Also

performance of all critical aspects (technical, human

for all to benefit from the knowledge wof the actual

the aviation sector has been successful in reducing

and procedural) and these performance standards

condition. Part of the performance monitoring could

major accidents. There are important lessons to be

would be used for verification.

three main elements:

Safety first

2. Controls: Effective mechanisms for control

living quantifiable safety

must be implemented

and environmental risk

• Ensure that regulatory requirements and safety

model to support decision

case commitments are achieved in practice, are

making to prevent major

documented and communicated to all offshore and

accidents. A holistic model

onshore staff and contractors

is needed that addresses

• Ensure that modern safety & environment manage-

all aspects affecting the

ment system and process safety and safe drilling

safety, such as technical,

operations culture programs are in place to institu-

procedural, human and

tionalize success and to prevent short term financial

organizational and cultural

Key Performance Indicators from increasing longer

aspects.

term threats

This paper is intended to

• Verification by an independent, competent party

introduce the concept of a

as a key control mechanism both during design and

risk informed approach to

operations

safety and environmental

Illustration of the risk assessment and mitigation identification process

regulations, and does 3. Condition: The sound condition of all elements

not attempt to describe the

must be continuously monitored

concept comprehensively.

• Complex systems are subject to degradation or fail-

DNV will be pleased to assist

ure from the moment of entering service. Processes

and contribute to the discus-

must be in place to maintain equipment and to

sion and development of an

ensure that systems meet the required performance

improved offshore safety and

standard throughout the life time

environmental regime for the

• As well as the technical systems may degrade,

United States. Two risk mod-

this is also the case as regards working culture, or-

els should be established,

ganization and human competences which must be

one for the Safety Case

included in the condition monitoring processes

during the Planning Stage

• Changes in system, organization or people must

and one for the Operations

be assessed, managed, controlled and documented

Stage as briefly outlined in

before implementation, with effective processes for

the following.

Illustration of a holistic, quantitative risk model for offshore installation

returning critical equipment to its current state after temporary changes

Planning Stage Risk Management

It is important to have the right balance between the

The Planning Stage risk model includes quantified risk assessment (QRA) that uses detailed engineering

three elements risk, control and condition. A safety

studies and human performance models to identify all risks and demonstrate how they are prevented and, if

regime which has focus in only one or two of the

an event occurs, mitigated. The figure above illustrates such a holistic, quantitative risk model. Within offshore

elements will lead to ineffective risk management. A

facilities, there has traditionally been a focus on safety due to fire and explosion on the topside. A holistic

prescriptive regime focuses typically on control and

model should also include e.g. environment and downhole related risk as illustrated in the figure.

condition but less on risk.

A QRA is a risk model that quantifies key aspects of risk and – importantly – allows for the demonstration of risk reduction by the application of defined safeguards. In many ways, a QRA is similar to a Nuclear Probabil-

Conclusion

istic Risk Assessment (PRA), except that the numerical approach is a little different (discrete versus probabilis-

DNV believes that an effective and robust safety

tic) and the range of events examined is much broader for the offshore industry while the PRA focuses mostly

regime for offshore energy exploration, development

on the single event of potential reactor meltdown.

and production must be risk-informed and must possess the following characteristics

Operations Stage Risk Management

• Performance-based supplemented by prescriptive

The Operations Stage risk model captures all the findings and requirements and translates these into easily

regulation

understood terms and documents that can be effectively managed and driven into a positive process and

• Consideration of technology, organization and

safety culture during operations. The documentation will likely consist of a combination of a qualitative barrier

people

diagram approach (often termed a “Bow Tie”, see figure below) for foreseen threats and an operational version

• Clear roles and responsibilities

of the QRA model described in the previous section to address unforeseen issues. The nuclear industry uses

• Enforced identification, reduction and control of

also such an operational approach in utilizing the PRA model.

risks • Shared performance monitoring • Practical and economic feasibility • Balance between risk, control and condition DNV believes that the introduction of a risk management approach as basis for a new regulatory regime within U.S. waters will significantly improve the safety of offshore oil exploration and production. It will meet the public expectations for assessment of all risks as well as accommodate further development in offshore exploration and drilling safety and environmental protection. DNV believes that it is critical to maintain and use a

Bow Tie barrier model showing critical barriers (controls). Prevention barriers are on the left and mitigation barriers on the right. Each barrier should have a responsible person - only some of these are illustrated.

Safety first

Most accidents (e.g. Bhopal, Texas City) have been demonstrated to be due not to an unforeseen threat, but due to a known threat adequately addressed by regulations and company requirements,but where the

IT system can be used to com-

safeguards have been allowed to degrade over time

municate the current status

(technical, human or organizational). The Chemical

on barriers and risk to allow

Safety Board investigations have shown the same to

everyone anywhere to access

be true in other serious U.S. accidents (e.g., recent

this information in real-time.

explosion at Imperial Sugar, Georgia). Thus, a vital output of the Operations Stage risk model is that it be maintained up-to-date to provide a clear understanding of the current status of all barriers and how they affect risks, when these have degraded what must be done to return the system to a safe state, and ensure that all company staff, contractors and regulators are aware of the barrier status at all times in daily operations.

Verification and improvements through audits, reviews and inspections Regular audits during operations of the risk management system are vital. Important areas that need to be addressed are the management system, the process safety and organizational culture, seamless processes across company staff, contractors and

sub-contractors, offshore and onshore as well as the

to ensure robust integrity.

status of all barriers. included, such as emergency and mitigation meas-

Effective communication and decision making

ures e.g. for containment of oil flow from a well and

Modern information and communication technology

reduction of oil spill in the ocean.

can be an effective support in sharing performance

Management and staff reviews must in the same way

monitoring of risks and barriers as well as for making

be executed regularly in order to improve continu-

team-based decisions for critical situations win an

ously. Finally, regular and in-depth technical inspec-

integrated operations environment as illustrated in

tion and verification of physical facilities are needed

the figures below.

Also the readiness of prevention barriers must be

Piraeus Greece, 10 Akti Poseidonos 185 31

Tel.: +30

210 422 1000

+30 6976 444 100/103 +30 210 422 1008/417 4885 E-mail: salvage@tsavliris.com London United Kingdom, 38 Bruton Place, Mayfair W1J 6NX Tel.: +44 (0) 207 629 7373 Telefax: +44 (0) 207 629 7379 E-mail: tsav@globalnet.co.uk A.O.H:

Telefax:

www.tsavliris.com

Safety first

Tsavliris Salvage Group stands by the Latin motto “SEMPER PARATUS”, meaning “always ready”. Tsavliris is one of the most active emergency response contractors for maritime casualties worldwide and a frequent user of the Lloyds Open Form contract, having handled over 2000 casualties. With tugs on permanent station at strategic locations, the Group’s international activities embrace every service relating to marine salvage & towage, extending to complex wreck removals and partnering today’s ship owner in fulfilling his obligation to protect the marine environment from pollution. Tsavliris Salvage Group stands by the Latin motto “SEMPER PARATUS”, meaning “always ready”. As the key element of their business is salvage, Tsav-

and tow entered Spanish responsibility SAR area

(30,000 dwt) and the Giovanna (6,500 dwt) were

liris are called upon at times of crisis, when safety

in order to seek some shelter to restore the vessel

hired by the salvor to join the convoy.

at sea falters, whether that be from a mechanical

to a more or less safe condition. After inspection of

The flotilla faced severe weather conditions of

problem or human error; indeed they are the first

the casualty by the Spanish Authorities, the crew

up to Force 12 winds until, on the 21st January,

and the last line of defence.

was instructed to abandon the vessel, and the

in a break of good weather the M/T “Giovanna”

In 2007, Tsavliris won the highly coveted “Safety

Spanish Authorities ordered the convoy to maintain

managed to make fast alongside the M/T “Castor”

& Environmental Award” at the Lloyds List Greek

a minimum distance of 30nm from the Spanish

and on 22nd of January around noon the whole

Shipping Awards. As a professional salvor, no

coast. The same policy was also maintained by the

cargo of No4 damaged tanks had been transferred

greater honour could have been bestowed by the

Gibraltar Authorities.

from “Castor” to the “Giovanna”. This eliminated

shipping community upon Tsavliris Salvage Group,

On the same day, the 4th of January, Tsavliris

the danger of pollution, fire or explosion and

who pride themselves on saving life, property, pro-

time-chartered the Spanish salvage tug “Golfo de

brought the “Castor” to a load condition such that

tecting the environment against marine pollution

Bengala” to proceed from Cartagena to assist the

the deck plating was kept in compression in way

and safety at sea.

“Nikolay Chiker”, while Tsavlris salvage tug ‘Megas

of the crack to remove stresses and avert further

To highlight why Tsavliris Salvage Group’s con-

Alexandros” was fully loaded with salvage equip-

damage.

tribution to safety at sea and the measures that

ment and sailed from Piraeus to meet the “Cas-

Meteorological information from the meteo office,

they must take to ensure the highest standards at

tor”, followed a few days later by the company’s

which provided weather routing to the operation,

all time is the Motor Tanker “CASTOR” of January

salvage tug “Atlas”.

indicated that strong southwesterly airflows were

2001. This case illustrates the magnitude of a

Salvage teams and equipment were also mobilized

to be expected for a prolonged period in the area.

salvage operation and the dangers that are faced

right away from Greece and Holland to attend

Not being able to find shelter off the Spanish coast,

by the salvage team, the distressed vessel, the

the casualty, consisting of a salvage master,

and faced with gale force winds, the convoy (six

environment and in this particular example the

salvage officer, salvage engineer, marine chemist,

vessels) was forced to head east in hope of finding

relevance of the much debated “places of refuge”.

engineers, electricians and salvage assistants.

better sea conditions for the maximum of three

Inclusive to this, it shows the need and important

The team was placed onboard the casualty, and on

days of good weather required to complete the

role that professional salvage companies play

the 8th of January managed to seal the crack with

operation.

within the safety of the maritime shipping industry.

a combination of polyurethane foam and silicon

After a towage of more than 2,000 miles around

M/T “CASTOR”

paste so as to create an elastic sealing on the

the western Med, the operation reached an end

The vessel “Castor” was on a laden voyage carry-

crack and to prevent the tank from “breathing”. Gas

on the 6th of February, when the “Yapi” finally

ing a cargo of 39,000 mt of unleaded gasoline from

concentrations were continuously monitored by the

managed to moor alongside the “Castor” and begin

Costanza to Lagos, Nigeria. On 31st December,

chemist and a few days later, two inert gas installa-

the STS operation to lighten the damaged vessel.

during storm weather, the vessel developed a

tions were placed on board the ship and the vapor

Using a sophisticated discharge plan, the salvage

20-meter crack in her main deck in way of cargo

spaces of all tanks were inerted to eliminate the

team managed to empty the casualty’s tanks from

tanks No4. Her position at the time was off the

danger of explosion. The salvage team prepared a

cargo, and ballast the vessel so as to minimize

Moroccan Coast. Morocco ordered the ship to stay

plan for an STS operation to discharge the vessel,

stresses on the damaged area. The STS operation

40 miles away from their coast.

supported by 135 pages of salvage plans and sup-

was over on the 8th of February. The casualty’s

On the 3rd of January 2001 the ship owners

porting calculations, which were agreed to by the

tanks were then inerted, shaft and rudder secured,

contacted Tsavliris for assistance and a LOF was

Salvage Association and ABS. However, the tech-

and the vessel was subsequently towed to Piraeus

signed the same day. Tsavliris, having the very

nical merits of such plan were never discussed by

Roads as dead ship by the “Megas Alexandros”,

large salvage tug “Nikolay Chiker” in the area in-

coastal states, which, on purely political grounds,

where she arrived on February 14th. The cargo on-

structed her to proceed full speed in order to meet

refused the operation to be performed within their

board the “Giovanna” was transferred to the “Yapi”

the M/T “Castor”. Following the instructions of the

30-mile limit. After refusal coming from Spain, Gi-

using the Marsaxlokk shore facilities in Malta, and

Moroccan Authorities “Nikolay Chiker” escorted/

braltar, Morocco, Malta and Algeria, it was decided

the “Yapi” resumed the “Castor’s” voyage.

towed the vessel by stern 40 miles off the coast

that the operation will take place in the open sea

Certificate of Safe Delivery was signed on Febru-

of Morocco. Next day, on the 4th of January, tug

and the two lightering tankers, namely the Yapi

ary 20,2001.

Safety first

“Sustainability of Shipping - addressing Corporate Social Responsibility through Management Systems” Stavros Meidanis Lloyd’s Register, LRQA/ Marine Global Business Support Centre Manager In an economic downturn, the bottom line rises to the top of management’s agenda and commitments to be sustainable – made in better times – can begin to fade. However, stakeholders continue to demand greater accountability. They are seeking independent scrutiny of social, economic and environmental credentials which go to the very heart of Organisations’ brand. The area of sustainability and social responsibility has slowly crept up the corporate agenda and awareness of this topic is growing. However, in relation to other corporate governance issues which capture the interest and attention of stakeholders and board directors, Sustainability is still low on the list. This paper explores the development of sustainability and its links with Corporate Social Responsibility (CSR). In particular it will discuss those tools for the risk identification and performance measurement using Management Systems - setting of strategic aims and their subsequent monitoring. The paper will then conclude by looking at what companies can do to demonstrate their commitment towards sustainability through Management Systems. Production of credible, open and transparent accounts of these non-financial operations is just one such mechanism and one that can help to protect your brand reputation and hard assets.

RELEVANCE OF CSR IN SHIPPING INDUSTRY

As mentioned, CSR themes such as Safety, Health and Environment and external environment are high on quality shipping companies’ agenda. As illustrated above, global CSR-initiatives are supported and dominated by land-based industries. Participation by shipping companies is limited. As touched upon several questions arise from this: • has the globalisation process been different for shipping companies? • does the institutional structure of the industry leave CSR superfluous? • how much of business practices referred to as ‘quality shipping’ equal CSR in other industries? With globalisation civil society in general and NGOs in particular have raised the question of accountability of corporations with increased frequency. Who, in a global economy, holds corporations accountable for their actions? Human and labour rights are codified in international conventions and declarations, but breaches are often penalized neither by a company’s host nor home country. By voluntarily involving stakeholders more and imposing social and environmental minimum standards on own activities, companies have sought to meet the concerns expressed over a business sector perceived to be accountable to few other stakeholder groups than their shareholders. To what extent does this description apply to the shipping industry?

IS THERE A NEED FOR CSR IN SHIPPING ?

CSR for land-based companies does involve defining self-imposed unilateral codes of conducts or development of voluntary industry guidelines and codes. The institutional structure of the shipping industry is different than for land-based industries. Whereas companies and industry associations in land-based industries to a larger extent are lacking international organisations regulating and defining industry-specific performance levels for the industry, the shipping industry has organisations passing global rules and thereby making a potential levelplaying field and a more equal competitive situation possible. The shipping industry has also come further than most land-based industries in developing a system for industrial relations and wage and contract negotiations in a globalised business environment.

CSR ARGUMENTS FOR SHIPPING COMPANIES

Governmental failure to secure enforcement of shipping rules and regulations, increases expectations’ to shipping companies’ ability to self-regulate. International regulation is a compromise between a wide range of actors and thus often takes on a least common denominator-character. Shipping companies situated in societies with higher expectations will benefit from proactively defining higher performance levels and communicating them. Land-based companies are increasingly solving challenges raised by globalisation by working with CSR. Their suppliers and business associates are more and more expected to demonstrate a commitment to social responsibility. Shipping companies increasingly need to be able to communicate with customers using CSRterminology and to demonstrate supply chain responsibility. Expectations to shipping companies have changed. The shipping industry has played a central role in bringing about many of these new expectations. By enabling global transport of goods the industry has helped give momentum to the globalisation process, a process that has altered notions of the extent of responsibility in all industries. Social and environmental dimensions of the full life-cycle of products as well as co-responsibility for business associates’ performance through ‘guilt by association’ are today business realities. Although the shipping industry is a more regulated industry than others, the IMO and ILO-regulations do not effectively cover these new notions that CSR seeks to address. Globalisation blurs the traditional divide between business and government. Public and private roles become less clear in a globalised world. Considerations that previously could be left for governmental agencies to solve, today is becoming an integral business process in companies. Oil and gas-companies have long been challenged for negative consequences such as corruption and destabilisation of developing countries that revenue from corporate activities brings about. A related situation is criticism of revenue going from shipping companies to ship registries and strengthening the power base of oppressive regimes etc. CSR offers both an explanation for why corporations increasingly are challenged on such consequences as well as a prescription for how companies can work to forestall criticism. In the developed world, the image and reputation of the shipping industry is not as strong as previously. It has been argued that quality shipping is too often silent and not communicating positive contributions from the industry. Engaging in CSR forms a good basis for working with social and environmental performance, and also gives guidance on how to engage with stakeholders and undertake activities influencing the perception of the industry positively. Work with CSR creates ‘brand capital’ which helps the company sustain its reputation in time of crisis or accidents etc. Lastly, CSR is per definition a voluntary undertaking. Quality shipping companies wishing to excel further by addressing social responsibility will benefit from CSR.

Safety first

Sustainability in shipping

WHAT IS A SOCIAL RESPONSIBLE SHIPPING COMPANY ?

Whether a company is know to be socially responsible or not, ultimately rests with how the company is perceived by its stakeholders. It is, however, possible to say that a socially responsible shipping company is a company working actively to integrate economical, social and environmental concerns in their running business operations. And a company that manages to find a sound balance between the need for operational efficiency, shareholder value and attention to the interests of non-financial stakeholders. CSR can be approached from both an upside and a downside-perspective. Companies may engage in CSR to avoid exposure of poor performance, unethical business practices or potential negative impacts on local communities etc. Companies also seek to get a competitive advantage from choosing to go beyond rules and regulations, implementing Management Systems (MS), working proactively to strengthen a brand or increase employee pride and loyalty. There are also certain organisational processes/activities that typically are performed by a socially responsible company.

INVOLVEMENT OF STAKEHOLDERS

Stakeholder involvement is a central CSR activity. In addition to commercial stakeholders such as customers, partners, suppliers etc., companies increasingly seek to identify and consult with non-financial stakeholders such as non-governmental organisations, trade unions and local community organisations etc. Stakeholder involvement takes place because companies increasingly see that having a dialogue with stakeholders directly rather than trough, for example, the media is helpful. Dialogue and direct involvement helps companies register expectations and gather alternative views on social, economical and environmental dimensions of business processes. Stakeholder dialogues are therefore frequently argued to increase a company’s ability to determine responsibil-

ity, risk management capacity and ability to innovate. Companies use different methods for gathering stakeholder input ranging from: • meetings with stakeholder representatives • development and implementation of MS • industry stakeholder dialogues (performed by industry associations, for example to gather shipping companies in similar market segments and relevant NGO-representatives etc)

by a variety of means, through MS implementation, such as: - internal audit of data collection and reporting systems - issue-specific audits by appropriate experts - reviews and commentaries by independent external experts - external independent assurance.

CSR – SUSTAINABILITY & MANAGEMENT SYSTEMS

CONCLUSION

CSR work with a management system approach. Like work with quality environmental or Occupational Health & Safety (OHS) environment, work with social responsibility and sustainability, can be approached within a plan-do-check-act Management System systematic. Shipping companies addressing their social responsibility that have quality, environmental Occupational Health & Safety indicators and an Integrated Management System in place should seek to broaden the existing management system rather than creating a new one for social indicators.

DEMONSTRATING COMMITMENT TO SUSTAINABILITY

The final part of managing sustainability is to demonstrate to stakeholders your performance; whether it is good or bad. This is currently achieved by the: - production of a separate sustainability/corporate responsibility/non-financial operating report - inclusion of text in a company’s annual accounts and report on material issues, this may be - elements of sustainability - submission direct to the national government’s regulating authority of legislated data. Stakeholders also expect to be able to trust any data and information presented. Companies therefore need to take steps to enhance the credibility and quality of published data, information and/or reports. In particular for non-financial reports this can be done

It is due to this increasing interest from stakeholders and government; together with the need for companies to be both transparent and accountable that performance, including that of sustainability, is becoming a regular feature on the corporate agenda. Consequently the board of directors must have confidence in the data used to govern their company. Management systems and standards play a vital role in helping companies govern their activities and manage sustainability. By taking a systems approach companies are able to focus on identifying their risks, legislative requirements, operational controls and ensure that material issues are not overlooked. Standards, meanwhile, provide a means for companies to quantify their performance, and to identify areas for improvement whilst the production of a nonfinancial report allows companies to demonstrate their commitment to sustainability. Consequently, shipping companies may, if desired, participate more actively in the CSR-field and highlight much of their quality efforts under a Sustainable development umbrella. Nonetheless, a project conclusion is that there is considerable room for shipping companies to extend their commercial considerations and relation with business associates to include broader social considerations. To engage more directly with stakeholders, broaden training given to employees and to communicate and report more openly with the surroundings on social and environmental responsibility are also timely activities.

Safety first

MARITA HELLAS S.A Πρωτοπόρος στον τομέα των σωστικών Από το 1973 η MARITA HELLAS S.A προσφέρει

με

τεχνολογίας

Παράλληλα η SOLAS 1960 πρόσθεσε ότι πρέπει

πρωτοποριακά και τελευταίας τεχνολογίας προιόντα

εξοπλισμό σε συνδυασμό με την πολυετή εμπειρία,

το 25% των επιβατών να καλύπτεται με πνευστές

και υπηρεσίες με κύριο γνώμονα την ασφάλεια της

την τεχνογνωσία και την υπευθυνότητα του τεχνικού

σχεδίες.

ανθρώπινης ζωής στη θάλασσα.

τμήματος της εταιρείας, δίνεται η δυνατότητα να

Το 1974 υπογράφτηκε η SOLAS 74 ανάμεσα σε 71

παρέχει

άμεση

χώρες προσθέτοντας περισσότερους κανονισμούς

προμηθεύει - εγκαθιστά και επιθεωρεί:

εξυπηρέτηση και υψηλή ποιότητα πάντα με κύριο

θέτωντας γερά θεμέλια για τον εκσυχρονισμό των

• Συστήματα Εγκατάλειψης Πλοίων MES

γνώμονα την ασφάλεια της ανθρώπινης ζωής στην

πλοίων σύμφωνα με διεθνής κανονισμούς και την

• Πνευστές σχεδιες LIFERAFTS

θάλασσα.

εξέλιξη της τεχνολογίας. Μια από τις κυριότερες

Πιο

συγκεκριμένα

MARITA

HELLAS

S.A

εξειδικευμένο

και

ολοκληρωμένες

τελευταίας

υπηρεσίες

με

• Πυροσβεστικά συστήματα ( CO2 –NOVEC-FM 200) • Πυροσβεστήρες & πυροσβεστικά μηχανήματα &

αλλαγές ότι το πλοίο θα πρέπει να εγκαταλείπεται

ΣΥΝΤΟΜΗ ΑΝΑΔΡΟΜΗ ΣΤΟΝ ΧΩΡΟ ΤΟΥ SAFETY

εξαρτήματα

μέσα σε μόλις 30 λεπτά από την στιγμή που θα σημάνει σήμα συναγερμού για την εγκατάλειψη του πλοίου.

Η πρώτη διεθνής Σύμβαση για την ασφάλεια της

Tότε ξεκινάει και τα πρώτα βήματα της, η εταιρεία

ανθρώπινης ζωής στην θάλασσα υπογράφτηκε

MARITA HELLAS S.A . Ο καπετάνιος ΜΑΛΛΙΡΗΣ

εξουσιοδοτημένη για την επιθεώρηση των σωστικών

το 1914

ΝΙΚΟΛΑΟΣ

μέσων από τους κατασκευαστικούς οίκους : RFD –

διεθνείς κανόνες ασφαλείας για τα πλοία.Στο

κινδύνους στην θαλάσσα αποφασίζει να ιδρύσει

RFD BEAUFORT- EUROVINIL-RFD TOYO –ELLI-

κεφάλαιο 3 θεσπίζεται η βασική αρχή ότι : Τα πλοία

εταιρεία με κύριο αντικείμενο τα σωστικά μέσα

OT-INTERNATIONAL SAFETY PRODUCTS.

που ταξιδεύουν πρέπει να έχουν σωστικά μέσα που

των πλοίων με βασικό γνώμονα την ασφάλεια της

Επίσης, η εταιρεία λειτουργεί με ISO 9001:2000 και

να καλύπτουν όλα τα μέλη του πληρώματος και τους

ανθρώπινης ζωής στην θάλασσα. Η MARITA HEL-

οι υπηρεσίες που παρέχει είναι πιστοποιημένες από:

επιβάτες που ταξιδεύουν.

LAS S.A εξελίσσοταν σύμφωνα με τους κανονισμούς

DNV , Lloyds ,Germanischer Lloyd,ABS & Hellenic

Οι κανόνες αυτοί αναβαθμίζονται αφού περισσότερες

και σε στενή συνεργασία με κορυφαίους οίκους

χώρες κράτη

για την θέσπιση

του εξωτερικού καθώς και με τις αρχές και όλους

Από το 2004 λειτουργεί ο υπερσύχρονος σταθμός

διεθνών κανονισμών ασφαλείας και το 1960 (

τους παράγοντες που εμπλέκονται στον τομέα των

επιθεωρήσεων

πυροσβεστικών

SOLAS 1960) αποφασίστηκε ότι ο αριθμός των

σωστικών : κατασκευαστές, νηογνώμονες, σημαίες,

της MARITA HELLAS S.A στο ΒΙΟΜΗΧΑΝΙΚΟ

σωστικών λέμβων πρέπει να καλύπτουν το 50%

ελληνική επιθερώρηση.

ΠΑΡΚΟ ΣΧΙΣΤΟΥ. Το εξουσιοδοτημένο συνεργείο

των συνολικών επιβατών από την κάθε πλευρά του

Η MARITA HELLAS S.A είναι αντιπρόσωπος τoυ

αποτελεί έναν από τους μεγαλύτερους σταθμούς

πλοίου καθιστώντας σαφές ότι θα καλύπτεται το

κατασκευαστικού οίκου RFD Beaufort στην Ελλάδα.

επιθεωρήσεων σωστικών στην Ευρώπη 3000 τ.μ. .

100%.Επίσης κάποιες από τις σωστικές λέμβους

Η RFD Beaufort εξειδικεύεται στην παραγωγή

Με τις σύγχρονες εγκαταστάσεις της εξοπλισμένες

μπορούν να αντικατασταθούν με πνευστές σχεδίες.

σωστικών μέσων για όλα τα είδη πλοίων από το

• Σωστικά υλικά Παράλληλα

MARITA

σωστικών

HELLAS

και

S.A

είναι

(SOLAS 1914) από 13 χώρες θέτοντας

συμμετέχουν

εχοντάς ταξιδέψει και αντιμετωπίσει

Safety first

1920 κατασκευάζοντας το πρώτο SOLAS LIFER-

.Επί σειρά ετών κάθε νέος κανονισμός αποτελούσε

είναι

AFT ( πνευστή σχεδία) το 1960 και το πρώτο ΜΕS

για την MARITA HELLAS S.A μια πρόκληση, για

μηχανήματα και σε συνδυασμό με την πολυετή πείρα

( σύστημα εγκατάλειψης πλοίου) το 1979. Η RFD

τον λόγο αυτό η εταιρεία διακρίνεται

στον χώρο

και καλά το εκπαιδευμένο προσωπικό η MARITA

Beaufort είναι ένα από τα πρωτοπόρα ονόματα

των καινοτόμων προϊόντων

- παρέχοντας την

HELLAS S.A παρέχει υψηλού επιπέδου υπηρεσίες

συνηφασμένα με υψηλής ποιότητας και τελευταίας

δυνατότητα στους πελάτες να εφοδιαστούν με μέσα

με άμεση ανταπόκριση σε όλους τους τύπους

τεχνολογίας σωστικά προιόντα.Πάντα σε συνδυασμό

εγκεκριμένα σύμφωνα με τους νέους κανονισμούς

πλοίων.

με τις τελευταίες εξελίξεις των κανονισμών ( SO-

- εγκαίρως και με υψηλή ποιότητα. Τα κύρια

LAS & IMO) και με τις ναυπηγοκατασκευαστικές

πλεονεκτήματα

εγκατάλειψης

Η MARITA HELLAS ως αντιπρόσωπος της

εξελίξεις στον τομέα της τεχνολογίας πλοίων η RFD

πλοίων σε σχέση με τα υπόλοιπα σωστικά μέσα

RFD BEAUFORT παρουσιάζει το νέο Σύστημα

Βeaufort αναπτύσσει προιόντα ιδρύοντας ένα ισχυρό

είναι ότι το σύστημα ενεργοποιείται μόλις σε 90

Εγκατάλειψης Πλοίων RFD MARIN ARK 632 το

παγκόσμιο δίκτυο (SURVITEC GROUP) για την

δευτερόλεπτα καθιστώντας δυνατή την εκκένωση

οποίο αποτελεί το νέο τεχνολογικό επίτευγμα

καλύτερη υποστήριξη των προιόντων της,παρέχοντας

του πλοίου μέσα σε λίγα λεπτά ενώ το σύστημα

του κατασκευαστικού οίκου RFD BEAUFORT. Το

την δυνατότητα άμεσης εξυπηρέτησης παγκοσμίως.

μπορεί να ενεργοποιηθεί έστω και με ένα άτομο και

νέο

Το 1996 υπογράφεται η SOLAS 1996 σύμφωνα

σε περίπτωση εγκατάλειψης του πλοίου ο ναυαγός

RIN ARK 632 είναι εγκεκριμένο σύμφωνα με τους

με την οποία έπρεπε να συμμορφωθούν όλα τα

δεν έρχεται σε επαφή με την θάλασσα.

τελευταίους SOLAS & IMO κανονισμούς και παρέχει

πλοία μέχρι την 1η Ιουλίου 1998. Τότε εμφανίζεται

Το 2004 η MARITA HELLAS S.A για να μπορέσει να

την καλύτερη και ασφαλέστερη επιλογή για κάθε

ο κανονισμός εγκατάλειψης του πλοίου χωρίς ο

ανταποκριθεί στις απαιτήσεις της νέας τεχνολογίας

ναυτιλιακή εταιρεία με επιβατηγά και κρουζιερόπλοια.

ναυαγός να έρχεται σε επαφή με την θάλλασα – τότε

και των πελατών της δημιούργησε τον μεγαλύτερο

θέτονται υποχρεωτικά οι σχεδίες καθαιρουμένου

σταθμό

τύπου και τα συστήματα εγκατάλειψης πλοίων

Βιομηχανικό Πάρκο Σχιστού (3000 τ.μ) . Ο χώρος

των

συστημάτων

επιθεωρήσεως

σωστικών

μέσων

εξοπλισμένος

με

τελευταίας

τεχνολογίας

Σύστημα Εγκατάλειψης Πλοίων RFD MA-

στο

MARITA HELLAS S.A is proud to present the NEW and latest development 4th generation MARINE EVACUATION SYSTEM MES 632. The RFD Marin – Ark marine evacuation system provides the most advanced way of evacuating passengers and crew from all types of passenger vessels in an emergency. Evacuees transfer quickly and safely from the ship directly into the liferaft without exposure to the weather. The innovative RFD Marin- Ark was the first evacuation system in the world to fully with the latest International Maritime Organization (I MO)/ SOLAS Chapter III regulations governing safety on board passenger vessels.

REVERSIBLE CANOPIED LIFERAFTS

The MES consist of twin track slides evacuating passengers on to a platform, from where they are transported into canopied liferafts. The MES 632 has a Max Capacity of 632 persons consisting with • 4 Completely NEW Fully reversible canopied liferafts, 158 person capacity. • 2 Completely NEW Fully enclosed (Twin) Helical Slide Path • 1 Completely NEW Compact stowage unit REVERSIBLE CANOPIED LIFERAFTS The fully reversible liferafts ensures the system inflates upright each and every time. Each liferaft with a total capacity of 158 passengers, feature a suspended floor ensuring maximum thermal protection and multiple thermal protection and multiple buoyancy compartments to ensure utmost safety in the toughest sea conditions.

HELLICAL SLIDE PATH

HELLICAL SLIDE PATH The innovative helical slide path integrates the benefits of a fully enclosed evacuation chute with the natural descend of a spiral slide-crew members can

No other system in the world can rival the unique design features of MARIN ARK :

even ascend to assist other passengers if required. Offering a controlled rapid

• Four fully reversible liferafts ensures the system inflates upright each and every time

decent from the vessel safe from extreme weather as it is fully enclosed and

• Two fully enclosed evacuation chutes ensures no passenger is exposed to the ele-

dry shod.

ments at any time during evacuation

Compact stowage unit

• Compact all in one stowage design requiring minimal deck footprint, maximizing

One of the most dynamic design features of this new system is the integration

operator’s space for passenger entertainment and comfort onboard

of a service winch into the stowage unit which allows for the entire unit to be

• Single action release for simple operation

deposited onto a Barge during service periods thus in the most case eliminat-

• 24/7 full after sales support by MARITA HELLAS and an RFD Worldwide Service

ing the requirement for a crane during service.

Network

54 36

Safety Safety4Sea first Corner

Risk Management era : The safety fairy tale: Entering at yourtoown risk From inception reality Are you ready to play the game? Apostolos Belokas Apostolos Belokas Principal Consultant & CEO of IBS Marine Consulting Group

Principal Consultant & CEO of IBS Marine Consulting Group It is Safety widely accepted that from July 1st we are entering a new era where each and every one of us has to think in terms of Risk Assessment. Example : You most widely fairy tales in our industry about safety. Onboard every vessel willOne find inexcusable the same motto to be posted the red light are One tryingoftothe cross the road spread on a pedestrian crossing while at isthe same time there is a red light for allyou cars. person is violating ranging fromLord superstructure alleyways the wayHeaven down to thehell. Engine Room: SAFETY FIRST.you There is alsofault a good andinisseveral sendingspaces you straight o the to negotiatetoyour optionsall between and However the Lord is asking : Whose is it? Why are you of a company whoto rephrased/”translated” SCF “SafetyaComes First”answer. onboard theiryou vessels. A nice sales pitch. Believeofit crossing or not the road? hereexample at the moment? You have review what happened andtoprovide reasonable Have properly assessed the dangers someone has to “sell” safety in these days. Have you accommodated for Contingency Planning? and the ultimate one : Whose fault is it? Well the asking question is simple can you define safety? Do you think that thecourses seafarerrecently is able and to define safety?isDoes the one. industry general have a person who is I have been this question to conferences and training the answer a simple Theinfault lies with the practical approach what safety is?here? YOU. Yes you who is currently negotiating with the Lord. paying the cost. Who istopaying the cost point is : Dothe wemeaning care? Does thestory. IMOWe care? YouThe do understand of the all have to be proactive. Something easier said than done. Let’s on the IMO case: There arefocus several interesting developments lately with respect to Risk Management, to name but a few: • SOLAS Safety of Oil LifeSpill at Sea. There are several definitions included, from vessel to proper bulk carrier, however there is NO • Deep Waterstands Horizonfor/ Macondo definition of 31000:2009, safety. • ISO Standard entitled “Risk Management – Principles and Guidelines on Implementation”. • ISM stands for International Management Thererevision is a definitions stating what a respect Non Conformity and objec• OPA 2010 developments, that is Safety U. S. Oil Pollution ActCode. immediate due anddedicated the end ofsection, the liability limits with to Oil Pollution which may tive severe evidence are but there(fines, is NO unlimited definition liability, of safety include consequences civil and criminal penalties, and other goodies) for failure to implement a proper safety culture IMO instruments fail to so properly identify and treat safety by defining same. Amazing at least! We Two havekey seen many developments far in the shipping industry. It happened once every 20-30 years, this is the time now. After the Exxon Valdez disaster about people’s perception? In an industry is lacking the properAmendments, safety leadership, noAmendments, wonder you will be amazed by 95 theetc) variety andWhat the leguratory wave of the early/mid 90s (SIRE, that Vetting, ISM, MARPOL SOLAS GMDSS, STCW it is happening now. quality responses received asking a simple question: Canother you define safety? The most reliable starting and realistic We and havethe Risk to beofimplemented attachedby with STCW 2010 due, MLC and goodies due for implementation from reply 2012.is provided Kuofor who was actually the head ofItthe IMO Maritime Safety Committee : who is going to win. It is by anprofessor era that calls leadership in the industry. is arespected time for the good and evil to fight. We will see "Safety is a human perceived quality that determines to what extent the MANAGEMENT, ENGINEERING/DESIGN and OPERATION of a system is FREE OF RISK to life, property and the environment " That takes us to a key conclusion : Safety is about minimising Risk. Period. In other words minimizing risk improves safety. This is why we see a Risk buzz spread in the industry during the last years.

Απάντηση κεραυνός της ΕΕΕ για το Υπουργείο Θαλασσίων Υποθέσεων Safety Culture

οποίο το από οκτώ δεκαετίες δραστηριοποιούμενο Υπουργείο Εμπορικής Ναυτιλίας έχει The term “Safety Culture” firstly appeared in literature as late asδήθεν 1988,βεβαρημένο despite whatκαι many think that the termΠροφανώς should be existent for το a πρώην Υπουργείο αμαρτωλό παρελθόν. αγνοεί ότι minimum of two or three centuries. The term ‘safety culture’ was first used Ναυτιλίας in the ‘Summary Report on the Post-Accident Meeting on Εμπορικής είναι ίσως ο μοναδικός φορέας της Review πολύπαθης δημόσιας

the Chernobyl Accident’ where it was described as: “That assembly of characteristics and attitudesσε in υποθέσεις organizations and individuals which διοίκησης, ο οποίος δεν ενεπλάκη διαπλεκόμενων συμφερόντων που ήδη establishes that, as an overriding priority, nuclear plant safety issues receive the attention warranted by their significance.” This concept ταλαιπωρούν δεινώς την πατρίδα μας.

was introduced as a means of explaining how the lack of knowledge and understanding risk and safety by theσυγκροτημένο employees and 3) Αντίθετα, το ΥπουργείοofΕμπορικής Ναυτιλίας σεorganizaσυνεκτικό φορέα tion contributed to the outcome of the disaster.

διοίκησης και πολιτικής με την επάνδρωση των πολλαπλώς έμπειρων στελεχών του Actually Chernobyl brought attention to the importance of safetyΛιμενικού culture and the impact managerial andστις human factors on the outcome of μας στην Σώματος που of ανταποκρίνονται ειδικές ανάγκες της ναυτιλίας

safety performance. There is a much simpler and easier way toΕλλάδα describe safety culture today: is the way weπου do business, και το εξωτερικό, είναι Itακριβώς αυτό στήριξε τοsafety, θαύμαquality, της μεταπολεμικής environmental risk wise etc.

ναυτιλιακής ανάπτυξης, από την απόκτηση των πρώτων 100 λίμπερτυ μέχρι τον It is clear that organizations with a positive safety culture are characterized byσύγχρονο communications founded onπλοίων mutualσήμερα. trust, by shared percepαξιοθαύμαστο στόλο των 4.000

tions Συμβούλιο of the importance of safety and by Εφοπλιστών confidence in the efficacy of preventive measures. Το Διοικητικό της Ένωσης Ελλήνων Ποιος είναι συνεπώς ο πραγματικός λόγος για την τρίτη μέσα σε 11 μήνες ανατροπή The question is how many organisations are you able to identifyτου with such a positive safety ? που και αυτή σχεδιάστηκε και εκτελέστηκε χωρίς σε πρόσφατη συνεδρίασή του ασχολήθηκε διεξοδικά με την διοικητικού πλαισίου τηςculture ναυτιλίας, σύσταση του νέου Υπουργείου για την Ναυτιλία (με το όνομα TheΘαλασσίων Fairy Tale issue Υπουργείο Υποθέσεων, Νήσων και Αλιείας), αντί

να ζητηθεί και να αξιοποιηθεί η εμπειρία ενός πολύπλοκου παραγωγικού κλάδου της

εθνικής οικονομίας ; Fairy tales επανίδρυσης in many occasions are eitherΥπουργείου versions of the truth or4)a Όσον flip side of same. this case weτου have a phenomenal Many talk της αναμενόμενης του ιστορικού αφορά στηνInαναβάθμιση νέου Υπουργείου approach. στην ιεραρχία του Υπουργικού about safety but the end is notστα in line with the wording. Many insist that safety culture “is a concept whose time has come”, stating Εμπορικής Ναυτιλίας (Υ.Ε.Ν.) καιresult κατέληξε ακόλουθα Συμβουλίου, θα είχε ιδιαίτερη σημασία αν η αναβάθμιση αυτή, ανταποκρινόταν στο that there is both a challenge and an opportunity to develop notέμπρακτο only a clearer theoretical butναυτιλία also realise results. συμπεράσματα: ενδιαφέρον της understanding Πολιτείας για την στηνpractical εκάστοτε ακολουθούμενη Judging the end κοινότητας, result, unfortunately the term cultureπολιτική. may be realistically considered a fairy taleότι in σ’ these Rest 1) Το σύνολο τηςfrom ναυτιλιακής δεν κατανοεί την safety εμμονήand safety κυβερνητική Και δεν πρέπει να ξεχνά κανείς αυτήdays. την παγκόσμια assured you mayτοfind a number of top quality operators that are doingκρίση their best to treat safety alongτηwith many thingsεξακολουθεί properly. Is να της Πολιτείας να that καταργήσει ιστορικό Υπουργείο Εμπορικής οικονομική η οποία πλήττει βαριά χώρα μαςother η ναυτιλία this to the market is it the ενός exception? Ναυτιλίας καιthe ναrule προχωρήσει στη or σύσταση νεφελώδους βρίσκεται στην παγκόσμια πρωτοπορία και να προσφέρει τα μέγιστα στην εθνική We φορέα are at the same time an increasing number of substandard διοικητικού με άσχετες καιwitnessing αλληλεπικαλυπτόμενες οικονομία. practices and operations going on in the market with penalties such as State Detentions, worryingly increasing record accidents. είναι η επανίδρυση του ιστορικού αρμοδιότητες. Γιαfines μαςand είναιPort σαφές ότιControl πρόκειται για έναν setting aside the 5) Το μόνο αίτημα στο οποίο θαof επιμείνουμε

Bear in mind που that safety is tested onboard every day.και If the crewΥπουργείου cannot understand what safety is, προκειμένου there is no meaning to further discuss και στον ακόμη πειραματισμό δημιουργεί μεγάλη δυσλειτουργία Εμπορικής Ναυτιλίας, να επιτευχθεί περαιτέρω and analyse. whyπαρέχει they sayκαμία you need to have everything μεγαλύτερο to be fool proof in these days. ανασφάλεια. Και αυτόThat’s γιατί δεν εγγύηση ότι μπορεί δυνατό βαθμό, η σύνδεση της ναυτιλίας με την εθνική οικονομία και μάλιστα, να ανταποκριθεί στις ιδιάζουσες ανάγκες της πρώτης ναυτιλίας

σε περίοδο που καταβάλλεται πράγματι γιγαντιαία και αξιέπαινη προσπάθεια από την

του κόσμου, που ως γνωστόν είναι η ελληνική επί τριάντα

κυβέρνηση για να επιτευχθεί ο εκσυγχρονισμός και η ανάπτυξη της πατρίδας μας.

συναπτά έτη.

6) Η Ένωση Ελλήνων Εφοπλιστών έχει αποκλειστικά μία και μόνη επιδίωξη και θέση:

2) Είναι επίσης ακατανόητοι και άκρως προσβλητικοί για πολλούς

Να παραμείνει η ελληνική εμπορική ναυτιλία η πρώτη και μεγαλύτερη στον κόσμο, όπως

οι υπαινιγμοί του κυβερνητικού εκπροσώπου σύμφωνα με τον

είναι σήμερα, επ’ωφελεία της ναυτικής κοινότητας και όλης της Ελλάδας.

Safety first

Safety4Sea Forum inaugural event successfully concluded in Athens. Over 200 delegates representing more than 120 companies attended the inaugural Safety4Sea NON Profit, PRO Bono event organized by IBS Marine Consulting Group, sponsored by Lloyds Register, Dorian Hellas and Transmar Shipping and supported by BIMCO and INTERMANAGER The innovative full day event took place in Eugenides Foundation premises in Athens on Tuesday 5th of October 2010. During forum opening Mr Apostolos Belokas, as the chairman of the forum outlined objectives including: • Enhance Safety Awareness • Promote Best Practices • Provide an effective platform for the exchange of ideas in the industry Presentations were given in three sessions as follows :

Session 1 : Challenges faced so far Capt. Panagiotis Nikiteas, Operations Manager, Newlead Shipping S.A.(photo 1) Operational challenges managing a Fleet of Bulkers and Tankers in today’s regulatory environment

photo 1

Capt. Panagiotis Nikiteas analysed through extensive/detailed real life examples analysis of basic activities of the ships such as Environmental pollution topics, ship’s integrity, Safety Culture, Design handicaps, Drills, Hygiene Issues and Mooring operations, encompasses to the following objectives: • Vessel’s operational success is directly linked to the level of safety management implementation ashore and onboard. • Investment on developing, updating and improving Safety management is in nowadays more than ever vital. • Safety Culture is not a cost center, but an earning center which minimizes losses and increases availability ratio of a ship. Mr Dimitrios Orfanos, HSEQ Manager, DPA/CSO, Dorian Hellas (photo 2) Developing and Maintaining Safety Culture onboard & Ashore Mr.Dimitrios Orfanos by analyzing the profile and Safety culture implementation both ashore and onboard the ships of Dorian Hellas mentioned the key of success of a shipping company based on the following points: • Safety Culture is mentality of Everything. • Proactiveness is a key element, instead of Reactiveness. • Top Management real Commitment is a very basic step which is best implemented onboard the ships through purchasing, procedures, maintenance, training and crew awareness. • Benefits spring from Safety culture are :

photo 2

• reduced risk of accidents, • increase of confidence, • Better customer acceptance and trust. photo 3 Capt. Kuba Szymanski, Secretary General, InterManager (photo 3) Operating in today’s complex regulatory environment Capt.Cuba Szymanski, in a very brief but highly interactive presentation focused on the following points: • “Both direction” (ashore and onboard) clear and definitive communication is of paramount importance. • “You cannot manage if you don’t measure” basic element addressed with reference to Key Performance Indicator (KPI) procedure broadly expanded in shipping industry. • By criminalization the Seafarers shipping industry just looses time. • More Education than Regulation is the strong message of InterManager Association.

photo 2

Safety first Session 2 : Forthcoming Challenges

photo 4

Mr Aron Frank Sørensen, Chief Marine Technical Officer, BIMCO (photo 4) STCW 2010 Convention Mr.Aron Frank Sørensen analyzed STCW main elements which dead with: • Minimum requirements on training, certification and watch keeping on an international level. • Recognition of certificates of foreign seafarers. Also mentioned the Manila 2010 amendments regarding: • Improved measures to prevent fraudulent practices • Revised requirements on hours of rest and new drug and alchohol abuse regulations • New certification requirements for able seafarers • New requirements for Electro-technical officers • New requirements for training to keep up with development (ex. security, ECDIS and DP) • Revised training requirements for tankers Finally he referred to the critical shortage of officers that is expected in the years to come, and the challenge of Ship owners to attract qualified and skilled seafarers able to confront the new shipping environment. Mr Michael Sigalas, ILO Senior Specialist, Hellenic Lloyds (photo 5)

photo 5

ILO Maritime Labour Convention Mr.Michalis Sigalas analysed the importance of ILO Maritime Labour Convention which is one of the four major pillars of the maritime legislation as it is heavily affecting 90% of the global marine trade and 1.2 millions of Seafarers. The main objectives of the convention are: • Decent working and living conditions of the seafarers • Governments and ship owners commitment • Creation of Control and enforcement mechanisms The achievement of convention main objectives comes through implementation of its basic titles as follows: • Minimum requirements for seafarers to work onboard. • Conditions of employment. • Accommodation, recreation facilities, food and catering. • Health protection, medical care, welfare and social security. • Compliance and enforcement. Mr David Peel, European Manager, Rightship (photo 6) Vetting & Environmental Rating Mr.David Peel by analysed the background of vetting needs and the status of the market making 25% of the vessels generating an approx 70% of the problems. Also Mr. Peel presented the Star Rating System and its relation with ships performance. According to further statistics analysis of RightShip data base, poor performance is predictable and the less the Rightship photo 6

system’s stars the poorer the ships performance. Finally he outlined the idea of the Environmental rating system currently designed within RightShip

Session 3 : Best Practices & Experience Transfer photo 7

Dr Michael Pantazopoulos, Managing Director, LISCR Hellas (photo 7) Best Practices from the perspective of the Flag State Mr.Michalis Pantazopoulos through his own presentation firstly pointed basic characteristics of the marine environment as follows: • Shipping Industry’s negative perception is difficult to be overcome. • Assigning the responsibility in the industry is a really difficult game called “The blame game”. • Flag states play a very important role in this complex environment. After that analyzed Liberian Flag structure and data base, with 3405 ships register reflecting 11% of world fleet, with average age less than 15 years. Flag’s best practices for safety culture are based on: • Annual Safety Inspections • ISM and ISPS Audits and Verifications • Port State Detention Analysis and Flag State Detention Analysis • Casualty Investigation and Analysis (a reactive measure) • Class/RO Cooperation & Monitoring • Participation in International Organizations (IMO, ILO, STCW, etc.) • LSC – Liberian Shipowners’ Council. Through the implementation of the above practices, Liberian Flag has created a positive perspective among the other Flags registering World Fleet.

Safety first

photo 8

Capt. Theodore Lalas, Fleet Operations Manager, Marshall Islands Registry (photo 8) Safe & Efficient ship operations : The Flag Perspective Capt. Theodore Lalas, in his presentation specified that Marshal Islands Flags lies in the White List of Paris and Tokyo MOUs as well as in USCG Qualship 21 list. Furthermore mentioned that Flag States can assist Ship owners to achieve safe and efficient operation of the ships, by analyzing the whole international framework consisting of: • Port State Control Safety Inspection Rules • “Name and Same” policy • THETIS system • Vessels Inspection Programs • Interaction among Classes, Flags and Shipowners

Mr Thomas Eefsen, Maersk Maritime Technology (photo 9) photo 9

Environmental & Energy Management Best Practices Mr Thomas Eefsen, analysed programs in place through Maersk Maritime Technology regarding Energy efficiency and Vessel Performance Management Services. Energy efficiency which is considered generally a “good business” is based on: • Main engine and auxiliary machinery efficiency. • Voyage planning and execution. • Optimum trim guidance for all vessels. • Monitoring of new paint techologies. • Monitoring of Hull and propeller conditions. The main tool for achievieng energy efficiency is the Vessel Performance Management Services, which is given to Shipowners with experience of more than 30 years and is based on daily reports of: • Hull and propeller performance. • Voyage abstracts and statistics. • Operational efficiency. The secret of success in terms of energy efficiency is good cooperation between Owners,manager,and operators. Session 4: Round Table Discussion Does the industry have the necessary internal strength to self-regulate or do we need more regulations to be enforced and comply with? Strategy and actions required to improve safety beyond compliance.

photo 10

Discussion moderated by Forum Chairman, Mr Apostolos Belokas with the participation of : • Capt. Kuba Szymanski, Secretary General, InterManager • Mr Aron Frank Sørensen, Chief Marine Technical Officer, BIMCO • Dr. Michael Pantazopoulos, Managing Director, LISCR Hellas • Mr Yannis Triphyllis, Director, Gourdomichalis Maritime S.A. (photo 10) Agenda items discussed and there was a consensus on the following points: •

No more regulations are required

•

We need more education to the market in order to implement properly existing regulations

•

The path towards self improvement and the implementation of best practices should be the core of a strategy

aiming to safety beyond compliance

Forum successfully ended with discussion/feedback and participation from the audience. Finally Forum Chairman, Apostolos Belokas of IBS Marine Consulting Group, on behalf of the organisers expressed his sincere thanks and gratitude to the sponsors, speakers and panellists for their excellent contribution towards forum objectives and also thanked the delegates for their participation.

More details on the forum including presentations & photographs may be found www.safety4sea.com/article. php?id-926

Safety first

Quality Requires Teamwork from Owners / Operators, Class and Flag Captain Theodore Lalas International Registries, Inc. /Marshall Islands Registry Fleet Operations manager As was discussed at the Safety4Sea Forum, held

issues and questions 24/7 and clients are able to

Older vessels receive even more intense scrutiny

in Athens on 5 October, teamwork is critical to

speak to maritime experts in their own languages

before being allowed into the Registry. Once in the

maintaining a safe global fleet. “Quality has always

and time zones thanks to the global network of

fleet, vessels are inspected at least once yearly by a

been the goal of the Marshall Islands Registry and it

offices. Periodic seminars are also held regionally

qualified inspector and must also maintain classifica-

is gratifying that that quest has resulted in multi-year

to discuss changes in international and national

tion by an IACS member Classification Society,”

white listings on the Paris and Tokyo MoUs and

regulatory regimes,” he continued. The Registry also

Captain Lalas continued. The Registry maintains

six consecutive years on the prestigious US Coast

works closely with Classification Societies and holds

a monthly vessel watchlist, which ensures the

Guard Qualship 21 list,” said Captain Theodore

semi-annual meetings with the top ten societies

continuous monitoring of ships that have identified

Lalas, Fleet Operations Manager in the Piraeus

that are members of the International Association

problems aboard or have raised the concern of the

office of International Registries, Inc. (IRI), which

of Classification Societies (IACS). “These meetings

Administrator (e.g., a result of a detention, incident

administers the Marshall Islands Registry. “This

allow Flag and Class to discuss challenges facing

or casualty) which enables the Registry to maintain

achievement did not come without teamwork from

the maritime community, including increasingly strict

an open and active dialogue with the shipmanager

a triad that is composed of owners and operators,

Port State Control (PSC) regimes, statutory require-

or operator to ensure full compliance with inter-

classification societies and the flag State,” he added

ments and other issues facing shipowners today,”

national and national regulations. These vessels

For its part, the Republic of the Marshall Islands

Captain Lalas said. Changes with respect to marine

may be inspected on a more frequent basis to the

(RMI), now the third largest Registry in the world,

operations are addressed through the issuance

satisfaction of the Administrator. Finally, the RMI

understands that ongoing communication between

of Marine Notices, Marine Safety Advisories and

is an active member of the International Maritime

the three elements in that “quality triangle” are criti-

Marine Guidelines sent on a regular basis. These

Organization (IMO) and participates in all of the

cal to maintaining a safe, secure and environmen-

documents are also posted on the Administrator’s

major committee and sub-committee working groups

tally responsible fleet.

website upon issuance.

to forge a responsible regulatory environment that

“With a decentralized organizational structure and

“Vessel quality is an issue for the Registry even

provides for a safe global fleet without unduly hinder-

the recruitment of maritime experts in the Registry’s

before a ship is allowed to fly the Marshall Islands

ing maritime commerce. The RMI is a signatory to all

20 worldwide offices, communication with owners

flag. Applications for vessels seeking entry to the

major treaties and conventions and works with other

and operators has never been better,” Captain Lalas

Marshall Islands Registry are fully vetted with

maritime states and industry stakeholders to address

observed. “Duty Officers are available to handle

respect to the ship itself, its owner and operator.

challenges facing the industry.

Ναυτική ασφάλεια από τρομοκρατικές ενέργειες Οι αντιτρομοκρατικές ρυθμίσεις αποτελούν υψηλή προτεραιότητα των ναυτιλιακών εταιριών. Η Ένωση Ελλήνων Εφοπλιστών (ΕΕΕ) πιστεύει ότι η πολιτική ασφάλειας κατά της τρομοκρατίας στην θάλασσα πρέπει να ισορροπεί μεταξύ του σεβασμού των παραμέτρων της ασφάλειας και της αποφυγής αδικαιολόγητων περιορισμών στην ελεύθερη ροή του εμπορίου. Υπό την έννοια αυτή, η ΕΕΕ είδε θετικά δύο πρόσφατες εξελίξεις στις ΗΠΑ: πρώτον, την άρση των περιορισμών στις εργασίες φορτοεκφόρτωσης των πλοίων και στις κινήσεις του πληρώματος λόγω απροειδοποίητων επιθεωρήσεων των πλοίων από μικτές ομάδες υπαλλήλων διαφόρων υπηρεσιών και, δεύτερον, την αποδοχή της παρουσίασης ταυτοτήτων των ναυτικών που πληρούν τις απαιτήσεις της Σύμβασης Νο 185 του Διεθνούς Οργανισμού

Εργασίας.

δεν έχουν ακόμη οργανώσει τα απαιτούμενα

Πολλά κράτη ανησυχούν για την νομοθεσία των

κέντρα δεδομένων. Παράλληλα, νέα προβλήματα

ΗΠΑ, που προβλέπει, με έναρξη εφαρμογής

εμφανίζονται, που χρειάζονται έγκαιρη επίλυση,

από το 2012, έλεγχο με σάρωση όλων των

όπως το ζήτημα της μόνιμης εγκατάστασης του

εμπορευματοκιβωτίων (σε ποσοστό 100%),

Διεθνούς Κέντρου Ανταλλαγής Δεδομένων (IDE

λόγω ακριβώς των πρακτικών δυσκολιών που

-International Data Exchange), το οποίο προσωρινά

παρουσιάζει η εφαρμογή του. Τέτοια μέτρα παρότι

φιλοξενείται στις ΗΠΑ. Το ευρωπαϊκό σύστημα της

στοχεύουν στην βελτίωση της ασφάλειας, δεν

εκ των προτέρων δήλωσης φορτίου είχε αρχικά

αντιλαμβάνονται τον ρόλο και τα πλεονεκτήματα της

προγραμματιστεί να τεθεί σε ισχύ την 1.7.2009,

πιθανοθεωρητικής ανάλυσης στην ασφάλεια της

σύμφωνα με τον κοινοτικό Κανονισμό 1875/2006.

τροφοδοτικής αλυσίδας και τον αρνητικό αντίκτυπο

Ωστόσο, η αναθεώρηση της σχετικής νομοθεσίας

στην ομαλή ροή αγαθών του παγκόσμιου εμπορίου.

καθυστέρησε, με αποτέλεσμα να καθυστερήσει

Προτιμώμενη εναλλακτική λύση στην σάρωση

αντίστοιχα η ανάπτυξη και λειτουργία κατάλληλων

κατά 100% θα μπορούσε να αποτελέσει ο νέος

συστημάτων ηλεκτρονικών υπολογιστών που

ομοσπονδιακός Κανονισμός ‘10+2’.

πληρούν τις απαιτήσεις του Κανονισμού. Κατά

Το Σύστημα Αναγνώρισης και Εντοπισμού

συνέπεια, η έναρξη ισχύος του βασικού του

Πλοίων Μακράς Εμβέλειας (LRIT) καθίσταται

τμήματος, που περιλαμβάνει την υποχρεωτική

παγκόσμιο σύστημα συνεργασίας για την

εφαρμογή των συγκεντρωτικών δηλώσεων εισόδου

βελτίωση της ασφάλειας κατά της τρομοκρατίας,

και εξόδου των πλοίων, αναβλήθηκε μέχρι την

παρά το γεγονός ότι μερικά κράτη μέλη του ΙΜΟ

31.12.2010.

Safety first

cover story

Interview Geir Skaala, CEO Norsafe Group

Norsafe Group

Stands by the maritime safety performance How does the human factor issues could con-

a report of the British Marine Accident Investiga-

above are very related to human factor. The most

tribute to maritime safety performance?

tion Branch it turns out that accidents related with

important human factors challenges facing the mari-

lifeboats are closely related to hook maintenance.

time industry is facing today are fatigue, inadequate

Over the last years, the shipping industry has fo-

The IMO committee by issuing MSC.1/Circ.1206

communication, inadequate general technical

cused on improving ship structure and the reliability

categorizes accidents related with lifeboats to the

knowledge, inadequate knowledge of own ship

of ship systems in order to reduce accidents and

following major causes:

systems, decisions based on inadequate informa-

increase efficiency and productivity. Weâ&#x20AC;&#x2122;ve seen

1. Failures of the on-load release mechanisms;

tion, poor maintenance, faulty policies and practice.

improvements in hull design, stability systems, pro-

2. Accidental operation of on-load release mecha-

If we pay our attention on improving the relationship

pulsion systems, and navigational equipment. We,

nism by human error;

between the human and machines, if we invest on

in Norsafe, have contributed a lot in improving the

3. Inadequate maintenance of lifeboats, davits and

training people and alert them of the dangers their

lifesaving systems. Todayâ&#x20AC;&#x2122;s ship systems are tech-

launching equipment;

actions are putting them into, then I strongly believe

nologically advanced and highly reliable. Yet, the

4. Communication failures;

that the maritime safety performance will be signifi-

maritime safety performance rate is still low. Why? It

5. Lack of familiarity with lifeboats, davits, equip-

cantly improved.

is because ship structure and system reliability are

ment and associated controls;

a relatively small part of the safety equation. The

6. Unsafe practices during lifeboat drills and inspec-

How important is for a company to design and

maritime system is a people system, and human

tions

develop high quality safety products in close

errors figure prominently in accident situations.

7. Design faults other than on-load release mecha-

dialogue with its customers, the end-users and

More than 75% of marine accidents are caused, at

nisms.

regulatory authorities?

least in part, by some form of human error. Studying

It can be easily noticed that most causes stated

Safety first

Norsafe motto is “BETTER BY DESIGN”. Our strat-

an accommodation semi-submersible built by Kep-

Safemar AS, and we now offer training on a full

egy is to design and develop high quality products

pel Fels Singapore for the Swedish based Floated

range of free fall and conventional lifeboats, fast

in close dialog with our customer, the end-users and

International. Floatel Superior is regarded as the

rescue boats and launching boats. Similar training

regulatory authorities. Norsafe invests in the best

number one with regards to safety and comfort.

on most of our products is also provided by our

possible technological services available. This is a

Norsafe’s close dialog with the customer and par-

company in Greece, Norsafe Watercraft Hellas.

high cost strategy, but repays itself in maintaining

ticipation in this project, the first ever Floatel in the

the company’s position at the forefront of design

world with free fall systems installed is a source of

Tell us about the importance of after sales ser-

and manufacturing of lifesaving equipment.

great pride for Norsafe.

vice for safer shipping voyages.

following a product cycle procedure where the

What are the means which can drasti-

Norsafe is always focusing on high quality products

customer is actually taking an active role during

cally improve the safety on board and avoid

where we are able to give service to shipyards dur-

research and development. Norsafe have achieved

acci¬dents?

ing testing and commissioning but also to end users

Our mind is set on the improvement of the product

providing after sales support 24 hours a day, 365 Training is a key factor to improve the safety on

days a year. Our main focus is to be able to provide

board and avoid accidents. As a major provider of

this services at a same level of quality, worldwide.

safety at sea, Norsafe is focused upon best possible

Long before the IMO service resolution 1206 was

crew training and optimum maintenance of Lifesav-

initiated on the 1st of July 2006, Norsafe has stead-

ing Equipment. A substantial proportion of accidents

ily built its worldwide service network of author-

occurring during lifeboat drills are caused by defi-

ized service stations and partners. We now have

cient or lack of maintenance. A set routines for the

50 certified service partners and 7 wholly owned

systematic inspection and maintenance of lifeboats

service stations. There are more than 200 service

several world records with our products. Today, our

and launching arrangements should be implement-

engineers available and the organization is able

GES 50 free fall lifeboat for 70 persons is certified

ed in the vessel’s maintenance system, moreover,

to handle yearly inspections of more than 12.000

for installations up to 42 meters. No other boat in

maintenance should never be carried out in connec-

vessels.

the world can achieve this level of performance. For

tion with a drill. When the maintenance operation is

Being in the business for all these years, we under-

Norsafe, the Offshore market consists of all types

finished, the necessary functional tests should be

stand a vessels needs and how important it is to

of floating and fixed constructions, such as jack

conducted before commencing any planned drill.

have both spares and technical personnel available

up, semi-submersible and fixed platforms as well

Where lifeboats must be lowered or hoisted as part

at all times. Apart from the recommended spare

as crane, pipe laying and platform supply vessels.

of the lubricating routines, such operations should

parts we always suggest the ship to have onboard

During 2009, Norsafe Group supplied more than

be performed as part of the maintenance and never

for special situations, we also have established and

800 boats and 450 davits to these types of offshore

in connection with the drill itself.

carry the cost of a minimum stock of crucial spare

installations and associated vessels.

So, the only way to improve safety and avoid ac-

parts in most basic locations worldwide. In addition,

We were also the very first to install free fall

cidents: Better training! Follow up yearly and 5 year

we have a 24/7 technical support telephone line

lifeboats transverse from a ship-side, rather than

inspections with OEM certified personnel. Ask the

for urgent matters giving the opportunity to solve

from the stern of the vessel which has been typical

manufacturer to establish a weekly and monthly

minor problems on the spot or even mobilize service

earlier. This allows free fall lifeboats to be installed

maintenance program of boats and davits for the

personnel within the same day.

on production and storage vessels which have key

crew to follow up. Ask for available operational

Today, in order to be a leading company in the field

operating equipment located on the stern.

training programs the manufacturers may provide.

it is not enough to provide top quality products but

In Spring 2010 Norsafe completed testing of 8 x 60

Norsafe has entered into an agreement with one of

to be able to support these products with a state of

person GES40 free fall lifeboats to Floatel Superior,

the most professional training centers in Norway,

the art after sales system.

Safety first

Norsafe AS profile Norsafe AS , former JĂ¸rgensen & Vik AS is one of the oldest boat-building companies in Norway. The company began building lifeboats in Grimstad on the south coast of Norway in 1903. The first boats produced were wooden, followed by aluminium until 1958 when fibreglass took over completely. In the beginning, only open lifeboats were manufactured. Totally enclosed lifeboats were introduced in the 1960s, and in the 1980s, the company started the development of a range of free-fall boats and fast rescue boats with davits. In 1990, JĂ¸rgensen & Vik AS relocated its operations in south Norway from Grimstad to Arendal where the company has three large factories. The company changed name to Norsafe AS in 1992 and is marketing the products around the world under this name. Since it was founded in 1903, the company has supplied more than 20 000 lifeboats to the global ship and offshore markets. Norsafe today is the global market leader in marine life-saving systems - lifeboats, rescue boats and davits, all integrated into a total safety solution for the Merchant and Offshore markets. Norsafe has grown rapidly over the past 10 years; - a small Norwegian company has evolved into an international group, with operations worldwide. The product range covers most needs for lifeboats, rescue boats, daughter crafts, military, professional boats and davits: Conventional lifeboats up to 150 persons. Free fall lifeboats up to 90 persons. Fast rescue and military boats up to 12 meters. Norsafe manufactures the largest free fall lifeboat in the world, certified for a drop height of 38 meters, and has also received several Design Awards for its products. Norsafe supplies and sells davits to fit all boats, but also sells davits separately. The davit sales have more than doubled over the last years, and are an important focus area for Norsafe's Technical Department, using their many years of combined experience and know-how to develop failsafe solutions that exceed industry standards. Norsafe has also a wide range of boats for military and professional use and attention is paid to guarantee the highest quality, craftsmanship, parts and materials of only the very best quality are used. The boats are specially designed to operate away from shore or the mother ship for extended periods of time. Worldwide service is a growing business segment, into which Norsafe have put a lot of effort. Norsafe, along with the global network of certified service agents, offers service globally. As part of the overall service concept, Norsafe offers training for service agents, crew, inspectors at the training facilities in Norway or in Greece. Refurbishment of existing equipment is done both in Norway and in Greece. In order to stay in the forefront as a market leader within the development and distribution of Maritime Safety Appliances, Norsafe's strategy is to design and develop high quality products in close dialogue with our customers, the end-users and regulatory authorities. Norsafe has been the first European Company within the industry to invest in self owned and run production facilities in China, leading to lower overall costs for its customers, while still maintaining stringent quality control. The whole organization has experience and competence beyond the norm, - and is able to fulfill all customer's requirements in the best possible way. Norsafe is well prepared to meet future challenges, - a wide range of products, updated state of the art production facilities, innovative technology, a solid financial background and motivated employees, all dedicated to our number one goal, - safety.

The effective port state control and its impact on maritime standards. As of today the responsibility for ensuring that ships comply with the provisions of International conventions (e.g. SOLAS, MARPOL, STCW, etc.) and that the vessel is manned and operated in compliance with applicable international law rests upon the ship-owners, masters and the flag States. Unfortunately, some of these, for various reasons, fail to fulfill their commitments contained in agreed international legal instruments and subsequently some ships are sailing the worldâ&#x20AC;&#x2122;s seas in an unsafe condition, threatening the lives of all those on board as well as the marine environment. An effective Port State control is the only available system today of harmonized inspection procedures designed to target sub-standards ships. Through ship detention or denial of access to ports port state control can prevail future hazards or possible accidents. Vessel inspections are a key management tool for monitoring and control. Port inspections are considerably easier to conduct than those at sea due to the safety factor of not having to deal with the motion of the sea on boarding and disembarking, or during the inspection itself. Having the regulations but lacking of someone to control and enforce them is like having road and traffic regulations without police.

Safety first

Παρολαυτά, οι κανονισμοί αλλάζουν και αλλάζουν

cover story

διότι η τεχνολογία εξελίσσεται με γοργούς ρυθμούς. Λύσεις σε προβλήματα που παλαιότερα φαίνονταν δυσεπίλυτα σήμερα προσεγγίζονται ευκολότερα με τη βοήθεια των ηλεκτρονικών υπολογιστών. Οι κανονισμοί που σχετίζονται με τη τομέα της βιομηχανίας μας έχουν γίνει πιο αυστηροί σε ότι αφορά την ποιότητα και τυποποίηση της παραγωγής αλλά δίνουν και μεγάλη έμφαση στην τακτική συντήρηση των προϊόντων και την εκπαίδευση των πληρωμάτων στην χρήση τους. Πόσο σημαντικό είναι για μια εταιρία να διαθέτει την εμπειρία και την απαραίτητη τεχνογνωσία στον ευαίσθητο τομέα της ασφάλειας ναυσιπλοϊας, ώστε να δραστηριοποιείται επιτυχώς στη διεθνή αγορά;

Συνέντευξη Γιάννης Γεωργιάδης

Managing Director Norsafe Watercraft Hellas S.A

Η Norsafe δραστηριοποιείται έντονα στις πλατφόρμες πετρελαίου ενώ πελάτες της είναι οι πλέον καταξιωμένες εταιρίες στον χώρο της ναυτιλίας. Όταν οι πελάτες σου απαιτούν να ξεπεράσεις κατά πολύ τα όρια των υπαρχόντων κανονισμών, όταν σου ζητούν να συμμετάσχεις σε ομάδες εργασίας για να βρεθούν λύσεις που θα εφαρμοστούν για πρώτη φορά, τότε αποκτάς τεχνογνωσία και μοιράζεσαι εμπειρίες που αργότερα μπορείς να προσφέρεις και σε άλλους πελάτες. Τόσο στον χώρο των νέων κατασκευών

Πόσο ευαισθητοποιημένη είναι η Nor-

και προσανατολισμένους στην ασφάλεια της

όσο και στις επιθεωρήσεις των συστημάτων

safe Watercraft Hellas στον τομέα της

ανθρώπινης ζωής στη θάλασσα.

διάσωσης δεν υπάρχουν πολλά περιθώρια για

παρακολούθησης της συνεχούς αναβάθμισης

Η Norsafe Watercraft Hellas ως ενεργό μέλος

λάθη. Η εκπαίδευση, η τεχνογνωσία και η εμπειρία

των επιπέδων ασφαλείας των πλοίων και του

του ILAMA (International Lifesaving Manufactur-

των μηχανικών πρέπει να αποκτηθεί μέσα στην

αυστηρού ελέγχου τήρησης των σχετικών

ers’ Association) όχι μόνο ενημερώνεται για τις

εταιρία, παρακολουθώντας και συμμετέχοντας

κανονισμών και προδιαγραφών ώστε να

τρέχουσες εξελίξεις αλλά συμμετέχει, προτείνει,

στην παραγωγή των προιόντων , στα μοντέλα

προσαρμόζεται αναλόγως στα νέα δεδομένα

αντιτάσσεται ή υποστηρίζει αλλαγές που προτείνει

προσομοίωσης, στα ειδικά τεστς των σκαφών που

που δημιουργούνται;

ο IMO. Ειδικότερα τα τελευταία χρόνια θα έλεγα ότι

πραγματοποιούνται στην θάλασσα καθώς και

η εταιρία έχει συμβάλλει σημαντικά στις παγκόσμιες

στην δεξαμενή δοκιμών του εργοστασίου. Επειδή

Η Norsafe Watercraft Hellas από ίδρυσής της και

εξελίξεις ειδικά σε τεχνικά θέματα που αφορούν την

οι εμπειρίες που αποκτά κανείς είναι μοναδικές

πάντα, λαμβάνοντας υπόψη τις συνεργασίες που

ασφάλεια του συστήματος των γάντζων.

και δεν μεταβιβάζονται εύκολα έχουμε αναπτύξει

είχε διεθνώς με τους μεγαλύτερους κατασκευαστές

ένα σύστημα μετάδοσης εμπειριών με όλα τα

σωστικών μέσων έχει δημιουργήσει μία

Οι κανονισμοί σήμερα θέτουν τα ελάχιστα στάνταρντ

εργοστάσια και τους εξουσιοδοτημένους σταθμούς

επιχειρησιακή κουλτούρα πλήρως προσαρμοσμένη

που πρέπει να τηρούνται. Αρκετοί πελάτες

service είτε μέσα από το εταιρικό Intranet είτε

στην παρακολούθηση των νέων κανονισμών και

βρίσκουν ήδη τα στάνταρντ αυτά υπερβολικά. Η

μέσω ειδικών προγραμμάτων εκπαίδευσης και

προδιαγραφών που αφορούν τα προϊόντα της.

προσωπική μου άποψη είναι ότι οι κανονισμοί,

ανάλυσης περιπτώσεων (case study analysis).

Η είσοδός της το 2006 στον όμιλο της Norsafe

για πολλούς και διάφορους λόγους, αργούν πολύ

Επανερχόμενος όμως στο ερώτημα, πιστεύω

όχι μόνο κατέστησε την κουλτούρα υποχρεωτική

να προσαρμοστούν στις τρέχουσες ανάγκες ενώ

ότι δουλεύοντας κανείς στον τομέα της ναυτιλίας

αλλά και την αναβάθμισε παρέχοντας τόσο στο

πολλές φορές προσπαθώντας να καλύψουν το

δραστηριοποιείται ήδη στην διεθνή αγορά και

τεχνικό όσο και στο διοικητικό προσωπικό μία

χαμένο έδαφος φτάνουν στα άκρα δημιουργώντας

πρέπει να έχει τις απαραίτητες βάσεις αλλά και

ροή πληροφοριών που τους καταστεί απόλυτα

συνθήκες που ούτε η προσφορά (από την

στρατηγικές συνεργασίες ώστε να μπορεί να

ενήμερους και έτοιμους για την εφαρμογή των νέων

πλευρά των κατασκευαστών) ούτε και η ζήτηση

προσφέρει στον πελάτη υπηρεσίες και προϊόντα της

κανονισμών που αφορούν τα προϊόντα της

(από την πλευρά των πλοιοκτητών) μπορούν να

ίδιας ποιότητας με την ίδια ταχύτητα και αξιοπιστία

Αυτό δημιουργεί συνεργάτες σκεπτόμενους

ακολουθήσουν.

όπου και αν αυτός βρίσκεται ανά την υφήλιο.

Safety first

Ο παράγοντας ασφάλεια στη ναυτιλία σχετίζεται

την μεριά των υπευθύνων του πλοίου, μπορούν να

και των αντίστοιχων βιντσιών για την ανέλκυση -

σε μεγάλο βαθμό με το ανθρώπινο δυναμικό και τη

οδηγήσουν έναν άνθρωπο σε λάθος εκτίμηση που

καθέλκυση των λέμβων και των σωστικών μέσων σε

συμπεριφορά του. Πώς το αντιλαμβάνεστε εσείς

είναι πιθανό να είναι καταστρεπτική στο μέλλον.

πολλές περιπτώσεις τίθεται υπό επανεξέταση από

αυτό στην Norsafe Watercraft Hellas;

Η Norsafe Watercraft Hellas ακολουθώντας την

τις κατασκευάστριες εταιρίες. Η Norsafe έχει ήδη

πολιτική του ομίλου Norsafe προσπαθεί να μειώσει την

προχωρήσει σε επανασχεδιασμό και πιστοποίηση των

Δεν τίθεται καμία αμφιβολία ότι το ανθρώπινο δυναμικό

επίδραση του ανθρώπινου παράγοντα στην ποιότητα

περισσοτέρων από τα μοντέλα που επηρεάστηκαν

είναι ο καθοριστικός παράγοντας της ασφάλειας.

του τελικού προϊόντος ή υπηρεσίας. Οι Εκπαιδεύσεις,

από τον νέο κανονισμό.

Ιδιαίτερα στον κατασκευαστικό τομέα, ο ανθρώπινος

οι εντατικοί εσωτερικοί έλεγχοι, οι τυποποιημένες

Χωρίς να αποτελεί ακόμη κανονισμό αλλά απλή

παράγοντας παίζει καθοριστικό ρόλο στην τελική

αναλυτικές λίστες και οδηγίες, το on line σύστημα

οδηγία προς αναθεώρηση του κώδικα LSA, Reg.

ποιότητα του προϊόντος και επομένως στην ασφαλή

καταχώρησης των ευρημάτων κατά τη διάρκεια ενός

4.4.7.6 όπως προτάθηκε στην IMO- MSC.86/26/

λειτουργία του. Η βιομηχανία σωσίβιων λέμβων

περιοδικού ελέγχου καθώς και η προσωπική ευθύνη

Add.2/ Annex 15 για να υιοθετηθεί το 2010 και να

και επωτίδων εξακολουθεί να είναι μία βιομηχανία

των τεχνικών καταστούν το προσωπικό της εταιρείας

εφαρμοστεί από το 2012, όλες οι νέες σωσίβιες λέμβοι

εντάσεως εργασίας. Παρότι διάφορα μηχανήματα

έτοιμο να αντιμετωπίσει και το πιο ιδιαίτερο πρόβλημα

πρέπει να φέρουν γάντζους που να συμμορφώνονται

έχουν εισαχθεί στην παραγωγική διαδικασία κατά

που μπορεί να προκύψει μειώνοντας ταυτόχρονα το

με τις κατασκευαστικές συστάσεις της DE 52

τα τελευταία χρόνια, η κατασκευή τόσο των λέμβων

περιθώριο ανθρώπινου λάθους.

(Sub-Committee on Ship Design and Equipment)

όσο και των καπονιών γίνεται εξ’ ολοκλήρου με

ενώ όλες οι υπάρχουσες λέμβοι με γάντζους που

ανθρώπινα χέρια. Κανένα προϊόν δεν είναι 100%

δεν συμμορφώνονται στις προδιαγραφές αυτές

ίδιο με το προηγούμενο και κανείς δεν μπορεί να

Ποιοί είναι οι τελευταίο κανονισμοί που αφορούν

θα πρέπει να εξοπλιστούν με νέους γάντζους ή να

προγραμματίσει έναν τεχνίτη να μην κάνει λάθη. Στην

τα lifeboats;

τροποποιήσουν τους υπάρχοντες σύμφωνα με την

Norsafe Watercraft Hellas αλλά και σε όλο το group

οδηγία και σίγουρα όχι αργότερα από τον επόμενο

της Norsafe δίνουμε ιδιαίτερη έμφαση στον έλεγχο

Στον τομέα των προϊόντων ο τελευταίος κανονισμός

δεξαμενισμό του πλοίου.

της ποιότητας και στον έλεγχο του ενός εργαζόμενου

που τέθηκε σε ισχύ από την 1η Ιουλίου του 2010

Η Norsafe για τις ανάγκες των πλέον απαιτητικών

από κάποιον άλλο. Κατά μέσον όρο τα προϊόντα

αφορά το Chapter IV και Chapter V του κώδικα LSA

πελατών της έχει ήδη κατασκευάσει έναν νέο γάντζο

μας ελέγχονται σε 450 σημεία κατά τη διάρκεια της

όπως τροποποιήθηκε από την resolution MSC. 272

που ονομάζεται TOR MK2. Ο σχεδιασμός του

παραγωγής και έπεται ο τελικός έλεγχος, πολλές

(85) και αναφέρεται σε όλα τα νέα φορτηγά πλοία

διακρίνεται από την απλότητα και την αξιοπιστία

φορές παρουσία του νηογνώμονα.

άνω των 500GRT. Με το νέο κανονισμό οι σωσίβιες

του. Διαθέτει όλα τα απαραίτητα πιστοποιητικά, είναι

Όσον αφορά στις υπηρεσίες ελέγχου σωστικών

λέμβοι πρέπει να είναι κατάλληλες για άτομα βάρους

ο πλέον εύκολος στην εγκατάσταση, λειτουργία

μέσων που παρέχουμε επί των πλοίων ή σε

82,5 κιλών. Το ίδιο αφορά και όλες τις σωσίβιες

και συντήρηση ενώ η διάρκεια ζωής του είναι

πλατφόρμες πετρελαίου, τότε είναι που ο ανθρώπινος

λέμβους ελευθέρας πτώσης καθώς και τα σκάφη

πολύ μεγάλη. Η αξιολόγηση της κατάστασης των

παράγοντας γίνεται ο πρωταρχικός λόγος ασφάλειας

διάσωσης. Εκτεταμένες έρευνες στα πληρώματα του

υπαρχόντων γάντζων μπορεί να γίνει εύκολα και

ή ανασφάλειας ενός συστήματος διάσωσης. Η

Παγκόσμιο εμπορικού στόλου ανέδειξαν ότι το βάρος

άμεσα από το τεχνικό τμήμα της εταιρίας στην Ελλάδα,

εργασία εκτός του ελεγχόμενου και προστατευμένου

του μέσου ατόμου στον κλάδο είναι πολύ παραπάνω

ενώ η αντικατάσταση των γάντζων σε περίπτωση

περιβάλλοντος μιας εταιρίας, η πίεση του χρόνου, η

από τα 75 κιλά που ίσχυε παλαιότερα. Η αλλαγή αυτή

που οι υπάρχοντες δεν πληρούν τις προδιαγραφές

πίεση του πελάτη, οι αντίξοες συνθήκες εργασίας και

επηρεάζει άμεσα όλα τα υπάρχοντα μοντέλα λέμβων

ασφαλείας γίνεται από ειδικά εκπαιδευμένο συνεργείο

σε ορισμένες περιπτώσεις η άγνοια και η έλλειψη

όλων των κατασκευαστών μειώνοντας αισθητά την

καθότι πρόκειται για το πλέον κρίσιμο και επικίνδυνο

κουλτούρας προσανατολισμένη στην ασφάλεια από

χωρητικότητά τους. Η δε ισχύς των καπονιών καθώς

εξάρτημα του συστήματος διάσωσης.

Safety first

company profile Πολλές εταιρίες και οργανισμοί προσφέρουν νέα προϊόντα και υπηρεσίες ενώ ταυτόχρονα προτείνουν βελτιώσεις στους κανονισμούς με την ελπίδα ότι θα μειωθούν οι κίνδυνοι στις θαλάσσιες μεταφορές . Είναι, όμως, γεγονός ότι δεν ζούμε σε ένα ιδανικό κόσμο και απρόσμενοι παράγοντες όπως μία κακοκαιρία, ένα ανθρώπινο λάθος ή ένα ελαττωματικό προϊόν θα οδηγήσει στην πρόκληση ενός ατυχήματος. Είναι σε όλους γνωστό ότι η μάθηση έρχεται μόνο αφότου ένα ατύχημα έχει συμβεί και ότι η πρόληψη βασίζεται μόνο σε προηγούμενες εμπειρίες. Η εκπαίδευση των πληρωμάτων σε προσομοίωση καταστάσεων καταστροφής είναι ελάχιστη και αυτό είναι λογικό αφού οι καταστροφές αυτές συμβαίνουν πολύ σπάνια. Τα μέσα διάσωσης που υπάρχουν σήμερα βρίσκονται επάνω στα πλοία για να σώσουν ζωές όταν και εάν χρειαστεί και θα το κάνουν με επιτυχία μόνο αν το πλήρωμα γνωρίζει πολύ καλά πώς να τα χρησιμοποιήσει και αν η συντήρησή τους έχει γίνει σωστά και σύμφωνα με τις υποδείξεις των κατασκευαστών. Η Watercraft Hellas, που πρόσφατα μετονομάστηκε σε Norsafe Watercraft Hellas, ιδρύθηκε το 1974 από Έλληνες ναυπηγούς με μεράκι για την κατασκευή σωσίβιων λέμβων . Το 2006 η εταιρία εξαγοράστηκε από τον Νορβηγικό όμιλο Norsafe. Η Norsafe είναι μία από τις παλαιότερες εταιρίες που κατασκευάζουν λέμβους και η ιστορία της πάει πίσω στις αρχές του 19ου αιώνα, πολύ πριν το ναυάγιο του Τιτανικού και την θέσπιση διεθνών κανόνων ασφαλείας της ανθρώπινης ζωής στη θάλασσα. Η Norsafe Watercraft Hellas έχει σήμερα έδρα στην Βιομηχανική περιοχή των Θηβών όπου βρίσκεται και η παραγωγική μονάδα, από τις μεγαλύτερες του είδους στην Νοτιοανατολική Ευρώπη. Η εταιρία απασχολεί 55 άτομα προσωπικό και παράγει πάνω από 150 σωσίβιες λέμβους και 100 καπόνια το χρόνο. Τόσο το τμήμα λέμβων όσο και αυτό των καπονιών είναι πλήρως καθετοποιημένα. Ειδικευμένοι εργατοτεχνίτες χρησιμοποιώντας υψηλής ποιότητας πιστοποιημένες πρώτες ύλες παράγουν ολικά κλειστές (Totally Enclosed Lifeboats) ή ημίκλειστες σωσίβιες λέμβους (Partially Enclosed lifeboats), λέμβους ελευθέρας πτώσεως (Free fall lifeboats), λέμβους ταχείας διάσωσης (Fast rescue boats – rescue boats) καθώς και καπόνια για την ανέλκυση – καθέλκυση των λέμβων από το πλοίο ή την πλατφόρμα πετρελαίου. Η τεχνολογία που αποκόμισε η εταιρία από τη συνεργασία της αρχικά με την πρωτοπόρο Watercraft Ltd αλλά και έπειτα από την Norsafe την κατέστησε ικανή να εξοπλίσει σημαντικό μέρος του Ελληνόκτητου στόλου με λέμβους διάσωσης και να κατέχει σήμερα ένα αξιοσημείωτο μερίδιο της Παγκόσμιας αγοράς εξάγοντας τα προϊόντα της σε όλο τον κόσμο. Οι εγκαταστάσεις της εταιρίας βρίσκονται στη Θήβα Βοιωτίας και η παραγωγή ελέγχεται από αυστηρό σύστημα ποιοτικού ελέγχου ISO 9001: 2008, ενώ πρόσφατα πιστοποιήθηκε από το Υπουργείο Εθνικής Άμυνας και εγγράφηκε στο μητρώο κατασκευαστών αμυντικού υλικού. Όλα τα προϊόντα της εταιρίας διαθέτουν πιστοποιητικό σύμφωνα με την ντιρεκτίβα 96/98 της Ευρωπαϊκής Ένωσης και είναι κατασκευασμένα σύμφωνα με τους τελευταίους κανονισμούς για την ασφάλεια της ανθρώπινης ζωής στη θάλασσα. Το πρότυπο ποιότητας παραγωγής που χρησιμοποιείται είναι το Module D της ντιρεκτίβας

Το τμήμα Service της εταιρίας παρέχει υπηρεσίες ετήσιων και πενταετών ελέγχων σε όλα τα συστήματα διάσωσης που ορίζει η MSC.1/Circ.1206 σε εικοσιτετράωρη βάση, όλες τις ημέρες του χρόνου και καλύπτοντας σχεδόν όλα τα λιμάνια του κόσμου χρησιμοποιώντας το δίκτυο σταθμών Service του ομίλου Norsafe. Πέραν του συστήματος ποιότητας ISO 9001, η εταιρία έχει πιστοποιηθεί ως εγκεκριμένος σταθμός επιθεώρησης σωσίβιων λέμβων και καπονιών από αρκετούς νηογνώμονες όπως ABS, Lloyd’s Register, Bureau Veritas, Hellenic Register of Shipping κ.α. Η Norsafe Watercraft Hellas ως κατασκευαστής έχει λάβει έγκριση από τους μεγαλύτερους Ευρωπαϊκούς και Ασιατικούς οίκους κατασκευής σωστικών μέσων για την επιθεώρηση των δικών τους συστημάτων διάσωσης. Τον τελευταίο χρόνο η εταιρία διοργανώνει σεμινάρια για την ασφαλή λειτουργία και συντήρηση των λέμβων και των καπονιών ενημερώνοντας τα πληρώματα άλλα και τα τεχνικά τμήματα των πελατών μας για τα σωστικά μέσα. Με την τεχνογνωσία, τις εγκαταστάσεις και τους εξειδικευμένους τεχνικούς μας είμαστε έτοιμοι να παρέχουμε τις υπηρεσίες μας στην Ελληνική ναυτιλία και να προσφέρουμε τις γνώσεις μας σε ό,τι αφορά τους νέους κανονισμούς για την ασφάλεια της ανθρώπινης ζωής στη θάλασσα.

cover story

Safety first

Gas as Ship Fuel – current status of developments at IMO Dimitrios Fokas

Area Quality Manager for Mediterranean/Southern Africa & Middle East Germanischer Lloyd Gas will play a substantial part in the coming decades

was authorized by the

in enabling substantial near-term carbon emissions

Norwegian authorities

reductions. Natural gas is widely regarded as a bridge

to be operated on

to a low-carbon future. For the maritime industry gas

LNG. Nowadays a

could be regarded as a viable alternative to heavy

number of ferries

fuel oil which will be gradually phased out according

and offshore supply

to IMO within the next years. Gas has the potential to

vessels are operating

reduce dependence on other fossil fuels with heavier

on LNG in Norwegian

carbon impacts.

territorial waters. IMO’s Maritime Safety

The promotion of gas as ship fuel requires a new set

Committee (MSC)

of regulations by IMO and other institutions. Safety is-

decided to open the

sues have to be clearly addressed and dealt with and

way for gas as ship

requirements to be agreed for global application.

fuel. Its subcommittee Bulk-Liquids and

Tank / engine room installation, source: Neptun- Stahlkonstruktions GmbH

The European Commission has drafted guidance for

Gases (BLG) was

liquefied natural gas carriers seeking to use boil-off

tasked with drafting a

gas during European Union port calls in order to

new Code for the use

comply with low sulphur requirements. Boil-off gas

of gas as ship fuel. It became obvious that a formal

could become the "primary fuel" at berth and anchor

Code should be part of SOLAS. Furthermore, apart

given that it produces lower sulphur emissions than

from LNG other gases should be taken into account.

the 0.1% limit set out in EU legislation.

Due to the underlying technical examinations which required more time, it was decided to develop “Interim

Whereas most ships have to switch to ultra-low sul-

Guidelines” for the use of natural gas in combustion

phur fuel or shoreside electricity

engines as a first step on the way to a general Code

to comply within existing EU law, LNG vessels are

for gas as ship fuel.

frequently fitted with dual fuel boilers allowing a combination of boil-off gas and heavy fuel oil to be used.

These “ INTERIM GUIDELINES ON SAFETY FOR NATURAL GAS-FUELLED ENGINE INSTALLATIONS

Ships will need to be equipped for continuous moni-

IN SHIPS” were approved by MSC in May 2009.

toring and metering of boil-off gas

At the same time the work on a general Code for gas

and marine fuel consumption. While an effective solu-

as ship fuel which is labelled IGF-Code (International

tion for sulphur emissions, boil-off gas has in the past

Code of Safety for Gas-fuelled ships) is continued

caused concern because of its contribution to global

and will be completed by 2012. It is planned that the

warming. Methane, the main gas emitted during boil-

general code should be incorporated in SOLAS within

off, is 21 times more potent than carbon dioxide, but

the revision process in 2014.

it is not significant enough to include in an emissions trading scheme.

The IGF-Code will replace the Interim Guidelines (MSC.285(86)) which are for the time being the bases

According to IMO’s SOLAS Safety of Life at Sea Con-

for design of ships using natural gas as fuel. While the

vention (1974) Liquefied Natural Gas (LNG) is allowed

Guidelines are not mandatory for the flag sates, they

to be used by LNG gas carriers. Given the public

represent nevertheless the state of the art rules for

pressure related to the impact of global warming

construction and are widely accepted as design bases

IMO has started to amend its Convention. Norway, in

by flag states. Governments with a strong agenda to

particular proposed to IMO to develop a Code for gas

combat global warming can apply the Interim Guide-

as ship fuel in 2004. The Scandinavian country had

lines to gas-fuelled ships.

obtained considerable experience with gas fuel ferries. In the year 2000, a small ferry named GLUTRA

Ship classification Germanischer Lloyd (GL) contrib-

uted to the development of the IGF Interim Guidelines from the beginning and took part in the IMO correspondence groups. On the bases of MSC.285(86) GL published the “Guidelines for the Use of Gas as Fuel for Ships” (GL Rules VI-3-1) which came into force on May 1st 2010. In addition, GL is preparing a supporting technical document which assists the user in applying the new technology and new regulations. The economic and environmental benefits of LNG as an alternative fuel for shipping are already evident. Compared to oil, natural gas has two key advantages: high efficiency and a lower environmental impact. Engine problems and damage caused by low-quality heavy fuel oils will be a thing of the past for ship owners switching to gas as a ship fuel. The concept of a fuel switch will be implemented at first in the Baltic Sea. The short sea sector with its intensive ship traffic is an ideal region to build up the necessary LNG infrastructure. The move away from heavy fuel oil makes sense, when the price of marine gas is considerably higher than the one for LNG. LNG is already a commercially viable fuel for shipping. It offers the prospect of 25% reductions in CO2, a complete elimination of sulphur emissions and close to 90% reduction in nitrogen oxides (NOx). IMO is actively supporting the international shipping industry by providing regulations which are flexible and forward looking to reduce the environmental impact of shipping. IGF-Code when finalised will, as part of SOLAS, cover all related safety considerations.

WHEN

SURVIVAL DEPENDS ON THE RIGHT CHOICE

RFD BEAUFORT THE WORLD LEADER IN SURVIVAL TECHNOLOGY MARITA HELLAS SA IN MARINE SAFETY SINCE

1973

at the edge of Survival Technology AGENT OF RFD BEAUFORT IN GREECE

MA R I T A H E L L A S S A

MARINE SAFETY SALES & INSPECTIONS AUTHORISED BY Lloyds – Germanishers Lloyds -ABS -DNV -EBETAM

AGENT OF

IN GREECE

MARITA HELLAS S.A M.E.S. - Liferafts - Fire fighting - L.S.A HEAD OFFICES: 25 SOCRATOUS STR, PIRAEUS PO 18648 ,GREECE SERVICE STATION: BIPA SXISTO, SKARAMAGA AVENUE PO 18863, GREECE.

www.maritahellas.gr E-MAIL: info@maritahellas.gr TEL: +302104620399, +302104628681, +302104623918 FAX: +302104615968

Safety first

The ways to enhance & improve safety in shipping Nikolas Skarpidis Managing Director & CEO Internaftiki SA

Internaftiki was inaugurated in 1975 near the Port of Piraeus. Since its foundation, the com-

such services.

pany has expanded rapidly in the field of marine and industrial products, providing an entire

SERVICE REPRESENTATIVE OF SAFETY MANU-

range of service activities on ships and yacht machinery. The company’s ability has estab-

FACTURERS:

lished it as a highly reputable corporation in the marine business. Over 32 highly qualified personnel are capable to deal with various customers needs, before and after sales. Internaftiki recently celebrated its 35th year of anniversary together with the opening of her privately owned new headquarters in the Heart of Piraeus. The new building is ccharacterized by its remarkable alternative design which covers nine floors and is sure to make a mark in what is the largest marine based shipping centre of Greece.

ERNST HATECKE, DAVIT INTERNATIONAL, GREBEN MONTOMONTAZA, GLOBAL DAVIT GMBH, ACEBI, HYUNDAI LIFEBOATS CO, ORIENTAL PRECISION, QINGDAO BEIHAI, GEPA FIBERGLASS, GURDESAN, KANG NAM CORPORATION, DAERYUCK MACHINERY LTD, DONG WOO MACHINERY & ENG, NED DECK MARINE, SEKIGAHARA SEISAKUSHO, NISHI-F CO *, MANABE

Quality System

MANOEUVRING & CONTROL SYSTEMS

ZOKI *, MANSEI INDUSTRY CO *, MIURA VIDER *,

Internaftiki operates with a quality control system un-

STABILIZERS, TRIM TABS, BOW THRUSTERS,

TSUNEISHI *, JIANGYIN XINJIANG *, SHIGI SHIP-

der ISO 9001:2008 as well as ISO 14001:2004, which

ELECTRONIC ENGINE CONTROLS, STEERING

BUILDING *, VANGUARD COMPOSITE ENGINEER-

are certified by Lloyds Register of Shipping ensuring

GEARS, MECHANICAL ENGINE CONTROLS.

ING, MENAROM, BADA HI, JIANGYIN NEPTUNE

the highest standard of customer satisfaction. Our

MARINE APPLIANCES, ZHENJIANG VANGUARD

fundamental aim is to fulfill all our customer needs

Services

and demands. This quality control system helps us to

Our service department is responsible for the installa-

recognize these needs and make them an actuality by

tion, maintenance and repair on the above mentioned

Load Testing Division

offering the best viable service.

equipment as well as general hydraulic, electrical and

The highly regarded equipment owned by the com-

mechanical services on various ships’ and yacht’s

pany and used in conjunction with these services, has

Business Area

equipment. Internaftiki has been committed to provide

been approved and is currently used to guarantee

Internaftiki offers a full combination of highly distinc-

a complete and reliable service supported by a world-

practical, safe and modernized methods in the service

tive products intended for industrial and marine use

wide spares and after sales team. Comprehensive

they have been appointed to. Waterbags from 395 kg

by Ships, Yachts, and Yards. Our core product assort-

spares depots and workshop facilities are available

each and up to 30tons are used by Internaftiki to carry

ment consists of the following:

with experienced engineers for on-site emergency

out any required load tests including lifeboats, davits,

PROPULSION SYSTEMS

repairs or maintenance work.

cranes, derricks, winches, embarkations ladders,

SHAFTING SYSTEMS, RUDDERS, CUTLESS

MARINE, MADROCK *.

platforms, cargo gear, etc. In addition, digital load

RUBBER BEARINGS, ARNESON DRIVE SYSTEMS,

Safety Equipment

cells, hydraulic jacks and hydraulic benches and other

PROPELLERS, C.P. PROPULSION SYSTEMS.

In addition, Internaftiki offers annual and 5-year

special tools are used for testing equipment for up to

ENGINE ROOM EQUIPMENT

periodic services and tests on Lifeboats, rescue boats,

100tons.

WATER MAKERS, VALVES & PIPE ACCESSORIES,

release gears and launching appliance systems, in

OIL WATER SEPARATOR, STRAUB COUPLINGS,

compliance with the international requirements of the

Associations- representation

SEWAGE WATER TREATMENTS, AIR COMPRES-

latest SOLAS regulations. The management of Inter-

In the region of Greece, Internaftiki has become a

SORS, EPOXY REPAIR PRODUCTS, BALLAST

naftiki holds an experience of 35 years in production

successful sales and service representative of major

WATER TREATMENTS.

of lifeboats, launching appliance and release gears

international companies. The companies include:

POWER TRANSMISSION

and can be consider as specialists in that filed. Our 19

SHIPPING INDUSTRY; HATECKE DE, HITACHI TD

MARINE REVERSE GEARS, GENERATOR DRIVES,

service engineers are fully qualified and by keeping

NICO TRANSMISSIONS (HNT), DAVIT INTERNA-

HYDRAULIC/MECH. CLUTCHES & PTO’S, PUMP

exceptional knowledge on this field, we assure that

TIONAL, DVZ, DANFOSS SEA RECOVERY, DENO

DRIVING SYSTEMS.

the customer’s life saving equipment are maintained,

COMPRESSORS, ECONOSTO NEDERLANDS BV,

DECK EQUIPMENT

and serviced at the highest level of quality. Internaf-

WENCON, STRAUB, HEPWORTH MARINE - WYNN.

LIFEBOATS, DAVIT SYSTEMS, LIFERAFTS,

tiki has been appointed by 28 major global lifeboat

YACHTS AND COMMERCIAL BOATS: TWIN DISC

and Davit manufacturers as their approved service

SA, NAIAD DYNAMICS, ARNESON DRIVES, VT NAI-

CHORS & CHAINS, WINDLASSES, CARGO HOSES,

provider. The company is also authorized by the

AD MARINE, BCS SRL, VOSPER THOMYCROFT,

CAPSTANS, MARINE WIPERS, GANGWAYS & LAD-

Greek Administration, MCA and major classification

ROLLA, KOOPNAUTIC HOLLAND BV, FLEXBALL

DERS, CLEAR VIEW SCREENS.

societies (RINA, KR, LRS, BV, GL, HRS) to perform

ITALIANA SRL, OPEM SISTEMI, ELICHE RADICE

CARGO HANDLING CRANES, WINCHES,

AN-

Safety first

SPA, HUNDESTED PROPELLER A/S.

Safer and more efficient shipping operations are a continual issue in the maritime world.

Subsidiary Companies

It is up to the manufacturers of safety

The management of Internaftiki recently announced

equipment to provide the industry with

the acquisition of Quick Marine Service Corp. The

secure, effective and resourceful safety

latest was established in 1986, with main activities the

products. For a company who designs and

supply of various parts intended for Main & Auxiliary

develops these products, information must

engines, Turbochargers, Pumps, Purifiers, F.O./L.O.

be retrieved based on risk examination,

Separators, Air Compressors,

safety assessment, accident and investiga-

Q.M.S.C is a highly regarded company which has

tion reports. The manufacturer is duty

been sourcing all kinds of materials throughout its

bound in ensuring its product is designed,

network suppliers all over the world. With over 20

manufactured and evaluated under the

years of cooperation, the company has established

essential requirements of the authorities.

both a professional and excellent relationship with its

Vast knowledge and understanding is

suppliers in Europe and the Far East.

required in the research and development

of safety rules and regulations including frequent on

of safety products as to ensure safety at sea and

board drills. The research, development and introduc-

INTERVIEW with mr. Nikolas Skarpidis

prevention of marine pollution. In order to do so, it is

tion of new and innovative design technology and

How does the human factor issues could contrib-

vital the company monitors the performance of their

equipment to the highest quality standard is also vital

ute to maritime safety performance?

safety products by being in constant communication

for safer ship operations. Human factors as mentioned

with their customers and end users. They should

above are also important; fatigue, conditions on board

It is a fact that 70% of maritime accidents are caused

also keep in mind that no matter how innovative the

and inadequate technical knowledge can all affect

by human error and associated organizational proce-

product, it should be user friendly for those who will

safety on board. Constant monitoring and support of

dures. This could be attributed to various considera-

operate them. Sometimes a complex safety product

these factors should help avoid accidents and keep a

tions such as sufficient and professional training

can lead to a very dangerous product if the user is

safe working environment at sea.

of ship crew, working conditions and correct safety

not familiar and properly trained to use it. This is why

management. Furthermore, these days, as a result of

proper thorough training should always be provided

Tell us about the importance of after sales service

strong competition and high costs, there has unfortu-

to the customer/end user with continual guidance and

for safer shipping voyages.

nately been a reduction in the level of qualifications of

support. It is up to the customer to share their experi-

crew who have in many cases, inadequate education

ences with the manufacturer. This paves the way for

Regular maintenance of safety equipment ensures the

and training. To change this situation and better these

further research and development and regulations in

safe operation and safety management of equipment

conditions, maritime guidelines including rules and

the maritime world.

when needed. It is imperative that quality service is

regulations should be deliberated upon. Consider for

provided by the appointed service providers. Reliabil-

example the conditions of the worker. Noise, vibration

What are the means which can drastically improve

ity and knowledge is key when it comes to the service

and climate all influence the capabilities of crew at

the safety on board and avoid acciÂŹdents?

engineer who is entitled and qualified to inspect and

sea. Clear minds and good morale mean better task

certify the safety equipment on board a vessel. It is

performance as well as effective team efforts and

The International Safety Management code (ISM) and

also his job to encourage and ensure the crew main-

good communication between all crew members

the use of safety assessment systems are a hands

tain and keep a constant eye on the safety equipment.

(whether bridge crew or engine room crew). Extensive

on means to enhance and improve safety in shipping.

Manufacturers or their authorized representatives

technical knowledge is also a major factor for safety

Efficient and safe ways to carry freight and passen-

should be appointed to conduct the service job using

at sea. It is vital that all crew members are up to date

gers is the key to safety on board. There are various

properly trained and experienced personnel. They

and fully aware of the machinery and operational

means to improve the safety on board and avoid not

should be able to respond to requests quickly, solve

procedures on board. Thus, the human aspect is

only human accidents but also marine pollution. Con-

problems efficiently and listen to end user feedback.

extremely important and vital in ensuring the SAFETY

tinuous training of officers and crew is vital as well as

Regular service can be considered a long term invest-

OF LIFE AT SEA.

addressing the need for highly skilled crew. In some

ment which means equipment and products will be

How important is for a company to design and

cases, optimal training through simulators and other

safer and last for longer. In conclusion, I would like

develop high quality safety products in close

very modern training apparatus is also necessary.

to point out that high quality after sales service helps

dialogue with its customers, the end-users and

Proper maintenance recommended by the manufac-

avoid accidents and ensures safe ship evacuation in

regulatory authorities?

turer should always be conducted by crew/engineers

times of emergency. Attention to detail and experience

on board to prevent accidents as well as the practice

is vital for the safety of human life at sea.

Safety first

A different kind of working culture Dimitrios Orfanos HSEQ Manager (DPA) Dorian (Hellas) S.A.

Building a safety culture must be one of the most dif-

The term “culture” precisely denotes broadness. It is

Same in the office. Ideally, if staff understand that the

ficult, abstract and often elusive challenges a shipping

something common among the practices of everyone

true purpose of any internal audit is the company’s

company, or any organization for that matter, may

in the company. It refers to the mentality each person

self improvement departments should locate and iden-

decide to face.

in a company applies to his particular line of work, the

tify themselves where non conformities have existed

And a company only “may” decide to adopt such a

common perspective or denominator between every

and “offer” them for formal recording and corrective

mentality simply because a safety culture is not man-

individual: Prevent bad things.

action. After all, this is the exact same concept that

datory requirement. Nor is it evidenced or expressed

A safety culture starts with the owners and manage-

we ask our crews to do with near miss reports; we ask

by any existing certification. It runs deeper, wider and

ment and it really starts at the budget stage. The key

them to come forward and record their own unsafe

higher than such prima facie “evidence”. It is a modus

role of the owners is committing the needed resources

acts and conditions so that we have the chance of

operandi permeating everything the company does; a

and of management to translate these resources into

improve something.

way of thinking.

measurable results through steering the daily decision

• Promotion and rewarding proactiveness; for example

All ship-operating companies are certified but very few

making on all matters to the direction of proactively

good near miss reports. It builds transparency and

can actually claim, successfully, an all-encompassing

reducing the total operational risk of the company.

utilizes the whole crew to constantly think about

safety culture in their operations. The truth is that our

If the owners or management do not see value in the

what could go wrong. Give for example a guide to

ISM certification merely means that we are allowed

cost of good quality parts for example, more training

all seafarers on near miss reports, make the forms

to manage our ships legally; it is our shipmanage-

than is mandatory as a minimum, effective audits or

publicly available in the central aisle for everyone to

ment “license”. Building a safety culture goes beyond

inspections, a culture of safety cannot possibly flour-

use at any time, promote reporting through onboard

complying with mandatory certification which in es-

ish. And committing resources must not be confused

sessions set specific minimum targets, explain what

sence only describes the minimum acceptable level.

with unaccountable free-spending. If money is invest-

we are trying to achieve, NEVER blame for observa-

A culture of safety in everything may happen only in

ed on additional training a return on this investment

tions, reward the ones with the best lessons to be

companies that from their own internal drive and deci-

should be expected through from the staff’s improved

learned every month and send those to all ships to

sion aim higher than the base “pass mark”.

knowledge, behavior, skills or performance. If good

build healthy competition among crews for the safest

Neither is a safety culture evidenced by a “good”

equipment or parts are supplied good management,

ship of the month.

safety department or a brilliant, or two safety manag-

inventorying and care should be expected in return.

• Digging in investigations deeper than the surface,

ers, designated persons etc. In fact, if a safety culture

A culture of safety includes the concept of voluntarily

not jumping to easy results to “close” the matter

exists in a particular company you should be able

and intentionally restricting or limiting ourselves in

with a superficial “root cause” that does not improve

to subtract these people or department from the

certain key aspects of our ships operations in order

anything. Reminding the lesson learned in any way

company and the level of safety (essentially the op-

to reduce risks. This self restriction will be evident

possible. In our company for example except for the

erational risk undertaken daily) to remain unchanged.

in a number of operational policies and processes,

classic Safety Alert or Bulletin we use posters at every

If it changes, there is no safety culture. A culture is the

from the policy on filling limits of bunker tanks, to the

location on the ship that a past accident has hap-

prevailing attitude and behavior in a company, not the

underkeel clearance policy, to the policy on maximum

pened to constantly remind existing crew and warn

safety department’s. And the higher safety awareness

hull stresses allowed for operations etc.

the new seafarers. It is also part of our pre-joining

exist in the average staff the less needed are brilliant

briefing process to advice in writing of all the previous

Safety or Quality Managers. It is bad companies that

The degree of transparency is also indicative of the

accidents involving human injury or serious operation-

need such “super” Safety Managers who in reality are

culture of a company. Incident prevention is severely

al incidents. Share your incident investigations with

tasked with creating a superficial impression of a safe-

limited when there is no transparency. Little or no

your customers. For the proactive owners it is a prime

ty culture precisely because the rest of the company

transparency is often there to cover up instead of

opportunity to advertise the company’s transparency,

works on different priorities. Or they are asked to play

revealing the risks.

sophistication and prowess in investigating, learning

the role of the smoking police; everyone abides when

and improving.

they are present, nobody when they are not. A safety

Elements of a proactive safety culture in practice may

• Setting an example when visiting or sailing with

department may typically represent 10% of the total

be:

ships of the “safety first” concept that many voice

staff of a company daily acting on its behalf. It’s how

• Real audits. This would mean ship audits during

but few dare practice. For example by aborting tank

the rest 90% of the company’s staff operate and think

voyages to allow time for in depth checks, discuss and

inspections if conditions are suspect and postponing

that really matters to the total amount of operational

develop ideas to improve the system and also witness

them after more preparation or accepting near misses

risk taken up by the company daily.

actual practices (wathckeeping, bunkering, mainte-

against unsafe acts of Superintendents. The culture

The safety department may act as a reference point

nance jobs, drills etc) beyond inspecting paperwork

must be that safety rules are for everyone, from the

but not be the place where the “safety culture” exists.

and real and useful findings and non conformities.

owner visiting the ship to the wife of the Master riding

Safety first

along for the voyage. An accident involving a Super-

with customers to find the amount of money another

company.

intendent is an accident and a loss all the same – and

kind of working culture could have saved. Maybe

At the end of the day the culture of a company is the

much more embarrassing for the company. Everyone

because few companies sum up or quantify these

behavior of its people. We all know that the last world

is subject to the same rules when one a ship – make

preventable losses is often so difficult for some to see

financial crisis was brought about mainly from risky

no exceptions!

the point of investing above the absolutely minimum

financial behaviors that went on for too long, hidden

Sometimes, the ultimate aim of a culture of safety

operating costs in such a very competitive business

from view and at the time appeared to be “profit-

remains unclear in many people’s minds. They simply

environment like shipping.

able”. When reality eventually caught up (and this is

cannot see the “benefit”, the “why”. “We have our cer-

This investment, for those few owners who do it, is

question of when, not if) and those hidden risks came

tificates, what more do we need”? Well, all accidents

just like buying one extra type of insurance policy.

at last to be settled the losses were much higher

have happened to certificated vessels and certified

They intentionally and proactively spend something

than the earlier profits as the very existence of the

seafarers and some have brought whole companies

additional than the minimum in order to reduce the

companies was threatened. Of course, in their case

to their knees. That’s enough why we shouldn’t feel

likelihood or frequency of the sudden losses from op-

because of their public face some of these companies

comfortable with just that.

erational incidents which unlike the normal operating

had they were saved by governments. Do we have

A company only needs to look back in its own losses

costs cannot be predicted, controlled or budgeted for

such a mechanism to bail our own companies out in

from incidents of all kinds (operational, technical

and suddenly negate all previous cash flow estima-

case a serious incident reveals we that our working

breakdowns, human injuries or environmental cases,

tions that may transform in a moment an otherwise

culture actually had been running too much hidden

commercial rejections) including loss of face and trust

profitable fixture to a near-death experience for the

operational risks for too long?

Vernicos – Argonaftis: We focus on a safety management strategy The aim of Vernicos - Argonaftis is to achieve high

that availability and quality of human resources are

review of near misses and other practices in order

customer satisfaction, which ensures that we main-

the cornerstones for a rational safety strategy of

to constantly update same, examine the adoption

tain our reputation as a well recognized company

any ship management company. The emphasis to

of new technologies introduced at shipping where

in the tug sector. Such satisfaction will be gained

meet the above aim exacerbate costs .

applicable, it goes without saying that to achieve

by providing high quality of services by our tugs

the above tasks a high number of well-educated

and crewmembers. Our services should be avail-

We consider our crew members as the most vital

and experienced people are appointed for each

able on time and reliable with zero tolerance on

guards in the process of implementing our safety

task/ position.

issues. This is why we focus on a safety manage-

strategy. With respect to our customers our mas-

ment strategy. This strategy was developed from

ters and their crew should be competent with sea-

Due to the specialized structure of Vernicos -

our understanding and experience that the good

manship skills and good knowledge of environmen-

Argonaftis our organization there is an excessive

reputation of our company heavily dependents in

tal issues being fluent in English language. Every

burden to our workforce. This burden should also

providing excellent services. The high competency

crewmember is trained for a long time before as-

include increased workload for our employees in

levels of our employees ashore, onboard, and the

signed to a particular task. Especially our captains

order to meet our company’s aims. Our priority is

maintainance of high standards to our fleet warrant

need a long time of training before they develop

that our seamen which already have a heavy daily

these services. We believe that in the long term

the required skills. To maintain a competent crew is

schedule do not be buried in paperwork. Therefore

this is the only way to maintain a large share in the

expensive. To be more specific crew costs should

the cooperation among our staff ashore and

tug market.

include motivated salaries to increase satisfaction.

onboard is vital. Our offshore employees do at their

In addition some of our tugs have double shifts in

out most to provide our staff with the appropriate

A main challenge is that the fleet should meet the

order to be 24 hours available without being at risk

support and guidance especially with regulatory

international requirements in order to be ready in

of exceeding the working hours.

issues. The excessive size of applicable regula-

every respect to sail outside from Greek territory.

tions is matter of priority for our offshore employ-

The reliable structure of a tug and equipment

The personnel at our headquarters are experi-

ees. Through our safety management system

always in good condition ensures that our services

enced ready to provide guidance and assistance

we ensure that most of the workload regarding

will be provided at any time to the satisfaction of

to crewmembers of our tugs. Demand for human

implementation of any regulation should fall to our

our customers. The continuous monitoring of the

resources ashore should fulfill the demand of

headquarters. A continuous inspection to our tugs

condition of our fleet from the technical department

regulations to cover specific positions such as

ensures that regulations are followed and if any

warrant that the challenging environment of Greek

the “Designated Person Ashore” and “Company

trouble is identified immediate corrective action is

seas will not be an obstacle.

Security Officer” required by the ISM Code and the

taken.

International Code for the Security of Ships and Apart from maintenance issues the priority of

of Port Facilities (ISPS code), respectively. At our

Christos Yemitzoglou

Vernicos - Argonaftis is to hire and preserve com-

headquarters the offshore staff is constantly work-

Director

petent labour offshore and onshore. Our feeling is

ing to improve our standards and practices. They

Safety first

ISM and ISPS Certification: GL opens Certification Hub Greece ISM and ISPS certification services are now offered from a special customer service hub of Germa-

Safer shipping of dangerous goods with new tool “GL Cargo” New chemicals and other dangerous goods bring new challenges for their safe shipment by sea. This is reflected by a new amendment to SOLAS II-2/19 “Carriage of Dangerous Goods”, which focuses on the corresponding requirements for equipment on board. International agreements control the transport of dangerous goods across international borders. Each mode of transport - inland waterways, sea, air, road and rail - has different safety requirements and therefore its own international convention or code based on the UN Model Regulations.

nischer Lloyd (GL) in Greece. The new team in Piraeus provides order management, audit instruc-

With the new amendment coming into force on 1 January 2011, Germanischer Lloyd (GL) has launched a

tiaons, audit report review, issuance of certificates

database service “GL Cargo”, allowing its users an easy access to all equipment requirements on board of

and approval of ship security plans for clients in

a vessel.

Greece, Cyprus, Italy, Turkey, Lebanon and Morocco. Customers located in these countries are now able to forward their

Most goods consigned for transport pose no danger to those involved in transporting them, to members of

inquiries and audit requests directly to the certifica-

the public, or to the environment. However, some goods are potentially hazardous - they might, for exam-

tion hub in Greece.

ple, be poisonous to humans and/or the environment, explosive, flammable or radioactive. The use and therefore transport of dangerous goods throughout the world is necessary to maintain both quality of life and

"In response to its customer demand for local support, GL established an ISM & ISPS coordination and certification centre, following the successful example of the Greek team of 'Fleet in Service'",

sustainable development.

Friedo Holtermann, a Marine Engineer of GL, explains the benefits of the new databank: “With GL Cargo, a

explained Athanasios Reisopoulos, Vice President,

user can just tick off the types of cargo space and goods classes, and then leave the remaining work to our

the expansion of the classification society's activi-

system which can automatically generate a report on all requirements about cargo holds and equipments,

ties in Greece, the Mediterranean and South Africa.

such as fire extinguishing system, water supplies, ventilation, detection system, etc. This tool makes it no

The certification hub coordinates ISM and ISPS

longer drudgery for cargo planners to figure out what specific requirements they have to fulfil because a

certification activities with Greek personnel trained in GL's head office in Hamburg, Germany.

comprehensive report can be produced no matter how many types of dangerous goods their vessels will transport.”

The ISM Code provides an international standard for the safe management and operation of ships

GL Cargo contains all provisions of SOLAS II-2/19 adopted by Resolution MSC 269(85), as well as the

and for pollution prevention. SOLAS adopted the

revised standard format for the Document of Compliance for the Carriage of Dangerous Goods according to

ISM Code in 1994 and incorporated it into chapter

MSC.1/Circ.1266. It covers all dangerous goods in packaged form carried by multi-purpose vessels, contain-

IX. By 1998 much of the commercial shipping community was required to be in compliance with the ISM code. The International Ship and Port Facility

erships and Ro-Ro vessels and all solid dangerous goods in bulk shipped by bulk carriers and multi-purpose vessels. GL Cargo is also used to generate and print out the Document of Compliance in the new standard

Security (ISPS) Code is an amendment to the Safe-

format as long as all relevant information about space type and goods classes is uploaded to the database.

ty of Life at Sea (SOLAS) Convention (1974/1988)

“This brings further convenience to our clients and GL alike,” Friedo Holtermann added.

on minimum security arrangements for ships, ports and government agencies. Having come into force in 2004, it prescribes responsibilities to governments, shipping companies, shipboard personnel, and port/facility personnel to detect security threats

GL has been authorized by major Flag State Administrations to provide the new Document of Compliance after conducting surveys and reviewing documents and drawings of ships. Existing documents for ships in service will remain valid until they need to be re-issued on the occasion of change of flag or class renewal.

and take preventative measures against security

GL has developed additional tools enabling its clients to comply with a variety of rules and regulations in a

incidents affecting ships or port facilities used in

convenient and time efficient way. All these tools are available at GL’s corporate website www.gl-group.com

international trade.

ORFANIDIS PETROS & CO WORKSHOP-SHIP REPAIRS-SPARE PARTS

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A MEMBER OF WIMA

Safety first

DNV: On a quest for a safer London London Fire Brigade, one of the largest fire and rescue organisations in the world, is responsible for keeping 7.5 million Londoners safe from fires and fire-related incidents. DNV has worked with the brigade for the past two years, ensuring an increased awareness and implementation of Enterprise Risk Management in the organisation. The focus of work for fire and rescue organisations

don’t just deliver a smoke alarm and talk about

such as London Fire Brigade has changed dramati-

escape routes – we also explain how to reduce

cally over the past few years, not only in terms of

the risk of having a fire in the first place. This has

time spent on prevention work but also in terms of

been a big change. Previously firefighters went to

a brand new partnership-based approach to fire

the scene of fires – nothing else. Now a substantial

and rescue services. At a time when the global

part of a firefighter’s work is related to teaching the

economy is characterised by strain and dramatic

public how to prevent fires,” says Ms Ellison-Bunce.

cutbacks, London Fire Brigade continues to deliver

The other big change over the past years has been

about the potential for chemical and biological

an efficient, effective and value-for-money fire and

a shift to a distinctive partnership approach. “We are

weapons. Our job is making sure that we are

rescue service at the same time as it is preparing

now looking more at delivering shared objectives

capable of dealing with these new threats, and 9/11

for one of the decade’s big events – the London

together with others. London Fire Brigade is now

and 7/7 made us take a new look at our capabilities

Olympics in 2012.

involved in more than 4,000 partnerships. We work

and capacities. We immediately saw our limita-

Forum sat down with the woman who oversees

together with 33 London boroughs. This is a clear

tions. Luckily we received some additional funding

London Fire Brigade’s planning and performance

shift in Government thinking towards improving local

from the UK Government to address the gaps, and

to obtain an insider’s view on the work they do

accountability and involvement,” says Ms Ellison-

today we are better equipped than ever,” says Ms

and other questions concerning the safekeeping of

Bunce.

Ellison-Bunce.

London.

Working with DNV

Safeguarding the London Olympics

Two distinct shifts

Throughout the past two years, London Fire Brigade

There has also been a focus on potential terrorist-

According to Susan Ellison-Bunce, there have been

has worked closely with DNV on Enterprise Risk

related incidents in the preparations for the upcom-

two distinct shifts in focus for London Fire Brigade’s

Management. DNV has helped the brigade identify,

ing London Summer Olympics set to take place in

working patterns over the past few years. “We are

verify and audit risks related to the corporate risk

2012. London Fire Brigade has been preparing for

placing much greater emphasis on intelligence

framework. More specifically, DNV has looked at

the Olympics for the past four years. Amongst many

gathering about people and places at risk, and

how London Fire Brigade can identify, manage and

other things, they have provided advice on building

we have deliberately been skewing our resources

monitor corporate risks.

security and safety.

towards educating the public – particularly the

DNV has also helped identify areas where London

“London Fire Brigade has been a key partner in the

high-risk groups in the population. The results have

Fire Brigade could develop and improve. “Right

development of all new buildings for the Olympic

been great; last year saw fewer than 30,000 fires in

now, for instance, DNV is helping us develop our

Park. We look at not only fire safety issues but also

London for the first time in 40 years, which should

business continuity system so that it complies with

construction techniques. There’s an inherent conflict

be seen against a total of more than 57,000 fires in

the new British Standards,” says Ms Ellison-Bunce.

between the public interest in having building safety

2003/2004, and performance has improved again

“As a result of our collaboration with DNV, we are

standards in place and the construction companies’

this year,” says Ms Ellison-Bunce.

now at the head of the game with regard to risk

interest in constructing the buildings quickly. Our fo-

The shift towards prevention work has come about

management. We’ve embedded risk management

cus is on protection and ensuring good security and

as a result of successive governments’ increased

across the organisation and it is welcomed by our

exits in the case of fires,” says Ms Ellison-Bunce.

awareness of its effectiveness. “The understanding

staff. People seem to be very appreciative of its

London Fire Brigade is also heavily involved in the

that taking a reactive approach to risk was limited

effects,” she says.

provision of services during and after the Olympics.

in its effectiveness was an important turning point,”

Facing unconventional threats

“During the Olympics, we will be on alert with regard

says Ms Ellison-Bunce, adding that “everybody now

London Fire Brigade is one of the Greater London

to potential incidents in the Olympic Park whilst we

agrees that the most efficient risk approach is to

Authority’s functional entities. In the aftermath of the

continue to maintain our response teams for the rest

work with the local communities – giving them the

9/11 and 7/7 terrorist attacks in the US and London,

of London. In addition there’s the concern for the

ability to protect themselves.” London Fire Brigade

the UK Government dedicated new funds for invest-

city’s legacy after the Olympics, with the UK Gov-

has deliberately developed methods for addressing

ments in equipment and vehicles to deal with these

ernment wishing to ensure a lasting improvement in

high-risk groups – such as the elderly. “Although the

and other unconventional threats facing London and

infrastructure, housing conditions and the number of

elderly are no more at risk of fire than the average

other cities around the world.

open spaces in this particular part of north London.

population, the risk of physical harm to the elderly is

“After the 9/11 attacks in the US and the 7/7 bomb-

“These are all planning processes we’re deeply

much greater when a fire occurs.”

ings in London, there was a sudden realisation that

involved in,” says Ms Ellison-Bunce.

One of London Fire Brigade’s actions in its quest

terrorist incidents could take on forms other than

for a safer London is the home fire safety visit. “We

IRA bombs. We suddenly started talking seriously

Author: Jannicke Elisabeth Witsø

Safety first

Piracy nowadays and how to get assistance Panos G. Moraitis

Managing Director, Aspida Maritime Security Having proof of pirate activity even during the 13th

year; only one of them occurred in the Strait of

In the last 10 days of october 2010 alone, there

century b.C. , it is safe to consider that piracy as an

Malacca.

have been 13 reported attacks. In 7 of those, pirates

activity appeared when shipping itself did.

But despite the continuous decline of piracy

managed to board the vessel while the remaining 6

Piracy specifically flourished from the middle ages

incidents in the Malacca Straits and the South

vessels managed to evade the attack. Of the ships

to the 19th century with increased activity through-

China sea, overall there has been an increase in

boarded, 4 were abandoned by pirates as crews

out the world, from Europe to Africa, and from Asia

Piracy because of the attacks on the African coasts

mustered in citadels and pirates could not sail the

to the Americas.

and especially because of the activities of Somali

vessels. Out of the 6 vessels evading the attacks at

Pirates.

least 3 had a security team onboard while the rest

Piracy declined in subsequent centuries, thanks

employed best management practices during the

to the sustained efforts of the naval powers of the

If one were to look at historical data of piracy from

era and the severe penalties that convicted pirates

the last 2 decades he would notice that the attacks

faced. In the early 20th Century there have only

in the Somali basin are not something new, as

What is also alarming is the adaptability that Pirates

been rare incidents, but as the end of the Cold war

pirate attacks have been taking place there through-

show. Recently we have seen pirates attacking in

resulted in a decrease of patrolling the seas and

out the last twenty years but in a much smaller

swarms, where in some cases more than 8 skiffs at-

an increase in international trade, this resulted to

scale. Initially Somalis were fishermen turned

tacked a vessel simultaneously. We have also seen

another upsurge of Piracy. Modern day piracy is

pirates in order to defend their catch from foreign

the first nightly attack - contrary to popular belief

again spread globally but particularly the South

fishing fleets. We need to consider that Somalia has

that pirates prefer to attack at dusk or dawn, this

China Sea, the Malacca Straits, the Niger Delta,

been plagued by civil war and there has been no

attack took place after midnight.

and of course the surrounding areas off the coast

stable and universally accepted government since

of Somalia; the Gulf of Aden, the Indian Ocean, the

1991. The warfare among rival clans caused famine

Red Sea.

on a biblical scale as hundreds of thousands have

Thankfully choosing a reliable partner to assist you

perished from famine, and the life expectancy is 44

with the security of your vessels, can mitigate the

years for men and 47 years for women. The Gross

extreme risk of transiting highly volatile areas like

National Income is US$140 well below the UN

the Gulf of Aden.

In the United Nations Convention on the Law of

defined poverty limit of US$1 per day.

At Aspida we can assist you by offering a com-

the Sea (UNCLOS) of 1982, "maritime piracy" is

So we shouldn't be surprised that Somali men

prehensive suite of products and services ranging

defined as:

turn to piracy as a lucrative professional direction.

from training and consultancy services, to onboard

(a) any illegal acts of violence or detention, or any

They seize the opportunities given to them, the law

security, escort vessels and countermeasures. In

act of depredation, committed for private ends by

enforcement vacuum, the big rewards, even the

each case we adapt to the specific requirements

the crew or the passengers of a private ship or a

lack of prosecution if they are caught. Chewing khat

of each mission while offering flexibility for your

private aircraft, and directed:

leaves (plant with similar effects to amphetamines)

company's needs. Whether it's onboard security

(i) on the high seas, against another ship or aircraft,

and heavily armed, they sail from ports such as Eyl,

in the Gulf of Aden, the Niger Delta, an anti-drug

or against persons or property on board such ship

Kismayo and Harardhere - once fishing villages but

smuggling operation in Venezuela or crew training

or aircraft;

now pirate havens, searching for easy pray, slow

onboard one of your vessels, you can rest assured

(ii) against a ship, aircraft, persons or property in a

vessels, vessels with low freeboard, unprotected

that you will be receiving the best service available,

place outside the jurisdiction of any State;

vessels.

balancing security, safety and cost efficiency.

But what is piracy?

Piracy has been steadily on the rise during the past

attack.

The International Maritime Bureau (IMB)

twenty years. Until 2005 the Malacca Straits "led

Despite the coordinated effort of many countries

the charts" as the most pirate infested area in terms

and the increased naval presence policing the area,

of attempted attacks. But the coordinated efforts

the area is vast and the available naval assets too

reports that while in the first quarter of

between Singapore, Malaysia, Indonesia, and some

few to be able to be everywhere at any given time.

2009 the number of pirate attacks around

assistance from Thailand almost eradicated the

the Somali pirates are continuing to demonstrate an

problem in 2008. The International Maritime Bureau

ability to attack vessels, even within the Interna-

the world nearly doubled, to 102 inci-

(IMB) which keeps piracy statistics since 1992,

tional Recommended Transit Corridor (IRTC) and

reports that while in the first quarter of 2009 the

in unprotected areas, some attacks of which, occur

only one of them occurred in the Strait of

number of pirate attacks around the world nearly

more than 1,000 nautical miles from the Somali

Malacca.

doubled, to 102 incidents, compared to the previous

coast well into the Indian Ocean.

which keeps piracy statistics since 1992,

dents, compared to the previous year;

Safety first

Ο παράγοντας ασφάλεια σε πλοία και λιμάνια Κλαίρη Περηφάνου Ιδιοκτήτρια της εταιρίας Technomep

Ο παράγοντας ασφάλεια είναι σημαντικός στα πλοία και στη λειτουργία των λιμένων. Με τη λέξη «ασφάλεια» εννοείται η ασφάλεια της εργασίας, η ασφάλεια από παράνομες ενέργειες και η προστασία από τα φυσικά φαινόμενα. Για την προφύλαξη και την εξασφάλιση της ασφάλειας των πλοίων και των λιμένων δημιουργήθηκε ο Διεθνής Κώδικας για την Ασφάλεια Πλοίων και Λιμενικών Εγκαταστάσεων (International Ship and Port Facility Security Code). Η ασφάλεια συνιστά κρίσιμη παράμετρο, προκειμένου να διαφυλαχθούν και να αναπτυχθούν οι λιμένες στη μεταφορική αλυσίδα και να διατηρηθεί η εμπιστοσύνη των φορέων που δραστηριοποιούνται στο χώρο αυτό. Είναι εμφανές ότι κυρίως οι τρομοκρατικές επιθέσεις σε λιμένες μπορούν εύκολα να επιφέρουν σοβαρές διαταραχές στα συστήματα μεταφοράς και να αποτελέσουν αιτία σοβαρών επιπτώσεων σε παρακείμενες βιομηχανίες καθώς και να αποβούν σε βάρος της ζωής των προσώπων του λιμένα ή του πληθυσμού των παρακείμενων περιοχών. Το επίπεδο ετοιμότητος των Ελληνικών λιμένων σε σχέση με τις απαιτήσεις που προκύπτουν από την εφαρμογή του ISPS Code, ανταποκρίνεται στους σχεδιασμούς και στις στοχεύσεις που έχει θέσει η ηγεσία του ΥΕΝΑΝΠ. Με τον κανονισμό (ΕΚ) αριθ. 725/2004 εγκρίθηκαν κατάλληλα μέτρα στον τομέα της πολιτικής για τις θαλάσσιες μεταφορές μέσω της θέσπισης κοινών κανόνων για την ερμηνεία, την εφαρμογή και τον έλεγχο εντός της Κοινότητας των τροποποιήσεων της Διεθνούς σύμβασης για την ασφάλεια της ανθρώπινης ζωής στη θάλασσα, 1974 (σύμβαση SOLAS) και του Διεθνούς Κώδικα για την Ασφάλεια Πλοίων και Λιμενικών Εγκαταστάσεων (Κώδικας ISPS) που εγκρίθηκε από τη διπλωματική διάσκεψη του Διεθνούς Ναυτιλιακού Οργανισμού (ΔΝΟ) στις 12 Δεκεμβρίου 2002. Σχεδόν 10 χρόνια μετά την υιοθέτηση του Κώδικα ISM (Διεθνής Κώδικας Ασφαλούς Διαχείρισης Πλοίων) είναι ένας νέος υποχρεωτικός Κώδικας που δημιουργεί νέες απαιτήσεις για τη ναυτιλία. Ο Κώδικας ISPS έχει ως πεδίο εφαρμογής όλα τα φορτηγά πλοία και όλα τα επιβατηγά πλοία διεθνών πλόων άνω των 500 GT καθώς και τις λιμενικές εγκαταστάσεις στις οποίες καταπλέουν τα προαναφερθέντα πλοία. Ο Κώδικας ISPS συμπεριλήφθηκε στις τροποποιήσεις του Κεφαλαίου XI της SOLAS ώστε να καταστεί υποχρεωτικός και να αποτελεί πλέον ένα νέο πλαίσιο για την αναγνώριση και διαχείριση απειλών κατά της ασφάλειας πλοίων και λιμανιών με στόχο τον περιορισμό του κινδύνου και των πιθανών επιπτώσεων του. Σκοπός του Κώδικα είναι να δημιουργήσει ένα διεθνές δίκτυο μεταξύ των τοπικών αρχών και των ναυτιλιακών και λιμενικών βιομηχανιών προκειμένου να εκτιμώνται οι απειλές κατά της ασφάλειας και να λαμβάνονται προληπτικά μέτρα κατά των επερχόμενων ενεργειών που επηρεάζουν τα πλοία ή τις λιμενικές εγκαταστάσεις που χρησιμοποιούνται στο διεθνές εμπόριο. Ο Κώδικας έχει ένα υποχρεωτικό και ένα συμβουλευτικό μέρος. Διασφαλίζει την ασφάλεια των πλοίων και των λιμενικών εγκαταστάσεων, διαχειρίζεται και αξιολογεί τους κινδύνους και τα τρωτά σημεία της ασφάλειας και καθορίζει ποια είναι τα κατάλληλα μέτρα ασφαλείας. Επίσης παρέχει ένα πλαίσιο για την αξιολόγηση του κινδύνου, ώστε οι κυβερνήσεις να αντικρούουν τις απειλές κατά των πλοίων και των λιμενικών εγκαταστάσεων και να προσδιορίσουν τα κατάλληλα επίπεδα ασφαλείας και τα αντίστοιχα μέτρα ασφάλειας. Η εφαρμογή ενός τέτοιου μοντέλου λειτουργίας είναι τα λιμάνια, η λειτουργία, ο εξοπλισμός και η συντήρηση των οποίων συνδέεται άμεσα με την ασφάλεια της ναυσιπλοίας. Οι φορείς διαχείρισης υποχρεούνται να ακολουθούν πιστά τις κάτωθι υποχρεώσεις. Σύμφωνα με τους όρους του Κώδικα ISPS, πρέπει να προσδιορίζονται οι πιθανές απειλές, τα ευαίσθητα σημεία στα οποία ο λιμένας είναι ευάλωτος αλλά και η ανεύρεση τρόπων και μεθόδων εξάλειψης αυτών των αδυναμιών. Η Αξιολόγηση Ασφαλείας που καλύπτει αποτελεσματικά τη διασύνδεση πλοίου και λιμένα, προβλέπονται τρία επίπεδα ασφαλείας. Στο επίπεδο ασφάλειας 1 τηρούνται πάντα και συστηματικά ελάχιστα μέτρα προστασίας και ετοιμότητας, στο επίπεδο 2 τηρούνται κατάλληλα μέτρα ασφάλειας τα οποία διατηρούνται για μια χρονική περίοδο και στο 3 τηρούνται μέτρα που θα διατηρηθούν για μια περιορισμένα χρονικά περίοδο όταν ένα γεγονός ασφάλειας των μεταφορών είναι πιθανό και επικείμενο. Ο Κώδικας ISPS προβλέπει όχι μόνο τον τρόπο αντιμετώπισης ενός περιστατικού που δύναται να θέσει σε κίνδυνο την εγκατάσταση και το πλοίο που είναι ελλιμενισμένο σε αυτή, αλλά συγχρόνως οργανώνει το μηχανισμό πρόληψης προσδιορίζοντας τους αναγκαίους πόρους, ανθρώπινο δυναμικό και μέσα για τον έλεγχο και επιτήρηση των ζωνών περιορισμένης πρόσβασης και γενικά όλα τα κρίσιμα σημεία της εγκατάστασης. Οι λιμένες και τα πλοία αποτελούν τα κυριότερα σημεία των θαλάσσιων μεταφορών. Ο κλάδος της ναυτιλίας έχει παγκόσμιο χαρακτήρα οπότε η ασφάλεια των λιμένων και των πλοίων αποτελούν πρωταρχικό παράγοντα για την έννομη λειτουργία τους. Από τα ανωτέρω προκύπτει ότι η διεθνής κοινότητα έχει ασχοληθεί επισταμένως με την ασφάλεια του λιμενικών εγκαταστάσεων και των πλοίων. Ειδικότερα έχει δώσει έμφαση σε θέματα τρομοκρατίας μετά την τρομοκρατική ενέργεια της 11ης Σεπτεμβρίου 2001 στις ΗΠΑ θεσπίζοντας και θέτοντας σε εφαρμογή Ειδικό Κώδικα. Βέβαια δεν έχει επικεντρωθεί στις φυσικές καταστροφές σε λιμενικές εγκαταστάσεις και στα πλοία. Σύμφωνα με την απόφαση, την 1η Ιανουαρίου 2011 θα αλλάξει σημαντικά στην ΕΕ το καθεστώς ελέγχου από το κράτος λιμένα (τεχνικές επιθεωρήσεις ασφάλειας στους λιμένες) με βάση την οδηγία 2009/16/EΚ σχετικά με τον έλεγχο των πλοίων από το κράτος λιμένα. Με το νέο καθεστώς θα επέλθει εναρμόνιση, σε κλίμακα ΕΕ, των προτύπων για τις επιθεωρήσεις ελέγχου από το κράτος λιμένα, ενώ παράλληλα θα υπάρξει για πρώτη φορά πλήρως συντονισμένο σύστημα όλων των διεξαγόμενων στην ΕΕ επιθεωρήσεων ασφάλειας από το κράτος λιμένα.

Safety first

The Liberian Registry – Promoting safety at sea Dr. Michalis Pantazopoulos General Manager of LISCR HELLAS S.A., Liberian Registry’s office in Piraeus The often celebrated global ocean shipping usually

(mandatory), Onboard Safety Drills (monthly) &

IMO Involvement and Adopting Legislation: The

cannot overcome the negative perception when

Safety Training Sessions (weekly), Guidance to

Registry is fully involved in development work within

accidents occur that receive major publicity. Whilst

Masters (Safety Inspection to Ships) with Sample

the IMO and has strengthened its London Office

responsibility for this could be laid in varying

Report of Safety Inspection Forms (Form 252)

for this sole purpose. Liberia is a signatory to all

degrees at the door of every sector of the industry

Harmonized ISM and ISPS Audits and Verifica-

the major maritime codes and conventions which it

from shipowners, and operators to charterers,

tions performed by the Liberian Registry exclusive

ensures are fully implemented onboard all its regis-

seafarers, port terminals, class societies, underwrit-

network of over 220 Auditors in over 200 ports.

tered ships. Furthermore the Registry’s Technical

ers, banks, regulatory bodies, and even to IMO,

Port State Detention Analysis and Flag State Deten-

Department works closely with owners and class

much of the blame must be borne by the Flag

tion Analysis followed by Routine Flag Inspection

to listen to their views, address interpretations of

State. A responsible Flag state aiming to promote

as well as Detention Specific Inspections to ensure

requirements and issue necessary dispensations

safety at sea would have to interact and work with

vessel’s compliance. Flag’s active working role

Promoting Awareness of New Statutory Re-

the shipowners and shipmanagers, the crew, the

with PSC and Shipowners/managers which would

quirements (e.g. MLC) with organizing of client

regulatory bodies being IMO, PSCs, Classification

also lead to PSC appeals when detentions are not

implementation information seminars to discuss

Societies etc., the shipbuilders, and even the bank-

valid. Promote Awareness of detention reasons

upcoming regulations

ers, and the lawyers. And whilst in a strict sense

by circulating Flag’s advice regarding inspection

Participation and Disclosure of results from IMO’s

the Flag Administration is a Regulatory Body and

campaigns.

Voluntary Member State Audit. The Liberian

at the same time serves the shipowner and ship

Casualty Investigation and Analysis: This funda-

Registry, being ISO certified since 2003, completed

operator who is the “client,” in a broader, general,

mental part of safety even if it is a reactive measure

a successful external audit in March 2007 under

and indirect sense the Flag Administration serves

represents the cornerstone of a safety culture under

the International Maritime Organization's Voluntary

the public at large.

the principles “investigate, cooperate and report.”

IMO Member State Audit Scheme (VIMSAS) without

As the world’s premier open ship registry with a

The essential ability to investigate casualties involv-

a single non-conformity recorded against the

fleet of almost 3,500 vessels of about 110 million

ing Liberian registered ships regardless of location

operation of the registry. While the audit scheme

gtons, the Liberian Maritime Program is renowned

is further expanded to participation in emergency &

does not require disclosure of the audit results, the

for quality, efficiency, safety, service, professional-

casualty exercises as well as “mock” investigations

Liberian Registry believes that transparency plays

ism and rapid response to situations that affect

with clients and relevant bodies. Investigations

an important role in the process and has published

crew, ship, or cargo. Its maritime experts regularly

should look to the cause of difficulties experienced,

both the full audit report, including areas of positive

inspect vessels to ensure compliance with all in-

possible means of avoiding them in the future, pos-

development, areas for further development and

ternational regulations making the Liberian flagged

sible violations of law and possible faults or failures

the action plan for the follow-up on the auditors’

ships among the safest and most secure in the

on the concerned parties which might require further

observations. By doing so, Liberia hopes it will pro-

world. Likewise, Liberia is recognized at the top of

action from the Flag Administration.

vide useful information to other member States and

every industry “white-list” including the International

Seafarer Certification covering identification/fraud

encourage other member States to take advantage

Maritime Organization and the major Port State

detection and prevention as well as confirmation of

of the opportunity and volunteer to be audited.

Control authorities.

competencies and training.

In today’s competitive and demanding shipping

Committed to safe and secure shipping, the Libe-

Selecting, Monitoring and Working with its ROs.

industry the Liberian Registry has chosen to

rian registry has cultivated its safety and security

The Registry only allows IACS members to act as

promote safety at not only as an Administration but

culture via an extensive infrastructure ranging from

its ROs and conduct Statutory Surveys on its behalf.

to enhance safety management in partnership with

management, staff and worldwide representation, to

The Registry carries out planned audits of all its

industry’s players and cooperate with them to a

technical expertise and close interaction with class

ROs as part of its RO monitoring scheme, as well

common goal. Notifying Flag State when there are

societies and recognized organizations, Port State

as an annual meeting with its ROs to discuss: a) Im-

problems, assisting your Flag State to follow-up with

Controls, to participation at IMO, ILO, STCW, etc.,

plementation of Regulations (e.g. MLC), b) Address

Port State; and cooperating during investigations to

as well as the Liberian Shipowners’ Council.

areas of mutual concern, c) RO performance, etc.

determine root cause(s) and then sharing lessons

The strong commitment of the Liberian Registry has

Anti-Piracy Initiatives – Training on Board, by

learned will lead to an increase level of responsibili-

led to a blend of safety practices and procedures to

producing and providing interactive training for Sea-

ty and promote safety as sea as well as improve the

promote proactively safety at sea describing some

farers based on the Best Management Practices to

perception of safe shipping to the public at large.

of them in the following:Annual Safety Inspections

deter piracy.

Safety first

CM Hammar: New technology for life-saving at sea Swedish maritime safety company CM Hammar presents solution to well known safety problem. With brand new technology, liferafts and epirbs can be released and float freely already when a ship or vessel is in listing position.

With current release systems on the market, safety equipment is released first when it reaches a depth of 1,5 to 4 meters. When a ship or a vessel capsizes without sinking, there is therefore a major risk that life rafts and epirbs are trapped under the craft, or never released at all. With List Angle Detection (LAD), the new technology introduced by CM Hammar, liferafts and epirbs can be automatically released at a specified degree of list when a vessel capsizes. The released safety units reach the surface before the ship flips around, significantly reducing the risk for it to be trapped or entangled in constructions on deck. The problem with safety equipment not being released or getting trapped under the vessel has a long history. It was most recently put under the spotlight after the tragic capsize of the anchorhandling Norwegian ship Bourbon Dolphin in 2007, when eight people lost their lives. IMO Norway proposes amendments to the current resolutions, and demands ”a release mechanism that operates immediately when the satellite Epirb reaches the surface, instead of before reaching a depth of 4 metres in any orientation.”

The first 3D survey simulator developed by DNV

– We are excited about this new technology and

The very first 3D survey simulator specially designed to improve safety in the shipping industry is now in

how it can contribute to saving lives of

use. By this - virtual ships used for extensive training, knowledge sharing and experience development are

seamen in distress all over the world. Norway

brought into the class rooms.

requests a solution in the future, but as we

Class surveyors and also port state inspectors are able to take major steps forward through improved and

see it the future is already here, says Henrik Påls-

accelerated training. Later on ship officers and superintendents will be able to start using the new tool too.

son, Managing Director at CM Hammar.

The 3D survey simulator has been developed by DNV. Based on the same principles as those used in

The LAD consists of a control box with two activat-

computer games, trainees are able to navigate around all parts of a vessel. Inspections can be carried out

ing outputs for Hammar H20 ERU´s. The control

from the upper part of the superstructure to the lower part of a cargo hold or the ship’s double bottom. Even

box has an integrated inclination sensor designed

a drilling rig can be surveyed in cyberspace. The complete 3D training facilities are installed at Gdynia, Po-

to release the ERU´s automatically in case the

land. A new building was opened earlier this month and training facilities mainly designed for the 3D simula-

vessel capsizes. The preset activation angle can be

tor are an important part of the building. But – as Nortun stressed when he introduced some of the maritime

adjusted to suit different ships and vessels. There

media to the new tool today – the equipment will be made portable and surveyors can be trained almost

is also a pushbutton used for controlled manual

everywhere. The 3D survey simulator allows trainees to conduct inspections on virtual vessels, indentify

activation. Output number two is activated automati-

non-compliances and safety issues and optimise workflow processes in a controlled, interactive and guided

cally 2 seconds after output number one has been

environment. Using images taken from existing vessels, the 3D-enabled software replicates onboard condi-

activated. The system has an integrated battery

tions with remarkable fidelity. Trainees are allowed to adjust conditions, such as the degree of corrosion

back-up and is built for tough marine environment.

and weather and light conditions, to fit different purposes. Safety conflicts are also built into the program to encourage trainees to be more aware of potential hazards while inspecting.

• Νεότερες έρευνες επιβεβαιώνουν στο ακέραιο ακόμα και τις πιο απίστευτες περιγραφές του «πατέρα της ιστορίας».

Ταξίδι στη γνώση

• Χρυσοφόρα μυρμήγκια που κουβαλούν χρυσάφι από τα έγκατα της γης και παστά ψάρια που… σπαρταρούν. • Οι 50.000 στρατιώτες του Καμβύση πράγματι ετάφησαν ύστερα από ανεμοθύελλα κάτω από την άμμο στην έρημο της Σίβα. • Ανατριχιαστικά ταφικά έθιμα με ανθρωποθυσίες και ανθρωποφαγίες νεκρών γερόντων από βαρβάρους λαούς. • Σεξουαλικές διαστροφές, ευνουχισμοί και συνουσίες ταριχευτών με νεκρές γυναίκες. • Η ψήφος του Αμομφαρέτου κατά τη μάχη των Πλαταιών και η ανεξήγητη έκρηξη που συνέβη στην Ελευσίνα κατά την ναυμαχία της Σαλαμίνος.

Του Ηροδότου τα παράδοξα… Οι νομιζόμενες υπερβολές του Ηροδότου, αποδεικνύονται σήμερα αληθινές ιστορίες

Ταξίδι στη γνώση

Δεν είναι λίγοι εκείνοι που έχουν κατηγορήσει τον Ηρόδοτο ότι λέει υπερβολές. Αν και ο ίδιος ο πατέρας της ιστορίας έχει ξεκαθαρίσει ότι όσα γράφει τα έχει ακούσει χωρίς να σημαίνει και ότι τα

Ηρόδοτος στο Ι 120 - υπήρχε ο τάφος του Πρωτεσιλάου και γύρω ένα ιερό με θησαυρούς,

πιστεύει, πολλοί ισχυρίζονται ότι τα ιστορικά στοιχεία που αναφέρει βρίθουν υπερβολών. Ωστόσο,

που σφετερίστηκε ο Πέρσης Αρταύκτης, ο οποίος

ο Ηρόδοτος ουδέποτε απομακρύνθηκε από τις πηγές, όπως συνέβη π.χ. με τον Θουκυδίδη, ο

έκανε έρωτα με γυναίκες μέσα στον ναό. Λέγεται

οποίος προς το τέλος της ιστορίας του εστράφη μάλλον προς τις δημηγορίες λησμονώντας τις πηγές. Κακώς χαρακτηρίζεται ο Ηρόδοτος ως αφελής και «παραμυθάς» ή ότι υπερβάλλει κάποιες

ότι στην χερσόνησο ένας από τους φρουρούς του Αρταύκτη έψηνε πάστα ψάρια, οπότε έγινε ένα θαύμα. Τα παστά ψάρια άρχισαν να σπαρταρούν

φορές, διότι νεότερες έρευνες επαληθεύουν ένα προς ένα τους «μύθους» του αρχαίου ιστορικού,

επάνω στη φωτιά, λες και τα είχαν μόλις ψαρέψει.

όπως για παράδειγμα εκείνον που αφορούσε τους στρατιώτες του Πέρση βασιλιά Καμβύση,

Μαζεύτηκαν ένα σωρό στρατιώτες και θαύμαζαν,

που θάφτηκαν στην έρημο της Σίβα και τώρα ήλθαν στο φως εκπληκτικά στοιχεία. Πράγματι ο Ηρόδοτος στο τρίτο βιβλίο του το επονομαζόμενο «Θάλεια», διηγείται ότι ο γιος του Κύρου του

όμως όταν είδε το φαινόμενο ο Αρταύκτης, φώναξε τον φρουρό που έψηνε τα ψάρια και του είπε πως το θαύμα ήταν για τον ίδιο. Και προθυμοποιήθηκε

Μεγάλου, ο Καμβύσης ο Β’, ξεκίνησε το 525 π.Χ. να καταλάβει, μετά την Αίγυπτο, την υπόλοιπη

να δώσει στους Αθηναίους ως λύτρα 100 τάλαντα

Αφρική. Σχεδίασε ο Καμβύσης τρεις εκστρατείες: Μια προς Καρχηδόνα, μία προς Σίβα και μια

υπέρ του θεού για όσα πήρε από το ιερό. Τελικά,

προς Αιθιοπία. Ενώ βρισκόταν στις Θήβες, διέταξε τον στόλο του να κινηθεί προς Χαλκηδόνα και έστειλε ένα εκστρατευτικό σώμα από 50.000 άνδρες στην έρημο της Σίβα με αποστολή να

παρά την… εξήγηση του θαύματος δεν γλίτωσε το θάνατο ο Αρταύκτης. Τον πήραν στην ακτή, στο σημείο όπου ο Ξέρξης είχε ρίξει τις γέφυρες και

κάψουν το ναό του Άμμωνα Δία. Στα μισά όμως της διαδρομής μεταξύ της πόλης τους και της

εκεί τον «αποτυμπάνισαν» ( δηλαδή τον κάρφωσαν

Όασης, και ενώ οι στρατιώτες είχαν στρατοπεδεύσει για φαγητό, φύσηξε ένας δυνατός άνεμος και

ζωντανό σε σανίδα) μπήγοντας στο χώμα όρθιες

τους έθαψε όλους. Έτσι χάθηκαν…». Η πληροφορία του Ηροδότου θεωρήθηκε ως ανυπόστατη, διότι θεωρήθηκε αδύνατον να χαθεί διά μιας ένα στρατός 50.000 ανδρών. Όμως η έκπληξη

τις σανίδες. Τον γιό του μάλιστα τον σκότωσαν με λιθοβολισμό μπροστά στα μάτια του. Αυτό το οικτρό τέλος είχε ο ιερόσυλος. Όσο για το θαύμα,

των αρχαιολόγων υπήρξε μεγάλη όταν δύο Ιταλοί σκηνοθέτες, οι δίδυμοι αδελφοί Άντζελο και

αυτό είναι ευεξήγητο. Τα παστά ψάρια, καθώς

Αλφρέντο Καστιλιόνι, ψάχνοντας στην Σίβα για υπολείμματα σιδηρούχων μετεωριτών βρήκαν

ήταν καλυμμένα με χοντρό αλάτι, άρχισαν να…

όλως τυχαίως διάφορα αρχαία ευρήματα, όπως υπολείμματα ανθρώπου, πήλινα αγγεία, ασημένιο βραχιόλι, ένα σκουλαρίκι πολεμιστή, χάντρες από περιδέραιο, χάλκινο σπαθί, αιχμές βελών και

σπαρταρούν επειδή κάθε κόκκος άλατος περιέχει νερό, που εξατμίζεται με τη φωτιά, σκάζει και υποχρεώνει τα πλαστά ψάρια να… χορεύουν!

άλλα. Όλα τα ευρήματα αναλύθηκαν και χρονολογήθηκαν με τη μέθοδο της θερμοφωταύγειας και διαπιστώθηκε ότι ανήκαν στην εποχή του Καμβύση. Οι έρευνες διευρύνθηκαν και βρέθηκαν πολλά «τεχνητά πηγάδια» φτιαγμένα από εκατοντάδες πήλινα αγγεία χωμένα στην άμμο, ηλικίας δυόμισι χιλιάδων ετών. Οι Βεδουίνοι ανέφεραν ότι ένα σιμούν ξέθαψε πριν από κάποιες δεκαετίες

ΕΚΡΗΞΗ ΑΠΟ ΤΗΝ ΕΛΕΥΣΙΝΑ; Λίγο πριν από την ναυμαχία της Σαλαμίνας και ενώ η Αττική καταστρεφόταν από τον Ξέρξη και είχε

χιλιάδες κρανία και κόκαλα. Αργότερα βρέθηκε μαζικός τάφος με εκατοντάδες ξασπρισμένους και

ενημερωθεί από τους κατοίκους, ο Αθηναίος φυγάς

διαλυμένους σκελετούς. Αυτή λοιπόν η «πόλη Όαση» του Ηροδότου είναι η σημερινή Χάργκα.

Δίκαιος, ο γιος του Θεοκύδη, που είχε περίοπτη θέση στους Μήδους τον καιρό εκείνο, έτυχε να βρίσκεται με τον Λακεδαιμόνιο Δημάρατο στο Θριάσιο πεδίο, οπότε βλέπει ένα σύννεφο σκόνης

ΤΑ ΧΡΥΣΟΦΟΡΑ ΜΥΡΜΗΓΚΙΑ ανάλογα με το βαλάντιο των συγγενών του νεκρού.

να προχωρεί προς Ελευσίνα, σαν να βάδιζαν

Φαντασίωση χαρακτηρίστηκε επίσης η

Αλλά σε αυτό θα αναφερθούμε λεπτομερέστερα

30.000 οπλίτες μαζί. Και απορούσαν και αυτός

πληροφορία του Ηροδότου σύμφωνα με την οποία

στη συνέχεια κατά την παράθεση ορισμένων

και ο Δημάρατος ποιοι μπορούσαν να σηκώσουν

«γιγάντια μυρμήγκια με γούνα, μεγέθους λίγο

περίεργων αφηγήσεων του πατέρα της ιστορίας,

τέτοιο κουρνιαχτό! Άκουσαν φωνές και φάνηκε

μικρότερου από σκύλου, εξορύσσουν χρυσάφι,

που εκ πρώτης όψεως θεωρούνται φανταστικές

στον Δίκαιο πως υμνούσαν τον Ίακχο Βάκχο.

που γεμίζει το θησαυροφυλάκιο του Δαρείου».

και απίστευτες. Το δυστύχημα είναι ότι, ενώ όλος

Ο Δημάρατος δεν ήξερε τα ιερά μυστήρια της

Ωστόσο στα βουνά του σημερινού Πακιστάν και

ο κόσμος έχει πάντοτε κατά νου τα εκπληκτικά

Ελευσίνας και ρώτησε τον Δίκαιο τι ήταν αυτά που

συγκεκριμένα στο επίπεδο Ντανσάρ, συνεχίζεται

κείμενα του Ηροδότου, ο οποίος εκτός των

άκουγαν. Και ο Δίκαιος του λέει: «Δημάρατε, είναι

ακόμη και σήμερα η εξόρυξη χρυσού με τον ίδιο

άλλων είναι ο πρώτος στον κόσμο που έκανε

μοιραίο ο στρατός του Ξέρξη να πάθει συμφορά.

τρόπο. Αμερικανοί στρατιώτες είδαν Πακιστανούς

οξύτατες ανθρωπολογικές μελέτες, τα γλαφυρά

Αφού η Αττική είναι έρημη, είναι φανερό πως οι

στρατιώτες να επιστρέφουν από περιπολίες με τις

και συναρπαστικά αυτά κείμενα δεν διδάσκονται

φωνές έρχονται από τον θεό, που σπεύδει από

χούφτες γεμάτες χρυσόσκονη. Και αποδείχθηκε ότι

στους Ελληνόπαιδες. Οι ιστορίες του Ηροδότου

την Ελευσίνα να βοηθήσει τους Αθηναίους…». Ο

ο Ηρόδοτος είχε και στην προκειμένη περίπτωση

είναι γεμάτες από παραδοξότητες, που προκαλούν

Δημάρατος τον προειδοποίησε ότι εάν δεν έκλεινε

δίκιο, διότι όπως διαπιστώθηκε, υπερμεγέθεις

την δυσπιστία του αναγνώστη, συνάμα όμως

το στόμα του, ο Ξέρξης θα τον αποκεφάλιζε.. Και

σκίουροι επιλεγόμενοι «μορμότες» είχαν τις φωλιές

εξάπτουν το ενδιαφέρον για την παραπέρα

συνεχίζει ο Ηρόδοτος, λέγοντας τα εξής εκπληκτικά

τους σε κοιτάσματα χρυσού και συχνά πυκνά

ανάγνωση. Μερικές από τις συναρπαστικές αυτές

(Θ’ 65). « Η σκόνη και ο ήχος από τον ύμνο έγιναν

τις… καθάριζαν. Στην γλώσσα των Περσών οι

παραδοξότητες θα αναφέρουμε στη συνέχεια.

σαν ένα σύννεφο, που ανέβηκε ψηλά και άρχισε να προχωρεί κατά τη Σαλαμίνα, στο στρατόπεδο

μορμότες ονομάζονταν «μυρμήγκια του βουνού». Οι σύγχρονοι επιστήμονες δικαίωσαν επίσης τον

ΤΑ ΠΑΣΤΑ ΨΑΡΙΑ ΠΟΥ… ΧΟΡΕΥΟΥΝ

Ξέρξη θα καταστραφεί. Αυτά έλεγε ο Δίκαιος, του

Ηρόδοτο σχετικά με την πληροφορία του, ότι στην Αίγυπτο, υπήρχαν τρεις μέθοδοι μουμιοποίησης,

των Ελλήνων, που κατάλαβαν πως ο στόλος του

Στον Ελούντα της χερσονήσου - γράφει ο

Θεοκύδη ο γιος, επικαλούμενος τις μαρτυρίες

Ταξίδι στη γνώση Οι αρχαίοι Αιγύπτιοι δεν έδιναν τις νεκρές γυναίκες σπουδαίων ανδρών στους ταριχευτές πριν περάσουν 3 ή 4 ημέρες, για τον φόβο μήπως συνουσιαστούν μαζί τους

Ταξίδι στη γνώση

του Δημαράτου και άλλων». Το κείμενο αυτό του

δύο φορές ως τώρα. Αυτός ο Ερμότιμος λοιπόν

τόσες πολλές που δεν μπόρεσε να τις υπολογίσει.

Ηροδότου έχει απασχολήσει πολλούς ιστορικούς

πήρε την μεγαλύτερη εκδίκηση από το κακό που

Στην διπλανή χώρα, την Αίγυπτο, οι Αιγύπτιοι

μελετητές, οι οποίοι υποστηρίζουν ότι η περιγραφή

έπαθε. Τον είχαν πιάσει οι εχθροί αιχμάλωτο και

παίρνουν καθάρσιο τρεις ημέρες τον μήνα, εμετικά

αυτή αντιστοιχεί σε μεγάλη έκρηξη, που δεν μπορεί

τον πούλησαν. Τον αγόρασε ο Πανιώνιος από τη

ή κάνουν κλύσματα επειδή θεωρούν ως αιτία των

βέβαια να εξηγηθεί από την τεχνολογία της εποχής.

Χίο, που κερδίζει την ζωή του από το πιο ατιμωτικό

ασθενειών τις τροφές. Φαίνεται ότι οι Αιγύπτιοι

Κάποιοι μάλιστα συνδέουν τα Ελευσίνα μυστήρια

επάγγελμα. Αγόραζε δηλαδή ωραία αγόρια, τα

είχαν ανακαλύψει την μπίρα (κρίθινος οίνος),

με μια άγνωστη τεχνολογία, η οποία συνέβαλε

ευνούχιζε και τα πήγαινε και τα πουλούσε στις

επειδή δεν υπάρχουν αμπέλια στη χώρα τους.

αποφασιστικά στη νίκη των Ελλήνων έναντι των

Σάρδεις και στην Έφεσο πανάκριβα, γιατί στους

Κατά τα συμπόσια των πλουσίων, άμα τελειώσει

Μήδων κατά την ναυμαχία της Σαλαμίνας. Ανάλογο

βαρβάρους οι ευνούχοι ήταν πολύ ακριβότεροι

το δείπνο, περιφέρεται από έναν υπηρέτη ένα

παράδοξο φαινόμενο συνέβη όταν περσική δύναμη

από τους μη ευνούχους, γιατί μπορεί κανείς να

ξύλινο ομοίωμα νεκρού μέσα στο φέρετρό

κατ’ εντολή του Ξέρξη μετέβη στο μαντείο των

τους εμπιστεύεται περισσότερο από τους άλλους

του. Ο υπηρέτης το δείχνει σε κάθε καλεσμένο

Δελφών για να το συλήσει. Τον ναό του Απόλλωνα

δούλους. Ο Πανιώνιος είχε ευνουχίσει πολλούς,

λέγοντας: « Κοίταξέ τον αυτόν, φάε και γλέντησε,

φύλαγαν ο Νοήμων και ο Φύλακος. Τότε ακούστηκε

αφού τέτοια ήταν η δουλειά του (σ.σ. καλή ώρα

γιατί σαν πεθάνεις θα είσαι όπως αυτός». Οι

ισχυρή έκρηξη από τον ναό της Προναίας

όπως σήμερα οι έμποροι ναρκωτικών που

ταριχευτές, μόλις τους φέρουν τον νεκρό, δείχνουν

Αθηνάς που έκοψε ένα τμήμα του βουνού και

ευνουχίζουν τις κοινωνίες εξαρτώντας τους νέους),

στους συγγενείς σε διάφορα ξύλινα μοντέλα,

καταπλάκωσε τους στρατιώτες, ενώ οι ισχυροί βοή

και ευνούχισε και τον Ερμότιμο. Ο τελευταίος,

χρωματισμένα φυσικά, τρόπους ταριχεύσεως. « Ο

και θόρυβοι ακούστηκαν από το εσωτερικό του

που κατά τα άλλα δεν δυστύχησε, βρέθηκε στις

πρώτος και σπουδαιότερος - λέει ο Ηρόδοτος που

ναού. Οι Μήδοι ύστερα από αυτό φοβήθηκαν και

Σάρδεις και ο Ξέρξης τον εξετίμησε πολύ. Όταν ο

και σε αυτό επαληθεύτηκε από τους σύγχρονους

εγκατέλειψαν τον ιερό χώρο, που επέπρωτο να

βασιλιάς ξεκίνησε από τις Σάρδεις με το στρατό

μελετητές - είναι εκείνος που έγινε σε κάποιον

συλληθεί εκατό χρόνια αργότερα από τον ιερόσυλο

του εναντίον της Αθήνας, ο Ερμότιμος είχε

που θεωρώ αμαρτία να τον ονομάσω. Ο δεύτερος

Φιλόμηλο. Δεν θα ήταν καθόλου παράδοξο αν οι

κατεβεί για κάποια δουλειά του στην περιοχή της

τρόπος είναι πιο ευτελής και ο τρίτος ακόμη πιο

σύγχρονοι ή οι μελλοντικοί ερευνητές έβρισκαν

Μυσίας, όπου κατοικούσαν Χίοι. Εκεί βρήκε τον

ευτελής. Ο πιο τέλειος τρόπος είναι ο ακόλουθος:

απτές αποδείξεις, ότι στην εποχή της ναυμαχίας

ευνουχιστή του, τον Πανιώνιο και τον έπεισε να

Αρχικά με ένα σιδερένιο εργαλείο καμπύλο

της Σαλαμίνας, το 480 π. Χ., είχε επινοηθεί η

τον ακολουθήσει στο σπίτι του, χρησιμοποιώντας

βγάζουν από τα ρουθούνια τον εγκέφαλο και ότι

εκρηκτική ύλη ή κάποια άλλη άγνωστη τεχνολογία,

διάφορες κολακείες. Ο Πανιώνιος πήρε μαζί του

παραμείνει μέσα, το απολυμαίνουν με φάρμακο.

που γέμιζε «κουρνιαχτό» και «βοή» το πεδίο της

τη γυναίκα και τα παιδιά του. Και τότε ήρθε η ώρα

Μετά με ένα πέτρινο νυστέρι κάνουν άνοιγμα στο

μάχης και γκρέμιζε κορυφές βουνών.

της εκδίκησης. Ο Ερμότιμος τον πλησιάζει και

πλάι της κοιλιάς και βγάζουν όλα τα εντόσθια,

του λέει: «Συ που πλούτισες ασκώντας το πιο

καθαρίζοντας κατόπιν την κοιλιά με κρασί από

άτιμο επάγγελμα, τι κακό έπαθες από μένα, εσύ ή

χουρμάδες. Ύστερα ρίχνουν μέσα διάφορα μυστικά

κάποιος δικό σου, ώστε από άντρα να με κάνεις

βότανα τριμμένα, γεμίζουν την κοιλιά με σμύρνα

Στο βιβλίο Θ 98 του Ηροδότου μαθαίνουμε ότι

ένα τίποτα;». Και αφού τον έβρισε για τα καλά,

καθαρή με κανέλα και άλλα μυρωδικά, εκτός

οι Πέρσες, ως τότε μεγάλη αυτοκρατορία, είχαν

έφερε τα παιδιά του Πανιωνίου μπροστά στον

από λιβάνι, και τα ράβουν. Σκεπάζουν έπειτα

οργανώσει υποδειγματική ταχυδρομική υπηρεσία,

πατέρα τους και τον ανάγκασε να τα ευνουχίσει ο

το πτώμα με νίτρο και το αφήνουν 70 ημέρες.

ώστε τα Σούσα, οι Σάρδεις και η Περσέπολις να

ίδιος. Ήταν τέσσερα και ο Πανιώνιος τα ευνούχισε

Ύστερα πλένουν τον νεκρό και τυλίγουν όλο του

επικοινωνούν στον ταχύτερο δυνατό χρόνο με την

όλα. Και όταν τελείωσε, ανάγκασε τα παιδιά να

το σώμα με λεπτό άσπρο ύφασμα κομμένο σε

αχανή χώρα στην περιφέρεια. « Δεν υπάρχει - λέει

ευνουχίσουν τον πατέρα τους. Έτσι τιμώρησε ο

λωρίδες, τις οποίες αλείφουν εσωτερικά με κόμμι

ο Ηρόδοτος - πιο γρήγορο έμψυχο ον από τους

Ερμότιμος τον Πανιώνιο. Ίσως το πάθημα του

και το παραδίδουν στους συγγενείς, που έχουν

ταχυδρόμους. Οι Πέρσες τους έχουν οργανώσει

Πανιωνίου να συνέτιζε με μια μικρή παραλλαγή

φτιάξει ήδη ένα ξύλινο ανθρωπόμορφο φέρετρο και

με τον παρακάτω τρόπο: Λένε, πως όσες ημέρες

τους εμπόρους ναρκωτικών, αν δηλαδή

κατόπιν το στήνουν σε ένα ειδικό δωμάτιο όρθιο

απέχει ο δρόμος, υπάρχουν τόσοι καβαλάρηδες

υποχρεώνονταν να εθιστούν και οι ίδιοι στις ουσίες,

κοντά στον τοίχο. Όταν πεθαίνουν οι γυναίκες

και άλογα και για κάθε ημέρα έχει καθοριστεί

με τις οποίες εθίζουν τους νέους ξεχαρβαλώνοντας

των διάσημων αντρών δεν τις παραδίδουν

ένας καβαλάρης και ένα άλογο. Ούτε χιόνι, ούτε

οι σύγχρονες κοινωνίες. Αξίζει να σημειωθεί ότι

αμέσως για ταρίχευση. Το ίδιο γίνεται για τις

βροχή, ούτε ζέστη, ούτε νύχτα, ούτε τίποτα τους

και σήμερα στην Ρωσία του Βλαντίμιρ Πούτιν

πολύ ωραίες ή εκείνες που το όνομά τους είναι

εμποδίζει να κάνουν όσο το δυνατόν πιο γρήγορα

η ποινή του ευνουχισμού επιβάλλεται σε κάθε

γνωστό. Για ταρίχευση τις παραδίδουν την τρίτη ή

την καθορισμένη απόσταση. Ο πρώτος παραδίδει

συλλαμβανόμενο παιδεραστή. Έτσι ο αριθμός των

την τέταρτη ημέρα, και αυτό το κάνουν για να μη

το μήνυμα στο δεύτερο, ο δεύτερος στον τρίτο και

σεξουαλικά διεστραμμένων μειώνεται.

συνουσιαστούν οι ταριχευτές με τις νεκρές.

ΠΑΡΑΔΟΞΕΣ ΑΦΡΟΔΙΣΙΑΚΕΣ ΚΑΙ ΚΑΝΙΒΑΛΙΚΕΣ ΣΥΝΗΘΕΙΕΣ

ΑΝΘΡΩΠΟΘΥΣΙΕΣ ΚΑΙ ΚΑΝΙΒΑΛΙΣΜΟΣ

ΤΟ ΤΑΧΥΔΡΟΜΕΙΟ ΤΩΝ ΠΕΡΣΩΝ

από χέρι σε χέρι, το μήνυμα περνάει, όπως γίνεται στους Έλληνες η λαμπαδηφορία προς τιμήν του Ηφαίστου. Αυτό το έφιππο ταχυδρομείο οι Πέρσες

Παράδοξα και βάρβαρα έθιμα είχαν οι

το λένε αγγαρείον». Οι ιστορίες του Ηροδότου βρίθουν περιγραφών

Μασσαγέτες. Αν κάποιος της φυλής επιθυμήσει

που σχετίζονται με την ερωτική συμπεριφορά

μια γυναίκα, κρεμάει την φαρέτρα του στο αμάξι

διαφόρων βαρβάρων λαών, μερικοί από τους

όπου ζει η γυναίκα αυτή και κοιμάται μαζί της

Ο Ερμότιμος - Αναφέρει ο Ηρόδοτος στο Θ

οποίους έχουν και κανιβαλικές συνήθειες, αλλά

ανεμπόδιστα. Όριο ηλικίας δεν υπάρχει, αλλά

103 - καταγόταν από τα Πήδασα πάνω από την

και παράδοξα ταφικά έθιμα. Για παράδειγμα (Β25)

αν κάποιος γεράσει πάρα πολύ, μαζεύονται

Αλικαρνασσό και λέγεται ότι, οσάκις πρόκειται να

υπάρχει στην Αραβία μια περιοχή, στο ίδιο ύψος

όλοι οι συγγενείς του και τον θυσιάζουν, μαζί με

συμβεί μια δυστυχία στην πολιτεία, τότε η ιέρεια

με την πόλη Βουτούν, όπου φθάνοντας εκεί ο

άλλα ζώα, ψήνουν τα κρέατα και το ρίχνουν στο

της Αθηνάς βγάζει μακριά γένια. Αυτό έχει γίνει

Ηρόδοτος είδε κόκκαλα και ραχοκοκαλιές φιδίσιες,

φαγοπότι. Αυτό θεωρείται το πιο ευτυχισμένο

ΤΟ ΠΑΘΗΜΑ ΤΟΥ ΕΥΝΟΥΧΟΥ

Ταξίδι στη γνώση

τέλος για τους γέρους. Αν κάποιος πεθάνει από αρρώστια, δεν τον τρώνε, αλλά τον θάβουν στη γη και θεωρούν ως δυστυχία το γεγονός ότι δεν έφτασε σε προχωρημένη ηλικία για να θυσιαστεί (Α 216). Στους Σκύθες υπήρχε η φυλή των Ανδροφάγων. Τις πιο άγριες συνήθειες από όλους τους ανθρώπους τις είχαν αυτοί. Ούτε τι θα πει δικαιοσύνη ήξεραν, ούτε νόμους είχαν, αλλά ήταν νομάδες, φορούσαν φορέματα παρόμοια με τα σκυθικά και μιλούσαν δική τους γλώσσα. Απ’ όλες τις φυλές μόνο αυτοί ήταν ανθρωποφάγοι (Δ 106). Οι Ταύροι πάλι (Δ 103) όλους τους Έλληνες ναυαγούς που έπιαναν κοντά στις παραλίες τους, τους θυσίαζαν στην παρθένα θεά χτυπώντας τους με ρόπαλα κατακέφαλα. Ύστερα έκοβαν τα κεφάλια και τα κάρφωναν σε ένα κοντάρι ενώ το υπόλοιπο σώμα των πτωμάτων το πετούσαν σε γκρεμό. Τα κεφάλια των νεκρών που είχαν καρφωμένα σε κοντάρια τα έστηναν στις σκεπές των σπιτιών τους, συνήθως πάνω από την καπνοδόχο. Λένε πως τα κεφάλια αυτά ήταν φύλακες που φύλαγαν τα σπίτια τους. Οι βάρβαροι αυτοί ζούσαν από τους πολέμους και τις λεηλασίες. Οι Αγάθυρσοι πάλι ήταν πολύ λεπτεπίλεπτοι και εκοσμούντο με πολλά χρυσαφικά. Είχαν κοινοκτημοσύνη στις γυναίκες ώστε όλοι τους ήταν αδελφοί και, αφού ήταν συγγενείς, δεν υπήρχε ανάμεσά τους ούτε φθόνος ως ούτε έχθρα. Ένας άλλος βάρβαρος λαός, οι Βουδίνοι, έτρωγαν τις ψείρες τους (Δ 109).

Η ΨΗΦΟΣ ΤΟΥ ΑΜΟΜΦΑΡΕΤΟΥ Ανεξάντλητες είναι οι περιγραφές του Ηροδότου για τις βάρβαρες συνήθειες βαρβάρων λαών, όπως η συνήθεια των Περσών να θάβουν νέους και νέες ζωντανές (Η 114), οι αιμομιξίες του Φαραώ (Β 121), συνουσίες στα φανερά όπως τα ζώα (Α 203), βάρβαρες ταφικές συνήθειες και απάνθρωποι τρόποι θανάτου κ.α., ώστε δικαίως οι Έλληνες αποκαλούσαν συλλήβδην όλους αυτούς τους λαούς βαρβάρους, χωρίς διάκριση. Μπροστά στα βάρβαρα αυτά ήθη, φαντάζει πολιτισμένη

Η ψήφος του Αμομφάρετου κατά την μάχη των Πλαταιών (ελαιογραφία)

και υπέροχη η κοινωνική συμπεριφορά των Ελλήνων, οι οποίοι από τότε είχαν δημοκρατία και νόμους, που τους ζήλευαν ακόμα και οι

τακτικής. Όμως ένας λοχαγός, ο Αμομφάρετος, ο

ο Αμομφάρετος έπεσε στο πεδίο της μάχης (Ι 53).

βάρβαροι, ενώ εκθειάζονταν η αρετή, η ανδρεία

γιος του Πολιάδη από τον λόχο Πιτανάτη, πιστός

Τέτοια παραδείγματα ανδρείας και αρετής των

και η ανωτερότητα του ελληνικού φίλου σε κείμενα

στην εντολή της Σπάρτης ότι οι Σπαρτιάτες δεν

Ελλήνων βρίθουν στα κείμενα του Ηροδότου,

αρχαίων συγγραφέων που καταύγασαν την

υποχωρούν μπροστά στον εχθρό, αρνήθηκε να

που σχεδόν αποσιωπούνται και αγνοούνται

οικουμένη και χρησίμευσαν σαν στέρεη βάση για

υποχωρήσει φέρνοντας σε πολύ δύσκολη θέση

από την ιστορική διδασκαλία, ενώ θα έπρεπε να

την περαιτέρω ανάπτυξη του πνεύματος και του

τον Παυσανία, ο οποίος μάταια προσπαθούσε

προβάλλονται ιδιαίτερα, όχι μόνο για να γνωρίζουν

πολιτισμού στους αιώνες που ακολούθησαν. Ένα

να τον μεταπείσει. Επακολούθησε φιλονικία

οι Ελληνόπαιδες την υπεροχή των προγόνων τους

μοναδικό παράδειγμα ανδρείας και δημοκρατίας

μεταξύ λοχαγού και αρχιστράτηγου, οπότε ο

έναντι των βαρβάρων λαών της αρχαιότητας, αλλά

που, παραδόξως, ουδέποτε διδάχθηκε στα σχολεία

Αμομφάρετος, παίρνει και στα δύο του χέρια μια

και για να μπολιάζονται με αισθήματα φιλοπατρίας,

και επομένως παραμένει παντελώς άγνωστο στην

κοτρόνα και βάζοντάς την μπροστά στα πόδια

της μοναδικής αρετής που μπορεί να εμπνεύσει

σπουδάζουσα νεολαία, περιγράφει ο Ηρόδοτος

του Παυσανία, είπε πως αυτή είναι η ψήφος του

ένα λαό να διατηρήσει την ελευθερία του και τις

στο βιβλίο Ι’ 53. Κατά την μάχη των Πλαταιών,

και ψηφίζει να μην τραπούν σε φυγή μπροστά

κοινωνικές κατακτήσεις.

ο Παυσανίας και οι στρατηγοί του αποφάσισαν,

στους ξένους, εννοώντας με τον όρο ξένους τους

ψηφίζοντας (με ψηφίδες) να υποχωρήσουν από

βαρβάρους. Ο Παυσανίας του είπε πως του είχε

ένα σημείο του Ασωπού ποταμού για λόγους

σίγουρα στρίψει και δεν ήταν στα καλά του. Τελικά

Κ. ΔΟΥΚΑΣ

γιατί το λέμε έτσι...

Οι απίστευτοι μετασχηματισμοί του «μασσώ». Μία από τις πιο δημοφιλείς λέξεις σήμερα, στην εποχή της παχυσαρκίας, είναι η ψευδο - ξενική λέξη μασάζ. Φυσικά, η λέξη αυτή είναι πανάρχαια ελληνική εκ παλιννοστήσεως και απαντάται στα ομηρικά κείμενα. Πράγματι, το ρήμα μάσσω σημαίνει ζυμώνω, αλλά και αγγίζω, ψηλαφώ. Η ζύμη γίνεται μια εύπλαστη μάζα, λέξη που παράγεται από το μάσσω, οπότε προκύπτει η λέξη μαζός ή μαστός, καθώς το γυναικείο στήθος είναι μια σαρκώδης μάζα. Από τον μαζόν προκύπτει η Αμαζών, ήτοι η γυναίκα η οποία μεταφορικά στερείται μαζού, στήθους με την έννοια ότι πολεμά σαν άνδρας που στερείται μαζών. Αλλά και όταν μασάμε την τροφή, αυτή γίνεται ένας εύπλαστος πολτός στο στόμα. Έτσι έχουμε το ρήμα μασάω (μασώ) και, κατά συνέπεια, μασσητήρ είναι η κάτω γνάθος που κάνει αυτή τη δουλειά (μασημένη τροφή). Η λέξη παραλαμβάνεται αυτούσια από τη λατινική, την πρωτοξαδέλφη της ελληνικής, και περνά στις ευρωπαϊκές διαλέκτους, όπου η μάζα γίνεται masse και η μάλαξη από το επίσης αρχαιοελληνικό ρήμα μαλάσσω, γίνεται massage, λέξη που παλινοστεί στην Ελληνική και χρησιμοποιείται στη φυσιοθεραπεία. Επίσης amasser σημαίνει μαζεύω σε σωρό. Αλλά και από το ομηρικό ρήμα μάσσω προκύπτει πλήθος άλλων λέξεων. Εφόσον μάσσω σημαίνει και άπτομαι, αγγίζω, ψηλαφώ ( άλλωστε πώς αλλιώς θα γινόταν η μάλαξις;), τότε το εκ-μα-γειον είναι το αποτύπωμα, η σφραγίδα. Όμως και το μα-στίγιον είναι η λέξη που κατάγεται από το μάσσω αλλά και το σχετικό ομηρικό μάω= επιθυμώ, ποθώ. Εξυπακούεται ότι ο μαλακός λέγεται έτσι επειδή έχει μαλαχθεί, ζυμωθεί με μαλάξεις (γαλ. molle). Και εξ αυτού βέβαια το ρήμα μαλακιάω = είμαι μαλακός, τρυφερός και μαλακίζω = κάνω κάτι μαλακό, γίνομαι ηπιώτερος, πραύνομαι. Αλλά και το βότανο μολόχα, που στην αρχαία διατύπωσή της είναι μαλάχη, στο μάσσω ετυμολογείται και αυτή λόγω των μαλακτικών ιδιοτήτων του φυτού. Θα μπορούσε να διερωτηθεί κανείς γιατί ο ονοματοθέτης έδωσε στο ρήμα μάσσω την εκφορά αυτή. Απλούστατα, καθώς ο πανάρχαιος Έλληνας μασούσε την τροφή του, ήταν υποχρεωμένος να ανοιγοκλείνει το στόμα του και τα χείλη του. Αλλά από την κίνηση αυτή του στόματος τυχόν εξερχόμενη συλλαβή θα ακουγόταν υποχρεωτικά μα, ήχος και ρίζα που ταυτίζεται με την τροφή. Γι' αυτό η μάτηρ δωρικά (αντί μήτηρ), ήταν η γυναίκα που έτρεφε το παιδί της, η τροφός, και η ματτύη ήταν έδεσμα πλούσιο και πολυτελές. Η λέξη αυτή μάλιστα είναι τόσο παλιά, ώστε έχει ταυτιστεί από τον γράφοντα στην Γραμμική γραφή Β («Η Γένεσις του Λόγου» εκδόσεις Γεωργιάδη). Αργότερα, το ρήμα ματέω = τρέφω, έγινε πατέω = τρέφω, απ' όπου κατάγονται οι λέξεις πατήρ, πατρίς κλπ και βέβαια χρησιμοποιούνται διεθνώς (pere, father, padre κλπ). Από κει και πέρα, η γλωσσοπλασία, που ξεκινά από τα ρήματα μάσσω, μασσάω, μαλάσσω κλπ ( ακόμη και στην… βρεφική διάλεκτο η τροφή λέγεται μαμ, ήχος που βγαίνει αυθόρμητα από το βρέφος) χρησιμοποίησε την ίδια ηχητική αξία και παρεμφερή εκφορά.

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