Shipping october 2014

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Move Forward with Confidence

CONTENTS

KΩΔIKOΣ 1612

INTERNATIONAL MONTHLY REVIEW

Between us . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Event . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Spotlighting the industry news for nearly six decades!

OCTOBER 2014 NAFTILIA Period A No 1-149 SHIPPING Period B No 510 Vol. 356

Special Survey Publisher Evlabia Babili

Marine Insurance . . . . . . . . . . . . . . . . . . . . .

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Consultants of the edition Letta Makri Dimitris Kapranos

Editor in Chief Letta Makri

Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Advertising Manager L.D.M.

Offices

Special Survey Maritime Education and Training . . . . . . . .

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BETWEEN US

Time for answers…

A few days ago, the people from Lloyd’s Shipping Awards, asked us to name the top – in our opinion – figures in Greek shipping.

Everyone that we thought of and everyone that we considered, is counted among the leading personalities in this sector globally.

Seriously, in what other sector of our national economy do almost all of its key figures enjoy worldwide esteem and status?

If we exclude the occasional leading light in the world of arts and letters, in no other area do we produce such a large “batch” of personalities, as in shipping.

Have you ever heard of any major Greek industry deriving billions from international stock exchanges?

Have you seen the representatives of any another branch of the Greek economy enjoy the positive attention of the international press?

Let’s look, then, at the Greek merchant marine from another angle.

Let's look at the positive aspects, which are the more numerous.

You might say, “Does the shipping sector have only positive aspects?” Certainly not, but the negative are far fewer.

Many claim that today’s Greek ship owners do not have the patriotism of their past counterparts, and do not support their country as much as they should.

You cannot deny this, but perhaps it is not a matter of patriotism. The structure, organization and mode of operation of the major shipping companies has changed.

There is no longer – with the exception of a very few cases – a “paterfamilias”, who will open a treasure chest with gold guineas to toss them into the national money box, as they used to do in the past.

Today, the large companies have been listed on stock exchanges, they have thousands of shareholders, they answer to multinational boards, and they have massive loans and obligations behind them.

And again, you may say, “But haven’t you seen what the Niarchos Foundation is building at the Faliro Delta? They are completing a massive project, including the National Library, the National Opera House and the Metropolitan Park, at whirlwind speed.

In this case we have no response other than “congratulations”, although terror grabs hold when we remember that this colossal work, which is being completed in record time, will be handed over to the Greek state!

The project is in completion because the managing organization is private. If the state were in charge, we would still be at the stage of... complaints and appeals to the Council of State!

On the other hand, one can only agree that in times of crisis, such as the grave crisis that the country is currently undergoing, the wealthiest should contribute to the endeavour to reconstruct the state, more decisively.

The shipping world could, then, offer more to the state and its citizens, instead of provoking talk in terms of increased taxation – sometimes “compulsory” and at other times “voluntary” – for a three-year period.

Perhaps it could buy patrol cars for the police, or contribute to the payment of night shifts for the men of the “Z-Force”.

It could even undertake the costs of repairing Hellenic Police patrol cars, which are being driven with below par brakes and worn tyres.

Perhaps some individual ship owners, will do some of the things that I have mentioned. As, however, much has been said and written lately, it would be good if the “good deeds” of ship owners, were also heard of.

These are not times to be “modest” but to rise to the occasion.

LETTA DIMOPOULOU - MAKRI

OCTOBER 2014 SHIPPING 3

EVENTS

150 Years Year 1 celebra on in Athens Nikolaos Boussounis (Sr. Vice President, Regional Manager for Regional East Med, Black & Caspian Seas) together with Henrik Madsen (CEO DNV GL Group) and Tor Svensen (CEO DNV GL Maritime). Under jazz tunes everyone mingled and enjoyed their drinks in the iconic museum.

At some point Mr. Boussounis addressed the guests and gave a short speech prior giving the floor to Mr. Madsen, who spoke about DNV GL and Greek Shipping – both full of history and tradition.

The short event was completed with everyone watching a small video prepared specially for this occasion.

The night was not over however – a dinner in the 2nd floor of the museum was waiting the guests. In the elegant restaurant of Henrik Madsen Nikolaos Boussounis the Museum and under der to celebrate the 150 years of tradition and history the shadow of Acropolis, everyone enjoyed a four as well as the 1st Year of operation of the leading clas- course meal, after a welcoming speech by Tor Svensen. sification society DNV GL. The guests were greeted by The discussions stopped only in order to enjoy the singing of the soprano Mrs. Karayanni who gave a wonderful performance.

The evening was completed with drinks in the terrace, where a quartet and Acropolis gave the perfect closure of the night.

DNV GL celebrated the 150 years of tradition and Year 1 of operation, in Athens. The event gathered top names of the local maritime community.

In particular, about 300 guests passed the doors of the New Acropolis Museum on the 25th September, in or-

Dimitris Melissanides and George Vardinogiannis 4 SHIPPING OCTOBER 2014

NAVIGATING COMPLEXITY DNV and GL have merged to form DNV GL. The company is the leading technical advisor to the global oil and gas industry and the world’s largest classification society. We provide consistent, integrated services within technical and marine assurance and advisory, risk management and offshore classification, to enable safe, reliable and enhanced performance in projects and operations.

Together with our partners, we drive the industry forward by developing best practices and standards.

SAFER, SMARTER, GREENER

Our people combine industry expertise, multi-disciplinary skills and innovation to solve challenges for our customers – to navigate in a complex business environment.

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EVENTS

9th Annual Greek Roadshow of the ASE in London

Foreign investors’ increased appe te for investments in Greece The 9th Annual Greek Roadshow, organized by the Athens Exchange with Bloomberg's support, took place in London on the 18th and 19th of September 2014 at the Bloomberg Headquarters. During the two days’ event approximately 1000 one-on one meetings took place between 200 fund managers and 31 from the largest in market cap listed companies, as well as the HRAF (TAIPED), that participated in the Roadshow.

All listed companies were represented by highranked senior executives, such as John Costopoulos, CEO, Hellenic Petroleum, Kamil Ziegler, Chairman & Gikas Hardouvelis, Minister of Finance CEO, OPAP, Anastasios Kallitsantsis, Chairman, Ellaktor- EL.TECH.ANEMOS, George Koutsolioutsos, CEO, Folli Follie Group, George Peristeris, CEO, GEK TERNA-TERNA ENERGY, Evangelos Mytilineos, Chairman & CEO, MYTILINEOS-METKA, Constantinos Antonopoulos, CEO Intralot, Odisseas Athanasiou, CEO, Lamda Development, Thimios Bouloutas, CEO, MARFIN Investment Group, Paula Hadjisotiriou, Deputy CEO & CFO, National Bank of Greece, Paschalis Bouchoris, CEO, TAIPED, Rania Ekaterinari, Deputy CEO, PPC (DEI), Ioannis Gamvrilis, Chairman, Attica Bank, George Chryssikos, CEO, Eurobank Properties, Apostolos Petalas, CEO, Fourlis, Petros Tzannetakis, Deputy Managing Director & CFO, MOTOR OIL, Eftichios Vas-

silakis, Vice Chairman, Aegean Airlines, Alexios Pilavios, General Manager, Alpha Bank, George Poulopoulos, CFO, PIRAEUS BANK, Harris Kokologiannis , CFO, Eurobank.

The interest for the Greek market of the foreign in-

George Zanias, Chairman of the Hellenic Bank Association

Socrates Lazaridis, Athens Exchange Group's CEO

6 SHIPPING OCTOBER 2014

Noti Mitarachi, Deputy Minister of Development & Competitiveness

stitutional investors from the UK, Switzerland, Germany and the USA, reached again the last year’s record level, while a significant number of new funds participated for the first time this year. Indicatively, the following funds participated: FIDELITY, JP MORGAN, BLACKSTONE, UBS, Goldman Sachs, WELLINGTON, INVESCO, ADELPHI CAPITAL, CENTAURUS, LAZARD, PIMCO, T ROWER PRICE, LUPUS ALPHA, GLADSTONE PARTNERS, JUPITER Foreign investors’ increased appetite for Greece owing to Greece’s economy being back on a growth path, is explained best in the opening speech of the CEO of the Athens Exchange Group, Socratis Lazaridis: “On the

EVENTS one hand we are again a stable economy that has remained within the single European currency and on the other hand, we offer the sort of returns, in terms of rising stock prices and higher yields on debt securities, that one might find in an emerging market. So we offer both, performance and liquidity. It’s the best of both worlds!”

During the first day of the event, Noti Mitarachi, Deputy Minister of Development & Competitiveness, outlined Greece’s achievements so far, such as the production of primary surplus for the second consecutive year, Greece’s return to the markets for the first time after 2010, the successful recapitalisation of the banking system and the downsizing of the public sector. He estimated 0,6% GDP growth, as The event's Sponsors with the ATHEX CEO at the Cocktail reception at NOBU Berkeley (l to r) Pantelakis Securities, Beta Securities, NBG Securities, Bloomberg, Piraeus this time driving force was not the public Securities, Euroxx Securities, Alpha Finance, Eurobank Equities, Investment Bank spending, but investments and exports. of Greece and Morgan Stanley (the latter is not appearing in the photo though) Minister mentioned further the pillars of the government’s strategy for the return to growth: po- petitive advantage in many sectors, the large developlitical & macroeconomic stability, liquidity and struc- ment stock released by reforms, the significantly retural reforms that have attracted investments of about duced labour cost and the better than expected tourism €37,6bn within the last 2 years. Finally, he merited season.

Greece is an ideal location for investments, being a Finally, Holger Schmieding, Chief Economist, of Berengateway to the European Union from the Middle and berg Bank, presented a European Progress Report conFar East, with a transportation infrastructure that can cluding that Eurozone is crisis over, but Putin shock seamlessly transport goods to global destinations, by hits the core and interrupts upswing. The German econroad, rail, sea, or air and with a Greek shipping indus- omist expressed his admiration for Greece’s fiscal adtry being the most renowned in the world. The Minis- justment and he predicted that Greece will exit from ter ended with the following message “Investing in the the recession soon.

Greek economy is the type of investment that every inOn the following day, Minister of Finance, Gikas vestor is looking for: An investment of underlying value Hardouvelis, delivered a speech on the prospects of that can give a growth prospect in the future”. the Greek economy. Minister said that all options are Afterwards, George Zanias, Chairman of the Hellenic open on the Greek Bailout Exit but he ruled out a Bank Association, made a vivid presentation titled writedown on the nominal value of Greek debt. Here “Greece today: The Return of Optimism” based on the is an extract of his speech” “You can extend the mafiscally stabilized Greek economy, the fixed external turities, you can fix part of the variable rate of debt, imbalances, the economic recession that turned into but writing it down, that would have to go through vargrowth, the unique characteristics of the public debt, ious parliaments… We will not need a third package, the banking sector’s restored strength, Greece’s com- as the market soon will be able to deliver what is needed…. The fear of snap elections is not there. The population doesn’t want snap elections. Investors think long term and they see no downside risk to Greece.

The presidential elections are a minor nuisance... Privatizations are speeding up, the country has become a global champion in economic reforms and investors are willing to bet on its recovery”.

The clear message that the foreign investors gave to the roadshow participants was that there is still increased interest for investments in Greece as long as the major structural changes will continue and there will be a stable political environment, as the great participation (over 50%) of the foreign investments in the market cap of the Athens Stock Exchange evidences as well.

The audience at Bloomebrg auditorium

OCTOBER 2014 SHIPPING 7

EVENTS

China meets Europe at the DNV GL mari me headquarters in Hamburg The future of EU–China relations, the country’s investment in Europe as well as sustainable growth and environmental protection in the Chinese economy were just some of the topics on the agenda at the 6th Hamburg Summit. To foster new relationships and honour key players for their efforts in European–Chinese cooperation, the world’s largest classification society DNV GL hosted a dinner in its global maritime headquarters in Hamburg.

“We are committed to China and will continue to strengthen this commitment in the future. Our vision is to have a global impact for a safe and sustainable future. (l to r) Albrecht Grell, Head of DNV GL’s Maritime Advisory Division, Xiaohu Yang, Assistant President of To achieve this, we need a CIMC Enric Holdings Limited, Nikolaus W. Schües, owner of the German shipping company Reederei F. global collaboration. That is Laeisz, Ya Yu, Vice President of the China International Marine Containers Group, Knut Ørbeck-Nilssen, why it is so encouraging to President Maritime at DNV GL, and Torsten Schramm, COO Division Germany Middle East & Asia, as well as Vincent Li, Regional Manager DNV GL Maritime Advisory Greater China be a part of the Hamburg Summit,” said Knut Ørbeck-Nilssen, President Maritime at environmental protection remains a challenge, ØrbeckDNV GL, when he addressed more than 250 dinner guests Nilssen stressed that this is achievable: “International regin the Hafencity. ulations to set higher standards, incentives for the industry A common focus on increasing sustainability by using to become cleaner, a level playing field, as well as global colgreener energy sources has become an instrumental part of laboration will play a crucial role in tackling this issue,” Ørthe cooperation between East and West. “Both China and beck-Nilssen emphasized during a panel discussion with Europe have been at the forefront of setting ambitious delegates from Ansteel Group, Minmetals Corporation, goals for renewable energy generation to power a low carSiemens and Roland Berger Strategy Consultants. bon future. Recently, China decided to make certification of “China and Europe have been seeking exchange and a new types of wind turbines mandatory. We have already es- fruitful relationship for several decades for now. Thanks to tablished a partnership with a Chinese wind turbine blade the active contribution of many organizations and interest manufacturer for certification of its products to improve the groups the relations between China and Europe have never reliability and quality of blades produced in China,” been closer”, said conference Chairman Nikolaus W. Schües, Ørbeck-Nilssen explained. the former President of Hamburg Chamber of Commerce In the maritime sector, there are many joint projects un- and the owner of the German shipping company Reederei derway as well. Amongst others, DNV GL has just signed an F. Laeisz. To award its contribution to creating a deeper agreement with Sinopacific shipyard for a series of ground- mutual understanding between China and Europe, Schües breaking ethane-fuelled carriers, which emit significantly less presented the “China-Europe Friendship Award” to the carbon than diesel-powered vessels. Using liquefied natural China Federation of Industrial Economics (CFIE). The car gas (LNG) as shipfuel is about to become another integral part manufacturer BMW received the “China-Europe Sustainof China’s low-carbon strategy, especially in short-sea and ability Award” for its outstanding efforts to follow ecologiriver shipping. cal principles and successfully implemented sustainability in Even though balancing sustainable economic growth and its business strategy and actions.

8 SHIPPING OCTOBER 2014

CRUISE INDUSTRY

The Greek cruise sector Seeking new des na ons Santorini and Mykonos may be the best known Greek islands, but for cruise companies they are a “headache”. It is certain that if they could avoid them they would do it with pleasure, since there is no profitability in calling at the islands as there are no tours on Mykonos and visitors scatter into the town, while in Santorini there is no port, and passengers on the one hand suffer the trials of being transferred to shore by tender, and on the other, the taxing queues of the cable car service, which is unable to cater for thousands of tourists, without problems.

“We have been complaining about the situation on Santorini for years, but nobody listens to us. A system is being maintained which serves only a small share of businesses”, we were told last month, by the captain of the cruise ship on which we visited Santorini.

It is to be expected, therefore, that companies – which cannot exclude the country’s two most famous islands from their itineraries – would be seeking new destinations, with which they would be better able to satisfy their passengers and also bring something fresh to their “classic” routes, comprised of Piraeus (or Lavrion)-Mykonos-Rhodes-Patmos-KuşadasıIstanbul-Heraklion (or Agios Nikolaos)-Santorini.

This year Louis Cruises, which carried the most passengers from and to Greek ports, repeated its selection from last year, and its ships called at new destinations such as Syros, Samos, Milos, Kos, Symi, Ios and Chios.

Undoubtedly, Chios may not be Santorini, but it offers itself to exploration, both with regard to its unique “mastic villages” and the beauty and interest of its medieval villages and Byzantine monasteries. The comments that the company has already garnered

from its passengers are flattering.

Kos also offers itself for tours of its outstanding antiquities, such as the Asklepion of Hippocrates with its unique history, and to its fine beaches. Samos, homeland of Pythagoras, also has exceptional beauty and landscapes to showcase. Until the present, cruise ships were only visiting Kuşadası, a stone’s throw away, without calling at Samos.

On Milos, the unique catacombs and extraordinary landscape undoubtedly offer something completely different, while the small islands of Ios and Symi each have their own special colour and charm.

This year, the ship Louis Cristal called at Milos nine times, with an average of 1,200 passengers. In other words, it brought 10,800 passengers to the island in a two-month period, with all that that means for the local community and economy.

As reports from the company indicate, the selection of other new destinations will continue in the new season, as it seems that passengers have been satisfied with these changes.

It is certain that, given time and since the Greek islands and Ionian shores continue to attract the interest of tourists, the choices will become even greater.

As such, what is required is the best possible port infrastructure, so that the smaller islands are accessible to the cruise ships (which are largely of medium size).

In any case, the massive “ship-cities” that carry thousands of passengers, do not appear interested in small island destinations.

If, therefore, the future for the Mediterranean cruise sector lies in mid- or small-size ships, it would be good to be able to receive them.

D.K

MARINE INSURANCE

SPECIAL SURVEY

Aigaion Insurance SA, tailor-made P&I insurance solu ons by the leading Greek marine insurer

by Dominique Velliades, Senior Marine Underwriter, Aigaion Insurance Company S.A. As the passenger liability landscape bedependent on the gross tonnage of the With local and London comes more complex, Aigaion Insurance is vessel. here to guide you to the correct policy.

The passenger liability is calculated on Whether you are a single individual with a offices, AIGAION is always basis of carrying passenger capacity mulsmall passenger boat for daily cruises or tiplied by 175,000 SDR approx 200,000 €. an international organisation with multi open and available to help Each section is added together and referries, Aigaion will tailor make a liability sults in the Limit of liability as required by policy suitable to you and always compliConvention / Presidential Decree. you understand the maze the ant to the applicable laws.

The SDR is then converted into the reAigaion offers coverage against all traquired currency with conversion rates ditional P&I risk, including crew, cargo, of liability insurance and being set by the International Monetary pollution, collision and passenger civil liFund IMF. ability. limits are to be implemented thus ensuring that you are inIncreased The liability limits is dependent on the 2015 following amendments to the vessel’s GT , routing & passenger capacity, 1996 protocol. always fully compliant Aigaion will analysis your details and calculate the minimum levels of coverage reAthens Convention 392/2009 quired by the applicable law, a correspon(31/12/2012) ding premiums and terms are then applied and adapted This convention is not fully implemented yet in Greece and according to the requirements of the law or specific owner. only applies when a Greek flagged vessel trades between The limit of liability for passenger vessels is calculated indiGreece and another Convention member state (for example, Alvidually and therefore dependent on certain conditions. bania, Turkey).

It covers liability of the carrier/ship-owner in respect of pasGreek Law 4256/2014 (from 14/04/2014) sengers, their luggage and their vehicles, as well as mobility This Law is applicable for vessels under 300GT and carries fareequipment, in the event of accidents. paying passengers; Limit will be calculated multiplying the number of Pax the vesCalculation of limit: sel is carrying by 270,000 SDR or approx 300,000 € per passen1. Pollution € 150,000 ger. (note the difference between Presidential Decree passen2. Loss of or Damage to Property following Collision or Damage ger limit and Athens Convention!).

The smaller Greek passenger vessels are coming to a financial other than by Collision € 150,000 shock in two years time as the Athens Convention requires any 3. Injury or Death following Collision or Damage other than vessel carrying in excess of 12 passengers to implement the ConCollision: € 50,000 per passenger (with a minimum liability of vention. Obviously to the above limits we have to add other risks € 500,000) like collision, pollution etc (as per Presidential Decree).

Adding these sections together equates to a minimum total Therefore as it is seen, AIGAION can offer policies with a Limit of Liability of € 800,000 and increases dependent on the number of passengers the vessel is registered to carry. range of limitations which is all dependent on the applicable However this law it was still to be fully implemented by the Convention; liability cover is available up to USD 500,000,000.

Ministry of Marine Mercantile.

With local and London offices, AIGAION is always open and available to help you understand the maze of liability insurance and thus ensuring that you are always fully compliant.

Presidential Decree 06/2012 Our reinsurance is arranged with A-rated companies and The Convention on Limitation of Liability for Maritime Claims Lloyds of London thus giving the ship-owner that extra sense of (LLMC) 1976 (1996 Protocol) resulted in the Presidential Decree security. being enacted into Greek law and applies to all vessels over No other local Greek insurer can offer this range of cover and 300GT trading in Greek waters. combined with our local presence, vast knowledge and experiLimits are specified for two types of claims; claims for loss of ence of this market, makes liability cover with Aigaion Insurance life or personal injury, and property claims (such as damage to as easy as ever. other ships, property or harbour works). This is calculated

OCTOBER 2014 SHIPPING 11

SPECIAL SURVEY

MARINE INSURANCE

Insuring the future in a challenging present

by Elpida Topaloglou, Marine Insurance Broker, Orion Interna onal Brokers & Consultants Ltd.

It is true that shipping has become much regulated and sometimes regulations can create economical and practical challenges to all parties involved.

No doubt, countries’ regulations and guidelines for the protection of the environment are mandatory; no country wants to see its sea polluted, its fishing economy in distress, its touristic attractions paying a heavy cost. However, cases are known when the fear of Port State Control in respect of a possible pollution, and the responsibilities that lay therein, lead to judgments and decisions that can cause loss of human life or property and to the creation of an even greater pollution incident, should the vessel sink. In order for the environment to be truly protected, an environmentally educated and sensitized port staff is needed, able to make well substantiated decisions, based on knowledge, and not plain fear of responsibility. Shipping companies are now implementing environmental procedures, which although costly, support the industry’s willingness to respect the sea.

Moreover, shipowners are obliged and have in place safety measures which are applied day and night during navigating and whilst at Ports. A type of such measures relates to the surge of piracy. On top of underwriters’ requests, shipowners are also implementing various defense strategies so as to secure and protect the lives of their seafarers, the cargo on board and the vessel itself. The employment of armed guards and the BMP4 guidelines have assisted to the reduction of piracy attacks in the Gulf of Aden and in the Indian Ocean. However, it should be realistically recognized that extra costs and headaches related to the logistics around these operations were born, i.e. boarding and disembarkation of the guards and legislation parameters regarding ammunition. There are countries which do not allow this type of transactions and force owners sometimes to even change course. Also extra work load was shifted to the P&I clubs who wanted to vet the contracts with the security companies, so as to ensure owners safety and interests, and, naturally, further delays occurred. Unfortunately piracy is still a problem for the shipping industry as it seems to have recently moved from the Gulf of Aden and the Indian Ocean to West Africa, where types of incidents are sometimes reported to be even more aggressive than in the Gulf of Aden. The insurance industry has been able to support owners in the distressful risk of piracy by 12 SHIPPING OCTOBER 2014

offering custom made products and services that assist owners throughout all stages of such an unfortunate occurrence. In the cases when armed guards are employed, insurance premiums are more competitive, as risk is reduced.

Today, in this extremely difficult freight market, owners are faced with trading restrictions due to political and, recently, due to worldwide epidemic disease regulations. Political sanctions are in place restricting world trade, whereas diseases, like Ebola, prevent shipowners to fix their vessels with cargoes to and from Africa, as crew on board may not agree to perform this type of voyages. The commercial choices owners have today can be much more limited than in the past. This results to economic challenges that influence all shipping sectors, including insurance.

Within this challenging environment, it seems that new markets are emerging, increasing the capacity in the insurance industry and claiming a piece of the pie. Concurrently, old vessels are being sold or scrapped, whilst new vessels attract lower premiums. As long as claims are held to sustainable levels, the market will be able to respond efficiently and effectively. However, should claims increase substantially, some insurance markets may be unable to bear the losses and therefore be forced to withdraw from the industry. As a consequence, the remaining markets might need to increase premiums. We have seen this in the past and history can be repeated. Marine insurance is a very small percentage of the whole insurance industry and therefore it makes it easy for insurance companies to enter the market and exit same when business becomes unprofitable.

Although the marine market at the moment is suffering from low premium income, insurance contracts are not characterized by stringent provisions. On the contrary, a more lenient approach is being adopted as every insurance provider wants to increase their book of business, as well as their insurance income. Often premiums and terms can become stringent on shipowners who have older tonnage, on singletons and doubletons, irrespectively of record. It is true that insurance is an elastic industry influenced by various economic, political and social factors. It is within these parameters that all parties involved need to find a sustainable working formula so as to drive shipping to a future that will allow economic prosperity, respecting human and environmental values.

MARINE INSURANCE

SPECIAL SURVEY

London Club reports posi ve results

by Joanna Pavlidis, Associate Director and General Manager, The London P&I Club

The 2013/2014 financial year was another positive one for the London P&I Club, including growth within its membership, premium income and free reserve levels. As the current policy year moves into the final quarter, we meet with Joanna Pavlidis, Associate Director and General Manager of the Club’s office in Piraeus, to talk about recent developments during the year, as well as some of the issues likely to be faced by the insurance industry going forward.

“This year was very important for the London Club’s Piraeus office as our team was moved to new premises; they are not only spacious and modern but they have also been designed to ensure that there is room for further growth in years to come, which the Club is always looking towards. Importantly, the office has extensive conference facilities which enable the Club to host inhouse loss prevention and other relevant seminars and presentations to the local market, which we feel is important to our Membership and in general to those working in the industry. Our first seminars were well received and we have a schedule of presentations for the coming year, which we hope will be of interest to our Members and other friends. This is all part of our ongoing effort to improve the quality and breadth of the services which we can provide. After all, we have always taken pride in the fact that we work closely with our Members – on avoiding as well as solving or mitigating problems. We are here to give prompt, practical and accurate advice on the various issues that they might face. We have also been delighted to welcome a number of new recruits and to further strengthen our team (both here and in our London office) who bring with them a range of legal and practical skills, with experience from different backgrounds. The London Club has always had a strong service ethos and we strive to ensure that this is maintained and improved.

We believe that our focus on specialised P&I support is reflected in the growth in the size of the Club, which has been increasing in the past years. As we moved into the current P&I year, our mutual business stood at 43.1m gt – an increase of 5%. And we have seen further progress since 20 February especially in the development of our Charterers’ business. Our cover in this area was first made available about six years ago and it is something which has been very well received - and that we are working to continue to expand. Although the bulk of our overall growth comes from the

Club’s main markets – Greece being one of the strongest ones historically – we have been very pleased to have been able to also increase our Membership in other markets, such as Singapore, Turkey and the UK. There have also been positive developments on the financial side of the business with the financial year surplus serving to increase the free reserve to an historic high of USD 160.6 m. Business volume growth, claims experience and investment performance were amongst the drivers behind that result which supplemented the Club’s financial strength.

Looking ahead more generally, there is a wide range of challenges to the shipping and insurance industry, arising from different areas, be it legal, political or regulatory. For example, we will see the imposition of compulsory insurance requirements being placed on the ship owners from the Wreck Removal Convention, which is due to come into force soon; the Club has already made rules changes in anticipation of this and is standing ready to assist Members in that respect. Further changes to the Maritime Labour Convention are also on the horizon in the next few years and seem likely to be receiving attention from P&I Club Boards and Committees before long. Sanctions continue to develop at a fast pace with potentially wide and significant ramifications for Members and their insurance cover. The recent outbreak of the Ebola virus and the guidance that Clubs have given to Members as a result is an example of how unexpected issues can arise, requiring quick but detailed attention too. We aim to provide Members with regular and up to date advice on such matters as part of the Club’s overall offering, as we strive really to be a good, effective, part of their teams.”

OCTOBER 2014 SHIPPING 13

REPORT

ICS urges governments to see sense on the ballast conven on The International Chamber of Shipping (ICS) reiterated its call for governments to address the serious implementation issues concerning the IMO Ballast Water Management (BWM) Convention before it is too late. Speaking at a Ballast Water Management Summit in Singapore, the ICS Vice Chairman, Esben Poulsson, encouraged IMO Member States to make use of the solutions proposed in an industry submission to the Marine Environment Protection Committee (MEPC), which met from 13-17 October.

Mr Poulsson explained that the issues governments need to address include the lack of robustness of the current IMO type-approval process for the expensive new treatment equipment, the criteria to be used for sampling ballast water during Port State Control inspections and the need for 'grandfathering' of already fitted type-approved equipment. Thus far, however, governments have appeared reluctant to act collectively in a decisive manner.

During his keynote speech, Mr Poulsson explained that this reluctance to resolve outstanding problems is causing a great deal of uncertainty: "When the BWM Convention eventually enters into force, the shipping industry will be required to invest billions of dollars to ensure compliance. However, because of the unanswered questions about the Convention's detailed implementation, much of the industry, and society at large, continues to lack confidence that the new treatment equipment will actually work, or that it will be found to comply with the standards that governments have set for killing unwanted marine micro-organisms."

ICS is particularly concerned that port state sanctions could impact unfairly on shipowners who, in good faith, have fitted type-approved equipment only to discover subsequently that it falls short of the required standard.

However, ICS believes that the legal changes needed to make the ballast regime fit for purpose, such as making IMO Guidelines on type-approval mandatory, are relatively straightforward, and could still quickly be agreed, in principle, by governments. In conjunc-

Esben Poulsson

tion with a broad coalition of other industry associations, ICS has therefore made a detailed submission to the next MEPC meeting in October, reiterating the industry's concerns and the proposed way forward.

"The latest industry paper suggests solutions to these complex problems in the form of a draft MEPC Resolution that could be adopted by IMO Member States before the BWM Convention enters into force," Mr Poulsson explained. "There is now a huge amount of lobbying taking place between industry associations and governments, but it remains to be seen if the industry will be successful in making governments see common sense."

As is well known the GSCC fully and actively supports the above position.

When the BWM

Convention eventually enters into force,

the shipping industry will be required to

invest billions of dollars to ensure compliance

14 SHIPPING OCTOBER 2014

REPORT

14th NAVIGATOR 2014 The decision makers Forum For the 14th consequent year, NAVIGATOR SHIPPING CONSULTANTS announces the organization of the 14th Maritime Conference “NAVIGATOR 2014” to be held at the Athenaeum InterContinental Hotel, Athens on Thursday, 20th November 2014. This year the Forum’s main objective is to enhance the relationships between Europe and the Maritime world by having a lively discussion about the European Maritime Policy and the development prospects of Greek Shipping in other European Countries. It is noteworthy that the European Commission decided for the year 2015 the European Maritime Day to be hosted in Greece, in the city of Piraeus. Miltiades Varvitsiotis, Minister of the Hellenic Ministry of Shipping and the Aegean, has been invited to make the opening address of the Conference as he did last year. NAVIGATOR is proud to announce that in this year’s Forum Francois Lafond director of EuropaNova, one of the most important Think-tanks in Europe will be the moderator of the Foreign Ambassadors panel. The Ambassador of Turkey H.E. Kerim Uras, the Ambassador of Netherlands H.E. Jan Versteeg and the Ambassador of Germany H.E. Peter Schoof have already confirmed their participation as speakers in the panel, while the Ambassador of Egypt has been already invited. Also, an invitation has been sent to a representative of the Hellenic Shortsea Shipowners Association and to a European Commission’s representative who will refer to the new EU maritime framework and policy.

Christina Anagnostara CFO of Seanergy Maritime Holdings Corp will be coordinating the Shipping Market issues panel. Jeff Horst, the Commercial Director of Foss Maritime, Joanna Koukouli, Deputy Claims Manager from the Shipowners Claims Bureau (Hellas), Inc. from the American P&I Club and Dimitris Memos, Managing Director of Marine Traffic will participate as speakers in this panel while Michael Lund, Deputy Secretary General of BIMCO will honor us with his presence for one more year. In the Technical issues panel NAVIGATOR is glad to announce that Helena Athoussaki, Chief Strategist of International Maritime Environmental Management will be the panel’s moderator and that Thanasis Sourlagkas, Member of the Steering Committee of HEMEXPO, Director of the Marine Industry Solutions department of RAYCAP SA., Kostas Seretis the General Manager of SRH Marine Hellas, and a representative from MacGregor will be participating in the panel while more speakers are to be confirmed. In addition, NAVIGATOR will present Hydras’ long maritime tradition as it is this year’s Honored Island deeply related to Greek Shipping.

16 SHIPPING OCTOBER 2014

The 14th Maritime Conference “NAVIGATOR 2014” is held Under the Auspices of: •The Hellenic Shortsea Shipowners Association •The Hellenic Ministry Of Shipping and the Aegean •University Of Piraeus, Department Of Maritime Studies •University of the Aegean •The International Propeller Club •Masters' And Mates' Union of Greek Merchant Marine • The Hellenic Shipbrokers Association •WISTA Hellas The 14th Maritime Conference “NAVIGATOR 2014” is supported among others by: •BIMCO (The Baltic and International Maritime Council) •ALBA Graduate Business School Each year NAVIGATOR attracts more than 400 prominent personalities of the Greek and International Shipping Community while it is widely covered in the Greek and International shipping press. Greek Decision Makers and the principals employed in the Shipowning and Shipmanaging Companies are personally invited and are entitled to free entrance in the Forum’s venue.

NAVIGATOR SHIPPING CONSULTANTS is successfully offering its services to all Greek-based Shipping Companies, exclusively representing a Network of the most distinguished Service Providers of the International Maritime Industry, such as Towing Companies, Underwater Hull Cleaning (ALFONS HAKANS) and DA’s processing and auditing Company (DIABOS). In the field of Agency, NAVIGATOR Shipping Consultants Ltd has established a worldwide network of Agents that can serve your vessels’ needs in every port worldwide. Its unique services and remarkable course rank NAVIGATOR SHIPPING CONSULTANTS as one of the Top Representation Houses in Greece.

For additional information, NAVIGATOR Conference confirmation of attendance and Conference Sponsorship Opportunities, please contact NAVIGATOR Shipping Consultants to (+30) 210 6232 872, Danae Bezantakou, Managing Director or Olga Symvoulaki, PIC for NAVIGATOR Conference 2014. Website: http://conference.navigatorltd.gr

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MARITIME EDUCATION AND TRAINING

Improving Mari me Educa on and Training: Public or Private Involvement?

by Professor John Tzoannos, Former Secretary General, Ministry of Shipping and the Aegean

There exists widespead consensus that maritime education and professional training should be continuously upgraded, since it constitutes a vital factor not only from the improvement of the international competitiveness of Greek shipping, but also for the preservation in the medium term of the Greek maritime cluster.

No one can imagine the existence of a Greek maritime sector without the presence of highly qualified Greek seafarers.

On the other hand, strong divisions of opinion continue to exist among the maritime industry stakeholders, not to mention political organisations, as to whether the provision of educational and training services should remain exclusively in the hands of the Greek state, as at present, or whether in parallel private educational establishments will be allowed to be established and operate.

The arguments for, or against the existence of such establishments, which appear in public debate, usually make no distinction between the provision of mainstream education on one hand at present through the Merchant Marine Academies, and professional development and training on the othe, and are also motivated by ideological prejudices rather than a pragmatic approach.

Such an approach would seek to achieve the optimum among the following critical factors from the angles of the Greek maritime and the economy: - Mainstream education is an important public good in the sense that the benefits derived from it are shared not only by the participants, but also by the rest of the society including future employers. Consequently it is an obligation of the state to provide it freely to prospective students. This is not only an obligation under the Greek constitution, but also a means of fighting social inequality. Access should be based on merit and not on the availability of personal financial resources.

- The provision of quality educational and professional training services is a very costly operation, in terms of obtaining and continuously upgrading infrastructures, having quality teaching staff and teaching material and keeping pace with technological developments.

Given the present state of the Greek economy and the

18 SHIPPING OCTOBER 2014

state budget constraints it is not realistic to expect that the full burden of such an upgrading can be fully borne by the Greek taxpayer.

In fact, the logic that the shipowning community should participate in the financing of maritime education, as a beneficiary from this public good, was the basis for the creation years ago of the Maritime Education Fund (KNE).

- In the maritime industry, in particular, special attention has to be given to the obligations of the maritime education institutions to fully comply with the new standards of the revised International STCW Convention (Manila Amendments of 2010) and of the European rules, in particular Directive 2008/ 106/ EC as amended

by Directive 2012/35/EU. These do not only set minimum standards of training of seafarers by educational institutions based in EU member states but also aim at ensuring that seafarers working on EU-flagged ships and holding certificates issued by non-EU countries are properly trained.

MARITIME EDUCATION AND TRAINING Consequently, if the European Maritime Safety Agency (EMSA) comes to the conclusion that the required degree of harmonisation has not been achieved by the Greek maritime schools, there is a very high risk the certicates of Greek seafarers will not be recognised with dire consequences.

- The phenomenon of young people in Greece avoiding selecting a career at sea has been reversed in the recent years. There is indeed a large number of youngsters that recently select the Merchant Marine Academies as a first choice.

This trend helps in itself the improvement in quality standards, especially if it is matched with an upgrading of the infrastructure, course content and teaching methods in the academies.

At the same time it creates extra demand for maritime education which cannot be met by existing capacity in the state system, which in any case is subject to fiscal constraints.

- The current state monopoly in the provision of higher and further education for seafarers in Greece can easily be easily be challenged under EU rules through the establishment of branches of educational institutions based in othe EU states which would provide graduates with their own certificates recognised by EMSA. Taking into account all of the above factors the pragmatic way ahead lies in fostering greater co-operation between the public and private sectors based on the premise that the state through its system of maritime academies and schools, would continue to form the main educational pillar providing free education, complimented by a more active participation of the private sector.

The latter would take various forms: a) Voluntary provision of finance for the upgrading of the infrastructures of the state academies and schools.

Recent examples of such initiatives are the financing by the Union of Greek Shipowners of the improvement of the building facilities at the Maritime Academy of Ydra and the financing by the Eugenides Foundation of the restoration of the Ionian Maritime Academy in Cephalonia. b) Direct investments in setting up schools for further education and professional training of seafarers in Greece offering the relevant certificates.

Such a move would cover the present shortage in the provision of specialist courses, such as for LNG and LPG carriers, and improve the prospects for employment of Greek seafarers through quality services.

Instead of Greek shipowners investing their funds abroad for this purpose they can create local value added and offer employment to Greeks, if allowed to do so in Greece.

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The foundations of the legal framework for private establishments providing maritime further education and training, NEKE, were laid with Law No. 3153/2003 which was later amended with Law No.3540/2006.

However, the necessary implementing presidential decree and ministerial decisions envisaged by the above laws have not been published yet.

The presidential decree would specify the content, and the exercise of the supervision of the private schools for maritime professional training and further education as well as their obligations and administrative sanctions in cases of non compliance with the rules introduced.

A ministerial decision by the Minister of Shipping and the Aegean is to prescribe the certification needed for the establishment and operation of a NEKE the obligations of its director and the control procedures over its files.

In addition, a joint ministerial decision by the Ministers of Shipping and the Aegean, Education and Culture is to determine the conditions and procedures for the establishment and operation of a NEKE. It is clear that the premise of the above institutional arrangements does not extend to the establishment private maritime academies of the same nature and stature as the existing public ones. They are in essence limited to professional training and further education.

The publication of the above legal instruments will also represent a test on whether there is real interest on the part of the private sector to invest in maritime education and training, povided that the conditions attached are not dressed up with unnecessary bureaucratic procedures.

Conditions and supervision procedures should be in accordance with the qualiy requirements of EMSA and applied in a uniform way to all schools, both public and private. c) Utilisation by the state system of maritime academies and schools of the know - how available in Greek shipping companies as well as in international classification societies in the revision of teaching material enrichment of courses to meet the requirements of modern vessels, and d) Finding a long lasting solution to the problem of finding the necessary number of places on board Greek owned ships for the students of maritime academies.

Needless to say that the state side should also intensify its efforts to improve access to resources through the utilisation of dormant EU structural support funds.

Furthermore, it should proceed with the long overdue reforms of educational and administrative procedures within the state system to make more flexible in adjusting to the challenges imposed by the highly competitive international environment.

OCTOBER 2014 SHIPPING 19

SPECIAL SURVEY

MARITIME EDUCATION AND TRAINING

The right training for the right me

by Lambros A. Chahalis, Vice President, Regional Chief Execu ve Hellenic and Black Sea Region

Greece has a long history of providing the world with seafarers, and a long history of providing the world with great thinkers and teachers. Those two things give Greece’s world-beating shipping industry a great platform. But one thing Greek shipowners have learnt is that you don’t succeed in the modern world by looking backwards.

By always being one step ahead of the market, Greek shipowners have come to lead the world. And they plan to continue doing that. Part of being a leader is employing skilled people, at sea and ashore. Those skills need to be continually updated and training has to be relevant. By developing and delivering the right training at the right time Greek owners will ensure their ships and their companies stay safe and profitable.

Within Greece the current changes to the structure of training, and the retreat of the state, give us an opportunity to tune what we do. Bureau Veritas has a lot of skills and expertise and we deliver a lot of tailored courses, mostly for shore staff but also for seafarers. We can work now with a wide range of providers to help sharpen the content and delivery of training right across our industry.

An example of training needed right now is for managers and crews who will have to handle LNG as a ship’s fuel. LNG is coming as a clean fuel and soon first short sea ships then alter others will run on it. But bunkering and handling LNG on board has risks. LNG carriers have a great track record for safety, but that is because the crews of the ships and the managers of the companies are very focused on training and safety.

Our challenge now is to extend that focus to the crews of ferries, tankers and cargo ships which will be burning LNG routinely. They have to learn new risks, new things to be aware of and new procedures. Many of these procedures are not yet documented internationally and there are as yet no international agreed codes to guide owners.

Fortunately Bureau Veritas can help. We have very deep LNG expertise going right back in history to when we classed the first ever LNG carrier. And we have always been at the cutting edge of LNG transportation innovation, helping develop and classing the first LNG RVs and dual fuel LNG carriers. We made the rules for how LNG should be handled as a fuel in ships which previously only burned diesel. We have developed and published Guidelines on LNG Bunkering. BV has now distilled that expertise and those 20 SHIPPING OCTOBER 2014

guidelines into training packages which owners and shore facilities can use to train their sea and shore staff.

The right training at the right time helps to pass on valuable experience.

That is the pathway to sustainable shipping, and that is the direction in which Bureau Veritas is leading owners.

Bureau Veritas in addition to its activities is one of the Greece leading training organisations. It provides training courses in quality, environmental, health and safety, social accountability & information security in the Greek market.

Through “Bureau Veritas Certification” BV has been delivering training courses in Greece since 1990.

BV also offers a large range of auditor development courses, registered by the International Register of Certificated Auditors (IRCA), the world’s largest auditor certification body.

Bureau Veritas Training is using professional & skilful trainers for delivering a variety of “open to public” and “in-house” seminars and workshops.

BV designs & delivers courses & workshops that can be tailored to specific needs & requirements.

In particular Bureau Veritas delivers: •Management System Courses Train people on how to manage in a systematic way business to achieve objectives. A variety of management standards will assist goals whether in quality, environment, food safety, occupational health & safety, information security, social responsibility or CSR. •Marine Courses Train people in highly technical subjects which will assist them to deal with demanding shipping requirements.

•Communication Courses Train people to develop, maintain & communicate with success corporate and product/service objectives in an efficient, contemporary and simple way.

•Personal Development Courses Train people in acquiring professional skills which will generate success in the company.

•Advanced Management Courses These are specially designed courses to add value and efficiency to teams by training them on how to succeed in advanced management techniques.

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MARITIME EDUCATION AND TRAINING

Considera ons for Mari me Training in the Contemporary World

by Christiana Prekezes, Executive Coordinator, HELMEPA

As I go through the evaluation forms that merchant marine officers have anonymously filled out following their participation in HELMEPA’s recent two day seminar, I notice once again their expressed desire for more in-depth knowledge of the issues, increased time dedicated to specific subjects, further exchange of lessons learned and best available practices as well as the appreciation for presenting meaningful, relevant topics.

I see also recurrent themes in their concerns: too much paperwork on board, inadequate waste reception facilities ashore, simultaneous inspections during operations in port, inconsistency on the part of port state authorities’ controls, insufficiently trained personnel onboard resulting in poor communication among the crew.

Having also just returned from attending the 67th session of MEPC at the International Maritime Organization-IMO, I cannot help but think how important seafarers’ training is, as new requirements on ballast water management, energy efficiency, the new Polar Code and amendments to mandatory instruments are added to the already adopted regulations whose entry into effect is imminent.

Shipping may be a capital intensive industry, however, the human factor is the one mainly responsible

22 SHIPPING OCTOBER 2014

for incidents and accidents incurring costs and damage to the reputation of the company and shipping as a whole, not to mention the tragic loss of life, at times.

In this context, we cannot but salute the IMO Council’s recent endorsement of IMO SecretaryGeneral Koji Sekimizu’s proposal to adopt “Maritime education and training” as the World Maritime Day theme for 2015.

Addressing the IMO Council, meeting for its 112th session at IMO Headquarters in London, Mr. Sekimizu said that effective standards of training remained the bedrock of a safe and secure shipping industry, which needs to preserve the quality, practical skills and competence of qualified human resources, in order to ensure its sustainability. “The 1978 STCW Convention and Code, as amended, has set the international benchmark for the training and education of seafarers. While compliance with its standards is essential for serving on board ships, the skills and competence of seafarers, and indeed, the human element ashore, can only be adequately underpinned, updated and maintained through effective maritime education and training,” Mr. Sekimizu said.

Responding to member companies’ educational needs and in cooperation with a specially appointed Training Committee, HELMEPA caters to the refresher training requirements of seagoing personnel and shore-based staff. With a constantly evolving range of subjects, the Association offers annual Refresher Training Programs covering contemporary aspects of the issues of safety, pollution prevention and security to the officers and staff of member managing companies.

Specifically for 2015, HELMEPA, with the input of its Training Committee, has designed a refresher training program focusing on pollution prevention, ma-

MARITIME EDUCATION AND TRAINING rine environmental awareness, safety, navigational procedures and lessons learned and experience sharing. Looking at the new program, one may wonder, why deal with such basic items as are safety of navigation in this day and age. But as data shows, and as a number of industry representatives state, we continue to witness accidents that should never have happened!

Despite, or because of, the increasing sophistication of navigational aids, integrated bridge systems and other equipment onboard, accidents and especially groundings, still occur; reminders to all of us that risks still exist. This is a fact recognized and indeed projected by P&I Clubs and other maritime entities as, in many cases, there is a stark contrast between the apparent simplicity of the cause of the incident, which could well be avoided, and the severity of the consequences. Thus, subjects as ECDIS awareness, voyage planning and weather routing, navigating in areas of dense and controlled traffic and reporting systems and ice navigation were all deemed extremely important issues to be presented and discussed at HELMEPA’s 2015 seminars.

An undeniable fact is that, as more sophisticated technology becomes the norm onboard, properly trained and well skilled personnel are of utmost importance. Officers responsible for the handling of new technologies are expected to have a high level of knowledge, aptitude, understanding, attitude and behavior so that he or she can adequately carry out the required tasks.

The seafarers not only deserve a high level of education, but they expect to get the best out of their training time, and very rightly so, as this is very valuable time out of what limited time ashore they have before their next assignment at sea. So it is with the utmost respect to the individual officer that the seminars are executed and the timetable arranged.

Lecturers at HELMEPA’s seminars are subject-matter experts ensuring that the information they provide is combined with first hand experience gained in the field. They come from member companies, Classification Societies, the Ministry of Aegean and Maritime Affairs and the National Technical University of Athens. Support tools such as notes, CDs and audiovisual material, are also designed and made available so as to enhance the learning experience.

While certain methods and techniques have advanced with the times, the feedback we get in HELMEPA is that the opportunity to interact with an experienced trainer/Lecturer and their colleagues in the classroom is indispensable. A face-to-face teaching/learning method is deemed helpful for their in depth understanding of a topic and solving all possible questions and shedding light on “grey” areas of concern. Going with the times however, the Association is now offering e-learning, an option

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especially attractive to foreign crews as it is in English and soon will be available in other languages.

One key assignment of HELMEPA from the very beginning was and still is to implement “a concerted voluntary effort to educate and inform all sectors of the shipping industry, from shipowner to seafarer”.

Regarding the professional mariners, our experience in HELMEPA shows that keeping them up-to-date and abreast of developments is vital and highly appreciated.

We don’t know what the future will bring, but one thing is certain; the human element will remain the most valuable asset. Human experience and expertise are irreplaceable, especially in a world dominated by technology.

Recently working closely with the Nautical Institute, through a Memorandum of Cooperation, HELMEPA also helped bring the issue of “Mentoring” onboard ships to the fore. That is, sharing knowledge gained from experience between a senior and a junior officer onboard. Mentoring works both ways.

Junior officers often have a far better understanding of modern navigational equipment than their superiors, for example. But an experienced navigator has also a duty to pass on what he knows to those following. In this way, he can complement the basic knowledge of the junior crew member benefiting later on by the assistance of and trust he can place on the younger personnel.

HELMEPA has consistently demonstrated, during its 32 year operation, a proactive approach to upgrading safety and enhancing pollution prevention through its continuing refresher training initiatives.

I strongly believe that this should be encouraged and, indeed, embraced by the maritime community in Piraeus as well-trained maritime professionals provide an increased assurance for successful performance of tasks onboard and ashore.

Let’s not forget that our future is determined by our present decisions and actions. And this is indeed true both on a company and on an individual level. Building a proficient workforce is an investment for any company. Continuous Professional Development (CPD) is essential to improving personal awareness, developing talents and potential and enhancing employment opportunities.

I think it is only fitting to conclude by sharing with the readers the dilemma a company allegedly faces as depicted in a caricature, mentioned in an issue of the Nautical Institute’s magazine. The question which the company HR and the top brass are contemplating is “What if we train people and they leave? On the other hand, what if we don’t train them and they stay?!!”

I sincerely hope that seriously performing, well organized, modern companies have only one answer to the above.

OCTOBER 2014 SHIPPING 23

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MARITIME EDUCATION AND TRAINING

Lifelong learning

by Andreas Papalimneos, Manager, Piraeus Training Centre, RINA

The Greek government has proposed opening up seafarer training.

What is good about this, and welcomed by everyone in shipping, is not the specific proposals. It is the simple fact that the authorities are thinking about education and training, because these are the keys to the future of our shipping industry.

Greece is a wonderful shipping country, well served by shipping professionals of every conceivable type.

We became the world powerhouse of shipping because we know how to run ships. We know how to build, trade, navigate and maintain them.

And we have to keep that know how alive to stay ahead. Lifelong learning is the fuel that will keep the afterburners of Greek shipping firing.

Greek shipowners want welltrained seafarers on their ships. Well trained is the key thing, not just from Greece but from anywhere. They operate internationally, and they want international crews. But as part of that mix they are committed to, and really want to maintain, on a professional and personal level, a good proportion of Greek seafarers. Why? Because they feel their crews are family. Because they want to share a culture and a language and a sense of belonging with the people who are running their expensive assets. And because they want the next generation of managers who will sustain their companies to be Greek and to know what ships are about.

A more flexible environment for maritime training will help that aim. More and different maritime schools and training centres will spur on training at all levels. Not just for new entrants. Not just for officers progressing through the ranks. But also for experienced staff who need to constantly train to stay abreast of change.

A more flexible marine training environment will allow marine training establishments to work more with class and other bodies. We at RINA have our own Academy, and we have a lot of expertise we are ready to share. We welcome any opening up and reconfiguration of marine training which will give more people more access to our training courses and our expertise.

We should not be dictating at this stage what maritime

24 SHIPPING OCTOBER 2014

training in Greece should look like.

Greece became the world’s leading ship owning nation because we freed up Greek entrepreneurs to make the most of their knowledge of shipping and their native talents. They took that opportunity and now Greece leads the world.

Let’s apply that spirit to lifelong learning in shipping. Let’s make shipping a career to aspire to. Let’s give every Greek child pride in shipping, and multiple routes into what is our great global defining industry. Shipping is what we do best, it’s our unique point of global leadership, so we should be building pride in our shipping fleets and putting down ladders for people to climb up into shipping.

There are many routes a seafarer can take, and many different jobs on board ships. There are even more routes into the industry open outside of the ships themselves, especially to those who have real experience on ships and then want to come ashore but to stay in shipping.

We should be doing more to make these routes easier to find and follow.

Let’s get to a time where every Greek family is encouraging their sons and daughters to become sailors, or naval architects, or marine engineers, or captains, or class surveyors, why not, or cruise ship hotel managers, or ship brokers or shipping lawyers or ship financiers.

RINA has built itself as a global and successful classification society and now engineering consulting and TIC group by practicing what it preaches. We deliver lifelong learning to our staff. We constantly invest in training and education for our people, so they can put that training at the service of our clients.

We have built an Academy and a portfolio of courses and flexible training means to deliver the expertise of our staff in the way shipping needs it. We are passionate about training and we welcome more openness and flexibility in training.

Investing time and money in delivering lifelong learning is a sign of confidence in the future. And it is the only way of ensuring that the future is what you want it to be. At RINA we look forward to a renaissance in Greek maritime training and we look forward to playing our part in that.

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World Maritime Day theme 2015 The way forward by dr. Marina Papaioannou, Coordinator, DNV GL Academy Hellas

Addressing the IMO Council, meeting for its 112th session at IMO Headquarters in London, the Secretary General, Koji Sekimizu said that effective standards of training remained the bedrock of a safe and secure shipping industry, which needs to preserve the quality, practical skills and competence of qualified human resources, in order to ensure its sustainability.

"The 1978 STCW Convention and Code, as amended, has set the international benchmark for the training and education of seafarers. While compliance with its standards is essential for serving on board ships, the skills and competence of seafarers, and indeed, the human element ashore, can only be adequately underpinned, updated and maintained through effective maritime education and training," Mr. Sekimizu said.

We, in DNV GL Maritime Academy Hellas, are only glad to see that IMO focuses its attention on the wider spectrum of maritime education and training, in particular its adequacy and quality.

With the trend of accidents still on the rise and human element still responsible for the majority of accidents and incidents on board ships, it is only sensible and good practice for the maritime industry to focus on the training of its personnel so as to ensure quality and competence.

In order though, for the training providers to be highly effective in offering their services, it is impertinent for the industry to provide the necessary feedback. And by that we only mean what ISM has been trying to build throughout the years of its implementation – REPORTING. Reporting of incidents and near misses through a NO blame or JUST culture will provide the necessary input of what is needed and what goes wrong in our daily operations. It is this reporting and it’s thorough investigation that will give the necessary tool to develop customized/focus training programs, issue recommendations and amend procedures.

One of the trends in maritime training nowadays is exactly

26 SHIPPING OCTOBER 2014

this: to be more structured and specific in order to be able to accommodate the needs of the trainees/ companies. This has a lot of advantages as people can be trained on their specific job and work environment using their equipment.

On the other hand the use of technology rapidly evolving is another parameter affecting maritime training. Seafarers can use their free time onboard to take e-learning courses or other onboard training using many web applications. There are a number of maritime groups exchanging maritime knowledge, views and ideas on the web (MET Network, Maritime Wiki, and the International Maritime Mentoring Community etc).

Of course, one should be careful on the balanced use of computer-based training as, for one, it cannot substitute on the job or classroom training. On the other hand, its extensive use hides the risk of making people unable to develop their imagination, makes them impatient and passive.

Furthermore, and according to the STCW Manila amendments, soft skills are currently getting into the training agenda of shipping companies. With crew nationalities varying a lot within one ship’s crew, communication skills become ever more important in order to handle this new challenge. Different languages, religions, customs, dietary habits and even moral principles need to be recognized and addressed in order for safety to prevail onboard. Teamwork, both on deck and engine room as well as leadership qualities, mainly those of the Captain, also contribute to the smooth safe operation of the vessel. And it is now accepted that these skills can be enhanced or even acquired through teaching.

At the end of the day, training remains the most important way of providing competent and vigilant seafarers, regardless of current trends and parameters which will only configure and dictate the issues the industry focuses upon each time.

“We always learn, because life always has something to teach”.

MARITIME EDUCATION AND TRAINING

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Let’s hear it for private mari me colleges

by Ioanna Topaloglou, A.C.I.I., Orion Interna onal Brokers & Consultants Ltd.

We all say that one of the strongest assets of Greece is shipping. And yet we have very limited shipbuilding activity, limited number of Greek crews on board our vessels and our flag is no longer the first in the European community. It did not come as a surprise that after a long period of inaction, the Greek political system is mobilized by going one step further by planning to vote for the private maritime education. It is time for the Greek government and the Greek politicians in general, to think rationally and assist in the formation of laws that will give the Greek shipping community the well trained crew and workmanship that is required so as to match both the present and potential needs of this dynamic industry.

The perception that private maritime education cannot do the job up to the required standards belongs to the past. Private academies or colleges, with Greek and foreign lecturers from all the fields of shipping, can give the students both theoretical and practical knowledge. The aim is to assist the new generation that wants to go to sea by developing focused, well structured, independent programs that may give an enhanced value to the future of the industry, benefiting the Greek economy as a whole.

Ships today have become more sophisticated and

Furthermore, the creation of private academies will encourage the state academies to also upgrade their status and thus, a healthy competition will be created for the benefit of the shipowners, the students and the Greek economy in general

automated. Therefore, Greek owners need well trained Greek crew on board that can service a sophisticated new shipping era. Although times are extremely difficult for the shipping industry, Greek shipowners often realize that lower paid foreign crew is not always to their advantage. It is true that during the recent past, very few Greeks wanted to go to sea, due to economic prosperity and family influences that promoted a life ashore. These factors along with insufficient training, Greek flag regulations, high NAT contributions, high salaries, union interventions, when compared to other international crew profiles, made shipowners reluctant to employ Greek seafarers.

Today the economic environment has changed; people are again turning to the sea for a professional career. Factors contributing to this shift are: - Economic challenges ashore.

- High tech and automated vessels that are designed to make daily operation smoother.

- Labor Maritime Convention rules and regulations, positive for the crew.

- Easy communication with the homeland.

- Period on board limited to six to eight months.

OCTOBER 2014 SHIPPING 27

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MARITIME EDUCATION AND TRAINING

- Competitive remuneration.

Therefore, the young generation is again thinking seriously of going back to sea.

In this respect, new potential seafarers may very well consider of paying tuition fees to a private college that can offer education of high quality standards. Furthermore, the prospects of a successful performance at sea can later lead to a continuation of a professional career ashore, as superintendent engineers or captains in a shipowner’s office.

Good training, knowledge, excellent performance at sea, experience, speaking the same native language with the owner can all be factors that may contribute to same. Often shipowners are discussing the difficulties they face in finding Greek superintendents for their offices, and the aforementioned potential qualities of modern Greek seafarers may offer a long waited solution.

In all situations you need two to tango. Here maybe you need four; 1. The State. The State needs to reconsider and improve the structure of public education, encourage the creation of private educational academies, consider the change of Greek flag rules regarding crew nationalities, and reassess the philosophy of crew remuneration and NAT contributions. A collaboration between the state and the unions needs to be fostered so as to mutually agree on a level of salaries that may render Greek crews competitive to other nationalities.

2. Private Academies. Private academies will need to demonstrate that they can offer top quality theoretical and practical knowledge to future seafarers. To achieve same, these institutions need to be in close contact with the shipping companies, the authorities and the international shipping community, thus always being one step ahead of market conditions and demands. These academies need to be staffed with professionals who, apart from the shipping knowledge, will be able to teach work ethics and professional conduct on board, enhance communication skills and respect of cultural differences.

3. Shipowners. Greek shipowners should press the government for high quality maritime education.

Within this scope, owners should also support the creation of private maritime academies. This support can be fostered by an active collaboration in

manning matters. Asking academies to recommend top graduates for immediate employment and creating professional forums where shipping companies can meet new, ambitious seafarers can help to the development of a healthy shipping environment. Furthermore, the creation of private academies will encourage the state academies to also upgrade their status and thus, a healthy competition will be created for the benefit of the shipowners, the students and the Greek economy in general. Greek shipowners can further consider how they can actively support these institutions.

4. Greek Crew. Greek graduates need to approach their careers with professionalism, appreciating that their performance is mirrored to the company’s progress and success and, therefore, directly linked to their own professional development and prosperity. Greek crew graduating from the academies should sign on the Greek vessels with an aim to work hard and offer high quality services, proving that they are reliable, do not have unreasonable demands and will stand by the shipowner in difficult times. This may lead Greek companies to choose Greek crew, and offer additional jobs to Greek nationals.

Education never stops, but is an on going process for all professions. The shipping industry is going through many changes. In this respect, the private academies need to be able to provide the seafarer with all the necessary training seminars required.

The certificates of further education or special trainings are hereby recommended to be directly issued by educational authorities, may these be public or private, so as to ensure validity and transparency. It should be noted that today there are only a few known and recognized private training centers which do provide seafarers with further knowledge and certification.

My personal belief is that well educated and properly trained Greek seafarers can be the best. They have the tradition, the talent and the intelligence to promote the leading position of the Greek shipping industry. But they must never forget what Aristotle said; you must have three virtues in all aspects of your life, that is, Ethos, Pathos and Logos. Should these virtues exist and exercised, everybody will benefit from a win-win business relationship.

The certificates of further education or special trainings are hereby recommended

to be directly issued

by educational authorities, may these be public

or private, so as to ensure validity and transparency

28 SHIPPING OCTOBER 2014

12A, Irodou Attikou str., Marousi GR 151 24 Athens Greece Tel: +30-210-809 3100, Fax: +30-210-809 3111 E-mail: avin@avin.gr, URL: www.avin.gr

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Con nuous Professional Development: The best tool to face changes ahead

by Natalia Margioli, FICS, Managing Director, Hellenic Managing Centre / ICS Greek Branch

Shipping is traditionally considered a demand derived from the need for the goods and commodities ships carry worldwide. In today’s commercial reality the shipping industry, is a key element in the global supply chain. As a result, a well-qualified, trained and adequate manpower-base must be ensured to perform its important mission for world trade and globalization.

The Hellenic Management Centre is one of the largest maritime training and consulting centers in Greece.

Founded in 1999, HMC Maritime Programmes addressed to major companies and highly trained shipping professionals, designed to upgrade their theoretical and practical grounding.

Having the belief that people represent the most valuable asset in any industry, we support shipping executives through education and training to excel in their respective fields and achieve high professional standards.

A professional’s success does not depend only on hard work and experience but also on the ability to update his skills and knowledge. In the current economic circumstances professionals must plan ahead and “retool” themselves to prepare for the inevitable changes in employment conditions. The only constant is change and because of technological advancement, economic disturbances and prolonged depression, one’s job security depends on being flexible, adaptable and willing to acquire new skills.

At the same time networking should not be underestimated, as most job openings in shipping are filled through personal referrals and direct contact with employers. So, in 2005, we opted to represent the Institute of Chartered Shipbrokers in Greece, the only internationally recognized professional body for shipping professionals, founded in 1911 and based in London, operating under two Royal Charters, having today 26 branches worldwide.

Training is a lifelong process one must undertake to keep up with the educational needs of the industry. To that effect, the ICS Professional Maritime Programme, which ultimately leads to ICS Membership, offers a powerful blend of operational, manage-

30 SHIPPING OCTOBER 2014

rial and strategic skills in the fields of shipbroking and chartering, ship operation and management, maritime economics and shipping law.

One of the ICS’s guiding principles is to make education as accessible as possible to professionals seeking knowledge as a basis for improved career development, by providing a planned systematic development of the aptitude, knowledge, understanding, skill, attitude and behaviour pattern, required in shipping.

Every year more records are broken.

In 2014 more students than ever registered to sit their Professional Qualifying Examinations. The ICS Greek Branch is especially proud to be the largest exam centre in the world, with the most students participating in the examinations, knocking off London off its usual top spot, becoming a synonym for high level education and training in shipping business.

In the constantly evolving global maritime industry, a professional’s education must be constantly upgraded with the newest financial practices, the legal framework, changing economic fundamentals, as well as technological advances and developments, in order to keep up with ever shifting market movements.

In our effort to provide continuous professional development to shipping professionals in Greece, apart from offering the prestigious ICS Professional Maritime Programme, the Hellenic Management Centre in co-operation with The Queen Mary University of London, is proud to provide an LLM in International Shipping Law, focused on International Commercial law, International Law of the Sea, Marine Insurance Law and International Shipping. The relevant modules will be taught in Greece by the highly esteemed professors of The Queen Mary University of London and will provide candidates with the knowledge to necessary to handle the numerous contracts of complex shipping transactions, over national boundaries and resolve practical problems that arise in the international commercial arena.

Education and training is the only way to better qualified and educated professionals that are better trained to make better decisions for themselves, their companies and the industry.

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Owners do back the idea of private colleges The rumour that shipowners are stalling the development of private maritime colleges in order to retain low-paid foreign crews is a myth, says Dionyssis Christodoulopoulos, managing director of MAN Diesel and Turbo Hellas Ltd. The private colleges could prove a shot in the arm for the state sector, which is showing signs of falling quality, as well as boosting competent manpower. “Everything is to do people,” he says, answering to the below questionnaire.

The minister for mercantile marine has announced through our magazine, that the provision regarding private maritime education will be completed and voted on in October. Do you think that this will take place and put an end to the state monopoly?

First of all, I will not agree to the term state’s monopoly since in most of its interpretations it has a negative meaning. For decades the dedicated marine schools have supported the shipping industry with first class employees and seafarers. However throughout the last few years the majority of the state’s owned educational institutions have a devalued quality. The establishment of private educational centres certainly will have a very positive impact to the development of a new generation of employees that will strengthen the most dynamic activity of the Greek economy. This will also challenge the public institutions. An example to this, is the evolution and the establishment of many private colleges for postgraduate studies , which contributing to this emerging rival automatically challenge the state’s universities to strengthen their own quality.

The Union of Greek Ship-owners is usually in favour (in theory) of the operation of private maritime schools, but in practice it has not exercised the pressure it should have. Do you believe that Greek ship owners want well-trained Greeks on their ships or do they prefer to make do with lower paid foreigners?

Definitely one of the success factors of the Shipping Industry is its manpower. Acting in a global environment, they have to compete with shipping companies amongst the globe. So it is obvious that without well trained employees (onshore and offshore) they will not achieve sustainable growth and continuality of their activities. Do not forget that historically wise Greek Shipping evolved due to its people and not because of its superior technological innovations.

I will also have to disagree with you that the ship-owners support maritime schools only in theory. Having discussed with many managers from shipping companies throughout the years, and getting feedback on a very frequent basis, I personally conclude that they fully support the establishment and the operation 32 SHIPPING OCTOBER 2014

of modern educational centres. This is due to the recognition and the experience which has shown them that without qualified personnel you cannot optimize your operation and therefore neither your numerical KPIs. Do you think that when private maritime schools begin operating, we will see a revival of the Greek preference for maritime professions, something which had languished in recent years?

I briefly answered this question earlier, but let me further justify. In the United Kingdom, there are three to four very well reputed universities related to shipping. In almost every shipping company, you will find at least one employee that has graduated from one of these schools. On the other side, if I am not mistaken, Greece has a number of maritime schools (engineers and officers) and additional universities (naval engineers, maritime business studies, etc.). From the above it is easy to conclude that the supply is much higher than the demand. The target for the educational sector is for it to be structured and developed in such a way, that Shipping Companies will prefer to employ graduates from the above mentioned Hellenic schools than to seek for employees coming from abroad.

Did the state monopoly on education, imposed by the Papandreou government after 1981, benefit or disadvantage the Greek merchant marine sector?

As far as you know as a manager in a Multinational Corporation, I am obliged not to make statements about political decisions. Moreover you can more or less extract your conclusions by the answers given before.

Do you think that the private maritime schools that will be operating should be a kind of “KESEN” (Seafarers Further Education and Training Centre) or provide a full range of studies?

KESEN was most probably one of the most qualified competence centres of the marine sector some time ago. Since this period many aspects have changed and so I could only support that it has not necessary got to do with the expansion of the range of its activities, but with the deeper setup of the specific centre. So a clear statement is that certainly KESEN has to adjust its structure and syllabus to the current needs and expectations, otherwise it will be a certification centre that somebody has to attend without taking away valuable and useful experience that could be considered an asset in the future and specifically in the market.

For the moment please allow me to make a general comment.

I am very convinced in the early years of my professional life, that everything has to do with the people. Without the right personnel you have reduced chances to build up a prosperous roadmap for the institutions and the environment. Throughout the last few years, MAN is trying to introduce the latest training methods in the global market through the existing training centres network (PrimeServ Academies), and we do not stop only at this point. In the forthcoming months and with correspondence to our Corporate Social Responsibility, we will execute an extended campaign to Hellenic public technological institutions to provide hints to future employees on how they can train themselves in a more efficient and sustainable way. We are here and we really want to enhance our visible presence in this market.

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Dr. D. Foundoukakos: Greek Shipping needs well educated officers “Education is a dynamic sector of the global economy, but in Greece the state’s protectionism in education formed a monopoly”, says dr. Drakoulis Fountoukakos, founder of the IST College - SBIE and former president of A.C.C. According to dr. Foundoukakos, “Historically, when the Greek commercial shipping industry was at its peak and ranked at the first position worldwide, the significant majority of crew members were Greek citizens, well educated, both by private and public sectors institutions”.

The following interview of dr. Foundoukakos to “SHIPPING International” gives a well respected point of view, based on a long and valuable experience.

overcome the obstacles of the past? If yes, then we can expect positive results.

The question is if when the Minister speaks about private education, does he believe that the main force of a ship is not only its engine but also the efficient management of its offshore?

Therefore, what is expected is not only the maritime education which refers to specializations on the ship, but also the maritime training related to the specializations of the offshore shipping office in their full utilization.

The Union of Greek Shipowners is usually in favour (in theory) of the operation of private maritime schools, but in practice it has not exercised the presThe minister for mercantile marine has ansure it should have. Do you believe that nounced through our magazine, that the proGreek ship owners want well-trained vision regarding private maritime education will be completed Greeks on their ships or do they prefer to make do with lower and voted on in October. Do you think that this will take place paid foreigners? and put an end to the state monopoly?

It is certain that international competition leads to cost reEducation is a large and very dynamic sector of the global strictions. There cannot be a comparison in expenditures of a economy. Unfortunately, in Greece the state’s protectionism in ship when it is staffed by Asians or crew members from the foreducation formed a monopoly. So, if the Government proceeds mer eastern European countries, where salaries are very low to with private maritime education it really depends on how the one that is staffed with Greek crew members. minister will treat the private sector giving the same opportuBoth the Government and the shipowners have to consider nities and a common framework. that with the current implemented policy, you loose the meanSubstantially, if the Minister of Merchant Marine aims to set ing of "owner shipowner (καραβοκύρης)" and the emphasis is equal educational conditions for the public and the private secgiven to financial performance and on the New York Stock Extor, to recognize same professional rights for graduate of both change or large European Stock Exchange centers. the public and private educational institutions and to create The conditions have changed and if we actually want Greek shipping industry to keep its leading position, we should educate healthy competition between the public and private educational sector, only then we will have positive results. accordingly the people who will be employed on these ships. I Historically, when the Greek commercial shipping industry believe that the Greek shipowners, who are emotionally tied to was at its peak and ranked at the first position worldwide, the Greek sailors, would prefer to employ Greeks as their crew, and significant majority of crew members were Greek citizens, well their offices. I think that international competition causes them educated, both by private and pubto staff their ships and offices with lic sectors institutions. During the foreign employees. It is a problem “I am referring to 70s and 80s private education that must be solved with the direct played a leading role in all areas and collaboration between the Ministry establishing our country Piraeus was considered not only the of Mercantile Marine, the shipownlargest Greek port but also one of and the employees. There must Greece as an educational hub, ers be a balance that will cater to interthe largest ports in the Mediterranean. The infrastructure at the national competition, people worka cultural, intellectual port for maritime training is linked ing in the sea and offshore of sea to its DNA for centuries. and the unimpeded long timescale and academic center” Will the Minister today be able to set by Greek shipping.

34 SHIPPING OCTOBER 2014

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Do you think that when private maritime schools begin operating, we will see a revival of the Greek preference for maritime professions, something which had languished in recent years?

Private maritime schools will undoubtedly contribute to the excellent training in the revival of preference for maritime professions. It is unacceptable for a country with centuries of history in shipping not to contribute towards this direction.

Did the state monopoly on education, imposed by the Papandreou government after 1981, benefit or disadvantage the Greek merchant marine sector?

I have already answered this question, but what I cannot understand is how in the era of the 80s we demolished the education system, eliminating the excellence in education, without analyzing the place, the time and the conditions of our national entity. Of course following and contributing to the development of international policies, even now when we are an integral member of the European Union.

I consider that the 80s period has negatively contributed to staffing the maritime sector, whether it relates to overland or to maritime operations.

Historically, this period signaled public monopolies which their effects are collected in a completely negative manner in the current era. Which public company has contributed to society and economy, taking into consideration the major factor of our national economy and the well being of its citizens? It is difficult for someone to count using their fingers of one hand which identify

the public companies which have contributed to the social development and prosperity for our country.

Do you think that the private maritime schools that will be operating should be a kind of “KESEN” (Seafarers Further Education and Training Centre) or provide a full range of studies?

I believe that the structure of future maritime schools should cover a full range of study, and I have already referred to this by analyzing the demands and by following the needs of a modern international business.

Is it possible for our country to have the largest commercial fleet and at the same time not being able to function as an economic and educational center in one of the world's first harbors such as Piraeus? I am referring to establishing our country Greece as an educational hub, a cultural, intellectual and academic center.

Let us clear up the strategy, the policy and the sectors which as a country have to develop and which will contribute both to our economy as well as the welfare of our citizens.

Greece is entitled -and I am not standing in the past glories- is obliged to develop its culture, its principles and its values which only a well-structured educational system can deliver. We have been discussing for the last thirty years the link between education and production, harmonizing the educational institutions, contributing to manufacturing and economic strengthening the research as well as innovation. Both forces will contribute decisively to become intellectually and economically competitive in regard to the international community.

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• Inspectors worldwide

• Rapid response to technical, legal, seafarer and registry queries

• Yachts certified to LY2 or similar codes are accepted

• User-friendly online seafarers documentation • Annual fee based on net tonnage

• Active Shipowners Association

• Bareboat/Dual Registration • Ships under construction may be registered

PIRAEUS (GREECE) 10 Antoniou Ampatielou Street, NASSAU 185 36 Piraeus, Greece Tel: + (30) 210 429 3802-4 or + (30) 211 198 3175 E-mail: greece@bahamasmaritime.com

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Private colleges will ease unemployment The establishment of private maritime colleges could do a great deal to tackle Greece’s huge unemployment among young people, says Nikos Goussopoulos, a business development executive of New York College in Athens, answering to our below questionnaire. At best, he thinks, they will supplement rather than supplant the established state schools, along with the training programmes run by some major shipping companies.

The minister for mercantile marine has announced through our magazine, that the provision regarding private maritime education will be completed and voted on in October. Do you think that this will take place and put an end to the state monopoly?

Despite the problems, associated with a number of issues, public academies [AEN] are the core of nautical education in Greece and private sector will play only a supplementary role by offering vacancies to those not being able to register in public AEN, due to the limited number of offered places [only 1200].

The Union of Greek Shipowners is usually in favour (in theory) of the operation of private maritime schools, but in practice it has not exercised the pressure it should have.

Do you believe that Greek ship owners want well-trained Greeks on their ships or do they prefer to make do with lower paid foreigners?

Well educated and trained Greek officers offer clear advantages vs foreign ones, the major of which are: • Better language communications • Increased skills • Feeling that they are members of the same family • Increased loyalty • Incentives for personal professional development [i.e managerial position in company’s office as the next step of their shipping career] Do you think that when private maritime schools begin operating, we will see a revival of the Greek preference for maritime professions, something which had languished in recent years?

Due to Greek Economic crisis, which will not come to an end over the next 3 or 5 years, the increased interest, [sta-

tistically evidenced], will continue as long as this economic crisis lasts.

Therefore, private sector will play an important role by offering opportunities for education and consequently shipping career, to this continuously increased number of candidates and thus, resulting in major contribution of reduction of unemployment, the rate of which for young people between 18-24 years of age, still remains at the very high level of 60%.

Did the state monopoly on education, imposed by the Papandreou government after 1981, benefit or disadvantage the Greek merchant marine sector?

Overall, the various policies imposed by the Papandreou’s governments after 1981, pushed ships to a massive exodus from the Greek flag.

I wish to remind you, that prior to October 1981 the total Greek owned fleet was amounting to 4,000 ships of which 3,500 flying the Greek flag and offering jobs to 50,00060,000 seafarers and NAT had a surplus of 500 million drachmas in US dollars!!!

If you make the relevant comparison with current situation, in terms of numbers of ships flying the Greek flag and the poor number of 10,000-15,000 of Greek seafarers, you will easily realize the extremely destructive results of these policies.

Do you think that the private maritime schools that will be operating should be a kind of “KESEN” (Seafarers Further Education and Training Centre) or provide a full range of studies?

Both Laws 3153/2003 and 3450/2006 clearly state conditions for the establishment of both private AEN and private KESEN. As for the latter, I wish to remind you that at least 6 independent private KESEN operate since mid 90’s in Piraeus only.

Additionally, major shipping companies like Costamare and TEN have established, in their own premises, state of the art private training centers to cover their increased local needs, with more major shipping companies to follow very soon.

All these, have been recognized by European flags like Malta and Cyprus and accredited by major classification societies like LR, GL, etc, but not yet recognized by the Greek flag!!!

It seems that in the eyes and mind of the minister of mercantile marine, greek flag is not a european one!!!

OCTOBER 2014 SHIPPING 37

FORUM

Maria Tsakos Founda on Forum:

Shipping in the 21st CenturyPreparing the Industry for the Future “Shipping in the 21st Century– Preparing the Industry for the Future” forum, organized by the “Maria Tsakos” Foundation–International Center of Maritime Research and Tradition, in association with Capital Link.

The Forum was held on 8 October 2014 at the Eugenides Foundation in Athens and was attended by more than 850 participants in addition to a live streaming audience of over 600 people.

Efthimios Mitropoulos, Chairman of the “Maria Tsakos” Foundation, referred to the aims of the Forum explaining that it had been conceived as a one-day meeting to provide an opportunity, to shipping experts from around the world, to examine, analyze and debate the state of the shipping industry, as it stands today and may transform in the foreseeable future amidst the fast economic, financial, geopolitical, technological and environmental developments experienced on an almost daily basis.

Nicolas Bornozis, President of Capital Link, Inc. mentioned that the global shipping industry is currently in a stage of transformation reflecting geopolitical risks, advances in technology, environmental concerns, availability of well-trained seafarers, challenges to maritime safety and security and the evolution of new trade routes.

The morning session was chaired

by Pascal Lamy, Former Executive Director of the World Trade Organization and Former Trade Commissioner.

The afternoon session was chaired by Efthimios E. Mitropoulos.

38 SHIPPING OCTOBER 2014

Miltiadis Varvitsiotis, Minister of Shipping, Maritime Affairs and the Aegean stated “As the Ministry of Shipping, the Maritime Affairs and the Aegean, we aim to strengthen the National Greek Registry that currently is not a ‘flag of convenience’. In every opportunity and in every way we seek to attract more vessels under the Greek flag. This is our goal, as we possess the capital of the vast experience accumulated in our Captain Panagiotis N. Tsakos, Founder, "Maria Tsakos" Foundation country from the Greek shipping's Olga Bornozi, Vice President, Capital Link everlasting success. This is our goal, as we offer high quality services to shipping eliminating the bureaucratic obstacles and as we participate in all the international Organizations having representatives all over the world. Mainly this is our goal as the central element of our policy is to guarantee the competitiveness of Greek Shipping and of the Greek Seaman.

For us Shipping has a fundamental role and the necessary dynamics to progress even more in Pascal Lamy, former Director-General, World Trade Organization, Nicolas Bornozis, President, Capital Link, Inc., Miltiadis Varvitsiotis, the future to formulate the new "National Development Model" of Minister of Shipping, Maritime Affairs and the Aegean and Olga Bornozi our country”.

Nikos Dendias, Minister of Development and Competitiveness, stated: “The Greek economy is beginning to show very encouraging signs of rebalancing and recovery, due to the sacrifices of the Greek people. The Greek Government is fully engaged in accomplishing all the remaining structural reforms and fiscal adjustments. Greece is successfully transforming itself from a closed economy based on consumption to an open economy, based on exports and foreign inNikos Dendias, Minister of Development and Competitiveness vestment. New laws and regulaEfthimios E. Mitropoulos, Chairman of the Board, "Maria Tsakos" tions are in the pipeline in order to Foundation

FORUM further cut down the red tape and ping. We are so interdependent, so further speed up investment inextricably linked the world over, processes. The Ministry for Develthat we need shipping to transport opment and Competitiveness is curgoods to markets and to people like rently implementing a new develnever before and what is more, to opment model aiming to transform continue to do it as efficiently and Greece into a modern, business cost-effectively as possible. This task friendly and fiscally predictable ecoshipping undertakes gladly, but nomic environment. We process politicians never give it credit for the and we will very soon deploy an efficiency with which it operates, additional set of realistic, targeted Miltiadis Varvitsiotis with Nikolas P. Tsakos, President and CEO, much less seek to consult the inregulatory initiatives with measur- Tsakos Energy Navigation (TEN) dustry in a meaningful way, on fuable effects in order to fully remove ture regulations before positions bebureaucratic obstacles, provide liqcome entrenched”. uidity to the real economy, attract Richard Paniguian, Non-Executive foreign investments and promote Director, Tsakos Energy Navigation Greek exports. The new developpresented on «Geopolitical develment model means in practice a opments with an impact on trade shift from the production of nonand shipping» and stated that: tradable goods and services to the “Geopolitical impacts on Oil & Gas increase of productivity, competishipping are not new. However far tiveness and the promotion of an the development of non-hydrocarexport-oriented Greek economy. bon energy and renewable resources This development is highly associmay have advanced, the central part ated with the opportunities for which Oil & Gas play in the lives of us growth that Greece “offers” in key all, and the dimension they occupy Miltiadis Varvitsiotis with Captain Panagiotis N. Tsakos sectors such as the shipping indusat the heart of governments’ ecotry. In times of crisis, the maritime nomic and foreign relations, entrepreneurship proved to be one mean that they are tightly of the stable pillars for the Greek bound up in politics at every economy. The Greek society in genturn. The preponderance of eral will only have to profit if we maritime exposure in the transmanage to create a modern legportation of Oil and Gas makes islative and business environment shipping a unique risk; this asfor the Greek shipping industry. sertion is amply supported by Maria Tsakos’s Foundation Forum is hard evidence. This presentaa great opportunity for all involved tion reviews the evolution of Oil in Greek maritime actors to exand Gas shipping, identifies the change views on future prospects underlying causes of risk and and challenges”. geographical zones of heightNoboru Ueda, Chairman and ened vulnerability, as well as ofPresident of ClassNK, delivered a Pascal Lamy, former Director-General, World Trade Organization, fering a view of the actions keynote address and stated: “The Captain Panagiotis N. Tsakos and Efthimios E. Mitropoulos which are being taken to mitifuture of shipping must be “Safer” gate these risks both in terms of and “Greener”, and the regulations show how to achieve it. The closer co-operation between Industry and Governments as well industry needs innovation has given birth to the technologies that as the application of protective technologies”. enable us to comply with new and challenging regulations.

Nigel Lowry of Lloyd’s List, the shipping information provider Now classification societies should become both a better and since 1734, spoke about "The Image of Shipping" and how its dismore proactive partner for the industry and a kick-starter for intorted image has negatively affected the industry. Shipping’s imnovation. There is no end goal in the pursuit of a safer and age problem was two-fold, he suggested: “It has struggled to rid greener future. To realize constant innovation ClassNK will conitself of the negative stereotype of an old-fashioned and polluttinue to invest and involve ourselves in progressive R&D with the ing industry; at the same time it suffered from almost zero recogindustry at large”. nition among the general public. The key to a better public image Mr. Spyros Polemis, immediate Past Chairman, International for shipping is doubtless the vital overall role it plays in making Chamber of Shipping & President, International Shipping Federthe world go around, but it should not rest solely on this. That is ation, on “Shipping, The driving force of world trade”, stated that: simply the nature of the shipping business”, he said. “The indus“Today more than ever, it is no longer possible to do without shiptry’s pride should stem from more than this – from excellence in

OCTOBER 2014 SHIPPING 39

FORUM environmental performance, safety and service, and also in proactive social responsibility. Shipping has a good story to tell and we must ensure that it is heard more widely, but it’s important that it is based on reality”, Lowry said.

John Kokarakis, Vice President, Hellenic Bureau Veritas-"LNG as ships' fuel and the development of the IGF Code" “Oceans, shipping and the environment - Looking to the future” Moderators: dr. Kirsi Tikka, PresiDISCUSSION PANELS dent & COO Europe Division, ABS A series of panel discussion debated and Pascal Lamy, Member of the critical industry topics, including: Global Ocean Commission - Panel“Seafarers: Shipping's sine qua non Captain Panagiotis N. Tsakos, Professor Stratos Papadimitriou, list: Apostolos Belokas, Managing factor” Editor, GREEN4Sea and Diamantis Department of Maritime Studies, University of Piraeus Moderator was Michael Grey, LonN. Manos, Managing Director, don correspondent of BIMCO. PanelCostamare Shipping" lists: Philip Wake, Chief Executive, The The Closing speech was made by Nautical Institute - "Seafarers' EducaCaptain Panagiotis N. Tsakos, tion and Training" and Professor Stratos Founder, "Maria Tsakos" Foundation Papadimitriou, Department of Marwho stated: itime Studies, University of Piraeus“Concluding, I would like to offer "Preparing shipping's future workforce" some of my thoughts and conclusions for your further consideration.

“The state of shipping markets - FuFirstly, I need to mention that we all ture prospects” need to invest time and effort and to Moderator was Nikolas P. Tsakos, channel our resources towards the President and CEO, Tsakos Energy Navone and only priority: the human eligation (TEN). He described the various Harry Hajimichael of Tsakos Shipping (right) with guests ement, our people, our seafarers, segments of shipping. From Gas (LNG), which is indeed the most imporwhich is going through a period of tant asset that we have. growth, to conventional tankers and I think that we should all agree the challenges they face in today’s enthat the competence and the seavironment to the exciting future of manship of our seafarers is the key cruise ships. Panellists: Jeremy Penn, success parameter to ensure a safe CEO, The Baltic Exchange”, Lars Dencker and sustainable shipping. Seafaring Nielsen, President and CEO, Jellicoe needs to be a high esteemed proTankers, Stavroula Betsakou, Head, fession which should provide job Tanker Research, ICAP - "The tanker market" satisfaction, safety and security, Keith Bainbridge, Managing Director, open frontiers and a challenging CS LNG Ltd-"The LNG market" and Tom occupation AND ABOVE ALL the Strang, Senior Vice President, Marine feeling that you belong to a family Operations, Costa Crociere SpA-"The Nicolas Pappadakis, AG. Pappadakis & Co Ltd., Nicolaos Fistes, which encompasses all its memADK Maritime, Karen Kokabi, Blueship (right) state of the cruise shipping market" bers with affection, love and devotion irrespective of their nationality and their work onboard or “Bank shipping finance & capital markets” ashore.

Moderator was Costas Grammenos, Pro-Vice Chancellor, City Secondly, we need to ensure that our future investments in shipUniversity London, Deputy Dean, Cass Business School. Panellists: ping will be made in a sensible manner so as to ensure the susAndy Georgiou, Head of Greek Shipping, The Royal Bank of Scottainability of our industry. We should also try to include in our conland, Nicolas Bornozis, President, Capital Link, Inc. and Eric H. Schsiderations and in our research the human element and the less, Managing Director, Wells Fargo Securities LLC interaction of people with the modern equipment and technol“The rush for energy efficiency & its impact on ships” ogy that is installed onboard our vessels.

Moderator was Nick Brown, Marine Chief Operating Officer, Thirdly, we should continue to work in continually improving Lloyd's Register Panellists: Stavros Hatzigrigoris, Managing Directhe safety and the environmental standards of the shipping. tor, Maran Gas Maritime Inc., Ioannis Psarros, Project Leader, This is not only a legal requirement but also our responsibility, The Boston Consulting Group and Dragos Rauta, Technical Direca business need and a society expectation. As a seafarer I feel tor, Intertanko “A regulatory update (including air pollution prevention, balthat I have to express my concern for the ever increasing regulast water management and ship recycling)” lations which increase not only in numbers but also in complexModerator was Andreas Chrysostomou, Former Chairman, IMO ity. I think that it is about time to start considering not only how Marine Environment Protection Committee Panellists: Professor to adopt new regulations but how to implement practically and Dinos Arcoumanis, Ambassador of the Hellenic Republic and dr. effectively the existing ones”.

40 SHIPPING OCTOBER 2014

REPORTAGE

Corporate Social Responsibility for “Clean Seas and Beaches” in Ac on The activities of the International Voluntary Coastal Cleanup Campaign across Greece carried on over the weekend, October 4-5, with the broad participation of the “HELMEPA Junior” Program’s children-members and their volunteer teachers, HELMEPA member-companies, local authorities and stakeholders, the Hellenic Coast Guard, diving centers Cleanup of Varkiza beach by Tsakos Columbia and other volunteers.

Shipmangement - Entrust Maritime On Friday, 3 October, volunteers from “IRIS-Health; Promoting the Psychosocial Wellbeing of Children and Adults” cleared the beach at the 3rd Glyfada Marina of its litter. That same day, chil- Cleanup by V-Ships Greece dren-members of the Cleanup of P. Faliro beach “HELMEPA Junior” program from the 4th Primary School of the City of Alexandroupolis and the 14th Primary School of the Island of Rhodes excitedly cleaned-up Cleanup of Glyfada beach by IRIS their local beaches.

On Saturday, 4 October, it In Piraeus, V-Ships Greece carried out a was HELMEPA member-comclean-up of Votsalakia beach, while Antipollupanies which took action tion S.A., a company specializing in as its name across the Attica basin. At suggests, antipollution matters, cleared Varkiza, Tsakos Columbia Shipmanagement and Entrust MarKavouri beach at Vouliagmeni of every kind of litter item, with itime staff members and their families cleared the beach of its those recyclables once again being transported back to a recytrash. Mr A. Tsakos, a member of HELMEPA’s Board of Directors, cling facility by a special truck. was among those who participated in the cleanup at Varkiza at According to the data received thus far, beach cleanups also the conclusion of which a special vehicle from the Hellenic Retook place in Nea Peramos by the Municipality of Megara and covery Recycling Corporation (HE.R.R.Co) transported recyclable in Agia Galini of Rethymno in Crete, by the local Coast Guard stamaterials collected to a recycling facility. tion and the Municipality of Agios Vasileios across the weekend.

Underwater cleanups were conducted by volunteer divers at Cleanup of Kavouri beach Heraklion’s Agia Pelagia, on the island of Patmos, in Pachi of

by Antipollution S.A. Megara and at Lomvarda Peninsula in Vouliagmeni.

HELMEPA wholeheartedly congratulates all volunteers, young and old, who with their combined mass efforts sent a bright message of optimism for “Clean Seas and Beaches” across the country. The total statistics collated from the examination of all the litter data recording sheets, across all voluntary beach and underwater cleanups conducted, will be published in November. Τhe “Month of Positive Action for the Marine Environment” continued until October 20!

OCTOBER 2014 SHIPPING 41

GREEK ROUNDUP

NEWS DIGEST

VAFIAS GROUP: Five new acquisi ons the last four months Over the last 4 months the Vafias group has taken delivery of 5 newbuilding eco gas carriers from 3 different Japanese yards!

The names of the vessels are: 1. ‘eco stream’ 7,200 cbm, she is flying the Marshall Islands flag, under class NK and is on long charter till 2022 2. ‘eco chios’ 7,200 cbm, she is flying the Marshall Islands flag, under class NK and is on long charter till 2022 3. ‘eco invictus’ 5,000 cbm she is flying the Marshall Islands flag, under class BV and is on charter till October 2015 4. ‘eco corsair’ 3,500 cbm she is flying the Marshall Islands flag, under class ABS and is trading in the spot market

42 SHIPPING OCTOBER 2014

5. ‘eco elysium’ 3,500 cbm she is flying the Marshall Islands flag, under class ABS and is on long charter till 2021 The group has another 20 newbuildings on order mainly in Japan (16 gas carriers and 4 bulkers) of which 90 pct will deliver promptly by October 2015!

In addition the group has succeeded to have all its 22 crude and MR tankers on period charters, its dry bulk fleet of capes and handies on period and has now only 5 gas vessels trading in the spot market!

Moreover StealthGas has reduced its bank debt to merely 20 pct debt to cap, an exceptional performance for a company that has grown exponentially over the last 2 years!

NEWS DIGEST

GREEK ROUNDUP

Dimitris Vlantos announces re rement After 37 years of working faithfully for MAN Diesel & Turbo Hellas, Dimitris Vlantos retired on 30 September, 2014. He originally joined MAN Diesel & Turbo in 1977 and played a prominent role in driving the company’s major developments and changes, enabling it to successfully face the changing needs and expectations of the Greek shipping industry.

Promoted to Managing Director in 2007, Vlantos guided the Hellenic subsidiary into sustainable growth until the beginning of January 2014 when his successor, Dionissis Christodoulopoulos, assumed his position with Vlantos continuing in a supporting role as project manager.

Christodoulopoulos (MBA, Mechanical Engineer) joined the company in 2009 and has a deep knowledge of the shipping industry and market needs.

MAN Diesel & Turbo Hellas would like to thank Dimitris Vlantos for his great contribution throughout his lengthy career and wishes him the very best for the coming years.

“The Marine Environment: Understanding our connec on with it”

HELMEPA’s latest environmental publication for teachers This electronic publication was created in the framework of the three-year-long Marine Environment and Science Awareness Campaign (2011-2014), implemented by HELMEPA across 12 Greek cities with the support of Lloyd’s Register Foundation (the Foundation).

Various special activities were carried out during the Campaign, as well as a special study that primarily investigated the extent of environmental awareness of Public School students around the country. A total of 13,500 students aged between 8 and 15 years and 1,000 teachers from 274 Public schools visited the mobile Exhibition titled “Marine Environment, Shipping, Sciences and Engineering” and took active part in environmental activities. Furthermore, local environmental concerns were noted in each area visited, which the local scientific community presented during a Workshop organized in each city with broad participation. Local conditions and waste management issues were explored and the important efforts undertaken, with limited means, towards restricting environmental pollution were duly noted. What was the universal conclusion? The need for raising

awareness!

HELMEPA’s intention is to provide high school teachers, and any other interested parties, with specific information to cover those gaps in environmental knowledge and awareness which were detected during the running of the Campaign. The aim is to contribute to the efforts of schoolteachers in the classroom towards enriching the environmental knowledge of their students and furthermore, to help the latter in paving their professional orientation.

The publication is available to all those teachers who participated in the implementation of the Campaign throughout the 12 cities visited across Greece, while it will continue to be given to high school teachers who visit HELMEPA’s environmental exhibitions in both Athens and regional areas. The publication is also readily available in Greek only online.

The over 30 year-long experience of HELMEPA in environmental awareness has shown that it is ultimately only the youngsters among us who can in fact make a difference, given that they are armed with the most accurate information.

OCTOBER 2014 SHIPPING 43

NEWS DIGEST

GREEK ROUNDUP

Samaras - Keqiang: China-Greece rela ons on a good course

Chinese Premier Li Keqiang meets with Greek Prime Minister Antonis Samaras in Milan

Cosco’s investment in the port of Piraeus and the prospect of expansion, was the subject of discussions between the Greek prime minister Antonis Samaras and the premier of the Peoples Republic of China Li Keqiang, on the sidelines of the 10th Asia-Europe Meeting (ASEM) Summit in Milan.

The Chinese premier reaffirmed his country’s interest in the privatization program, which includes the national railways and the airports of Athens and Kastelli, Crete.

Li Keqiang stressed, among other things, that Greece remains the main gateway for Chinese products in Europe, while particular reference was made to the mineral wealth of the country, an area where there seems to be growing Chinese interest in investment.

On the rocks: Tsavliris salves grounded Turkish freighter Following the INCE INEBOLU's grounding on rocks at south eastern Astypalaia Island, Aegean Sea, Greece, the casualty sustained substantial damage from the forepeak through to hold number one.

The image aptly depicts how TSAVLIRIS embedded/secured a yokohama fender (protected by extra

44 SHIPPING OCTOBER 2014

tyres) in front of the collision bulkhead. The purpose of adopting this strategy was to provide a safe buffer against the force of the seawater that would be encountered during the onward towage, drastically averting the overall damage to the casualty.

NEWS DIGEST

WORLD ROUNDUP

Ahrenkiel Steamship consolidates en re fleet at DNV GL Ahrenkiel Steamship, the newly formed German ship management company, will consolidate its entire fleet at DNV GL, the world’s largest classification society. Nick Topham managing director of Ahrenkiel Steamship and Tor E. Svensen, CEO of DNV GL - Maritime, signed the cooperation agreement at the SMM trade fair in Hamburg. Ahrenkiel Steamship currently has 62 ships under technical management, all of which will join the DNV GL fleet in service.

Plans for developing the fleet managed by Ahrenkiel Steamship are already underway. “Our focus is on building up a strong fleet, maximizing the quality of our services and increasing our efficiency.

DNV GL has a longstanding track record of excellence and reliability and having a strong expert technical partner like DNV GL ensures that we can increase our competiveness while delivering uncompromising quality to our customers”, said Nick Tor E. Svensen, CEO of DNV GL Maritime and Nick Topham, MD of Ahrenkiel Steamship Topham, MD of Ahrenkiel Steamship.

“We are very pleased that Ahrenkiel Steamship have entrusted Ahrenkiel Steamship was established in a merger between three German ship us with their fleet. They have a young and modern fleet of vesmanagement companies. Thien & Heyenga and the MPC Group acquired the sels – and we will work with them to build on this foundation.

Ahrenkiel Group in April 2014 and subsequently merged the operations managed Their focus on delivering quality and efficiency matches our by the Ahrenkiel Group with those of MPC Münchmeyer Petersen Steamship and own and by consolidating their entire fleet at DNV GL they will Thien & Heyenga. be able to draw on a breadth of our services and expert techniThe new company has the largest fleet of 1000-2999teu feeder vessels among cal support that is unique in the industry”, said Tor E. Svensen, non-operating owners and is also one of the leading non-operating owners in the CEO of DNV GL – Maritime.

German market.

KTZ Express Hong Kong planning launch of new rail freight services from Shenzhen, Guangzhou, Wuhan and Xi’an to Europe KTZ Express (KTZE) Hong Kong, the leading provider of international rail freight services connecting Central Asia to global markets, is planning to launch new block train services from four cities in China to Europe via Kazakhstan.

Scheduled for launch during the next 12 months, KTZE Hong Kong is currently in discussion with municipal government officials and freight forwarders in Shenzhen, Guangzhou, Wuhan

and Xi’an.

The New Silk Way initiative launched by the Governments of China and Kazakhstan, is now gaining momentum with shippers and freight forwarders attracted by the 16 day transit time to major cities in Europe. There is also growing demand from Europe for dedicated block train services to Asia for products as diverse as fruit to automotive parts.

KTZ Express is currently taking delivery of 200 new 45 foot re-

OCTOBER 2014 SHIPPING 45

NEWS DIGEST

WORLD ROUNDUP frigerated (reefer) rail freight containers to meet demand from shippers for products such as pharmaceuticals, farm produce and computer hardware, which require temperature control.

‘We have had a very positive response from freight forwarders across China who are looking for a fast, efficient and cost effective service direct to their European customers,” said Henrik Christensen, President, Global Logistics, KTZ Express Hong Kong speaking at JOC TPM Asia conference in Shenzhen.

“Shippers of high value products such as electronics, automotive parts, computers, fashion and lifestyle products and fresh produce are actively looking at using rail freight from China to Europe, as a result of longer ocean transit times. We have invested in a large

state-of-the-art reefer fleet to ensure our customers’ products are transported at the optimum temperatures.” he added.

Slow steaming by container shipping lines means that the transit time from China to European ports can be more than 45 days. The cost of air freight is also still very high when compared to rail freight.

A key platform in the development of the rail freight service is the new inland container port under construction at Khorgos on the China-Kazakhstan border, this is aimed to provide a regional distribution centre for the growing trade between China South East Asia and Kazakhstan, Central Asia, Russia and the Caucasus.

Khorgos East Gate is a Special Economic Zone with Customs Bonded area with Visa free access.

TSAKOS tanker MT ARION

Rescue of immigrants at sea off Libya On 02 October 2014 at 22:30 local time whilst MT ARION of Liberia Flag, DWT 39.378 was en route to Augusta, Italy, in ballast condition, Master, Capt Ronnie A. Awa, received instructions from IMRCC Rome to deviate to a position of about 90 miles north off Libya Benghazi, to pick up immigrants from a boat reported to be in distress.

The vessel arrived at the above position at about 00:36 local time on 03 October 2014 and picked up safely 167 immigrants, including women and children. They are all reported in apparent good health.

The Master and the 22 crew members extended their

46 SHIPPING OCTOBER 2014

fullest assistance and care to the immigrants and provided food and water and other necessities.

No emergency medical assistance was necessary.

The vessel arrived at her destination (Augusta) on 04 October 2014 and on the same day at 17:00 local time all immigrants were safely disembarked.

We extend our warmest congratulations to the Master, to his officers and crew for their personal dedication and professionalism in rendering assistance to people in distress.

The vessel is under the Technical Management of Tsakos Columbia Shipmanagement ("TCM") S.A., Athens.

TECHNICAL

DSME Returns for More Dual-Fuel Engines Four two-stroke ME-GI engines ordered for two LNGCs MAN Diesel & Turbo has received an order for four MAN B&W 5G70ME-GI engines in connection with Daewoo Shipbuilding & Marine Engineering Co., Ltd. (DSME) agreeing a deal with the BW Group to build two LNG carriers.

The technical engine specification complies with IMO Tier II, with options to include remedies for Tier III compliance at a later stage. The 173,400 m3 vessels are scheduled for delivery in late 2017/early 2018 and will be built at DSME’s Okpo shipyard in Geoje, Korea. The deal represents the second LNG ME-GI contract for DSME after a previous order signed in 2012.

tunities arising for gas-fuelled tonnage as fuel prices rise and modern exhaust-emission limits tighten. Indeed, research indicates that the ME-GI engine delivers significant reductions in CO2, NOx and SOx emissions. Furthermore, the ME-GI engine’s negligible fuel slip makes it the most environmentally friendly technology available. As such, the MEGI engine represents a highly efficient, flexible, propulsionplant solution.

An ME-LGI counterpart that uses LPG, methanol and other liquid gasses is also available, and has already been ordered.

The G-type programme Tier III options Compliance with IMO Tier III regulations basically requires an 80% reduction in NOx emissions – compared to Tier I – within the designated emission control areas (ECAs) over a defined test cycle.

MAN Diesel & Turbo has successfully developed two main approaches to comply with these challenges: Selective Catalytic Reduction (SCR), which involves the catalytically accelerated reaction of nitrogen oxides with ammonia to form water and nitrogen, and Exhaust Gas Recirculation (EGR), which works by recirculating a portion of an engine's exhaust gas back to the engine cylinders.

Both methods enable compliance with the most stringent of regulations and give the customer the flexibility to choose the solution that suits their individual requirements best, for example, distances travelled within ECA zones as a percentage of total ship usage, different ownership models or different engine-operation profiles.

The ME-GI engine The ME-GI engine represents the culmination of many years’ work and gives shipowners and operators the option of utilising fuel or gas depending on relative price and availability, as well as environmental considerations.

The ME-GI uses high-pressure gas injection that allows it to maintain the numerous positive attributes of MAN B&W low-speed engines that have made them the default choice of the maritime community.

MAN Diesel & Turbo sees significant oppor-

MAN Diesel & Turbo’s G-type programme entered the market in October 2010 with the entry of the G80ME-C9 model.

The G-types have designs that follow the principles of the large-bore, Mark 9 engine series that MAN Diesel & Turbo introduced in 2006. Their longer stroke reduces engine speed, thereby paving the way for ship designs with unprecedented high-efficiency.

Such vessels may be more compatible with propellers with larger diameters than current designs, and facilitate higher efficiencies following adaptation of the aft-hull design to accommodate a larger propeller. It is estimated that such new designs offer potential fuel-consumption savings of some 47%, and a similar reduction in CO2 emissions.

In this respect, the fuel savings and performance characteristics for propellers featuring MAN Diesel & Turbo’s unique Kappel blade design have been well documented in recent years.

Simultaneously, the engine itself can achieve a high thermal efficiency using the latest engine process parameters and design features.

As such, the G-type series has revolutionised the marine market. Since its introduction, close to 900 engines bearing the G-prefix have been ordered (including, now, 15 x G95 units), representing a total power output of some 15.9 GW. Of these, over 100 G-type engines have already entered service.

Graphical rendering of an MAN B&W 5G70ME-GI engine

OCTOBER 2014 SHIPPING 47

ΜΕΤΑΞΥ ΜΑΣ

Καιρός για απαντήσεις… Πριν λίγες μέρες, οι υπεύθυνοι των Lloyd’s Shipping Awards, μας ζήτησαν να ονομάσουμε τους κορυφαίους κατά την άποψή μας- παράγοντες της ελληνικής Ναυτιλίας. Όποιον και αν σκεφθήκαμε, όποιον και αν μελετήσαμε, συγκαταλέγεται ανάμεσα στις κορυφαίες παγκοσμίως προσωπικότητες του συγκεκριμένου τομέα. Αλήθεια, σε ποιόν άλλον τομέα της εθνικής μας οικονομίας τα πρόσωπα που τον στελεχώνουν απολαμβάνουν, σχεδόν όλα, παγκόσμιας εκτίμησης και κύρους; Αν εξαιρέσουμε κάποιες κατά καιρούς κορυφαίες μορφές των Τεχνών και των Γραμμάτων, σε κανέναν τομέα δεν έχουμε τόσο μεγάλη «παραγωγή» προσωπικοτήτων, όσο στη Ναυτιλία. Ακούσατε ποτέ κάποια ελληνική μεγάλη βιομηχανία να «σηκώνει» δισεκατομμύρια από τα διεθνή Χρηματιστήρια; Ακούσατε τους εκπροσώπους άλλου κλάδου της ελληνικής οικονομίας να απασχολούν τον διεθνή Τύπο για καλό; Ας δούμε, λοιπόν, με «άλλο μάτι» την Ελληνική Εμπορική Ναυτιλία. Ας δούμε τις θετικές της πλευρές, που είναι και οι περισσότερες. Θα πείτε, «Μόνο θετικές πλευρές υπάρχουν στο χώρο της Ναυτιλίας»; Ασφαλώς, όχι, αλλά οι αρνητικές είναι πολύ λιγότερες. Δεν είναι λίγοι εκείνοι που ισχυρίζονται ότι οι σημερινοί Έλληνες εφοπλιστές δεν διαθέτουν τον πατριωτισμό των παλαιότερων, δεν ενισχύουν όσο θα έπρεπε την πατρίδα τους. Δεν μπορείς να το αρνηθείς αυτό, αλλά δεν είναι, ίσως, θέμα πατριωτισμού. Έχει αλλάξει η δομή, η διάρθρωση και ο τρόπος λειτουργίας των μεγάλων ναυτιλιακών εταιριών. Δεν υπάρχει πλέον –πλην ελαχίστων περιπτώσεωνο «πάτερ –φαμίλιας», που θα ανοίξει το σεντούκι με τις λίρες για να τις ρίξει στον εθνικό κουμπαρά, όπως έκαναν κάποιοι παλαιότερα. Σήμερα, οι μεγάλες εταιρείες έχουν εισαχθεί σε Χρηματιστήρια, έχουν χιλιάδες μετόχους, δίνουν λόγο σε πολυεθνικά διοικητικά συμβούλια, έχουν πίσω τους τεράστια

δάνεια και υποχρεώσεις. Και πάλι θα πείτε, «Μα, δεν βλέπετε τι χτίζει στο Δέλτα του Φαλήρου το « Ίδρυμα Σταύρος Νιάρχος»; Με καταιγιστικούς ρυθμούς ολοκληρώνεται ένα τεράστιο έργο, η Εθνική Βιβλιοθήκη, η Εθνική Λυρική Σκηνή, το Μητροπολιτικό Πάρκο. Εδώ, δεν έχουμε απάντηση, παρά μόνο «Συγχαρητήρια», αν και μας πιάνει τρόμος όταν σκεπτόμαστε ότι αυτό το κολοσσιαίο έργο, που ολοκληρώνεται με ρυθμούς-ρεκόρ, θα παραδοθεί στο Ελληνικό Δημόσιο! Το έργο ολοκληρώνεται επειδή ο φορέας που το διαχειρίζεται είναι Ιδιωτικός. Αν ήταν ο φορέας το κράτος, ακόμη θα βρισκόμασταν στο στάδιο των… ενστάσεων και των προσφυγών στο Συμβούλιο της Επικρατείας! Από την άλλη, δεν μπορεί κανείς παρά να συμφωνήσει, ότι σε περιόδους κρίσεων, όπως η σοβαρότατη κρίση που διέρχεται η χώρα μας, οι πλέον εύποροι θα έπρεπε να συμβάλουν στην προσπάθεια ανασυγκρότησης του κράτους περισσότερο αποφασιστικά. Θα μπορούσε, λοιπόν, ο εφοπλιστικός κόσμος, αντί να δίνει δικαιώματα συζητήσεων με την πότε «υποχρεωτική» και πότε «εθελοντική» καταβολή της αυξημένης φορολογίας για τρία χρόνια, να προσφέρει περισσότερα στο κράτος και τους πολίτες. Ίσως, θα μπορούσε να αγοράσει περιπολικά για την Αστυνομία ή να συμβάλει στην, καταβολή των «νυχτερινών» στους άνδρες της «Ομάδας Ζ». Θα μπορούσε ακόμη να αναλάβει το κόστος της επισκευής των περιπολικών της ΕΛ.ΑΣ, που κυκλοφορούν χωρίς φρένα και με φθαρμένα λάστιχα. Ίσως κάποιοι, μεμονωμένοι, εφοπλιστές, να κάνουν κάτι από όσα προανέφερα. Επειδή, όμως, έχουν πολλά ειπωθεί και γραφτεί τελευταία, καλό θα είναι να ακουστούν τα «καλά» που κάνει, ήδη, ή που θα κάνει ο εφοπλισμός. Οι καιροί δεν ενδείκνυνται για «μετριοφροσύνες», αλλά μόνο για απαντήσεις.

ΛΕΤΤΑ ΔΗΜΟΠΟΥΛΟΥ-ΜΑΚΡΗ

OCTOBER 2014 SHIPPING 49

ΑΠΟΨΗ

Είμαστε έτοιμοι; του Δημήτρη Καπράνου

Στα σύνορά μας δεν έχουμε: Ελβετία, Αυστρία, Ιταλία, Λουξεμβούργο, Γερμανία, Λιχτενστάϊν κ.λ.π. Στα σύνορά μας έχουμε: Τουρκία, Βουλγαρία, Σκόπια, Αλβανία. Στην Τουρκία κυβερνούν αιθεροβάμονες νέο-οθωμανοί, που νομίζουν ότι ολόκληρη η Βαλκανική, οι μισές αραβικές χώρες αλλά και τα… περίχωρα της Βιέννης, ανήκουν στην πάλαι ποτέ «Αυτοκρατορία της χατζάρας». Καθημερινά, οι δερβίσηδες αυτοί, δίνουν απτά δείγματα των σκέψεων και των προθέσεών τους. Μπορεί η Ελλάδα να τους εμπιστευτεί; Όσο μπορεί να εμπιστευτεί το αρνί τον χασάπη! Στη Βουλγαρία, τα πράγματα είναι πιο ήρεμα. Δεν υπάρχουν, μέχρι στιγμής, τριβές με τη χώρα μας, η Βουλγαρία δεν έχει ακόμη συνέλθει από την αλλαγή του ρολογιού της. Έτσι, πάμε δίπλα, στα Σκόπια. Εδώ είναι να τρελαίνεσαι! Οι απόγονοι της… κάθε καρυδιάς καρύδι, την έχουν δει ότι η σκούφια τους βαστάει από τους Μακεδόνες! Είπε μια «….ία» ο Τίτο (άλλη ψωνάρα κι εκείνος) στην προσπάθειά του να κρατήσει ενωμένες διαφορετικές φυλές, φάρες και, τελικά, χώρες και οι σκο(ρ)πιανοί το δέσανε «σκοινί κορδόνι»! Γιγαντιαία αγάλματα του Αλεξάνδρου και του Φιλίππου, κέρινα ομοιώματα, «μακεδονομανία» του κερατά. Ίσως δεν έχουν άδικο. Από καταβολής κόσμου, τα τέκνα αγνώστου πατρός και προελεύσεως, πιστεύουν βαθιά μέσα τους ότι ο μπαμπάς τους είναι τουλάχιστον «πέντε αστέρων», ασχέτως του αν καταλήγουν στο σχήμα των… πέντε δακτύλων! Εκεί, λοιπόν, στις όχθες του Βαρδάρη, διάφοροι τυχάρπαστοι, που την είδαν «πολιτικοί», προσπαθούν να φτιάξουν Ιστορία, να φτιάξουν παράδοση και να βρουν ρίζες. Έλα, όμως, που αυτά δεν υπάρχουν στην αγορά! Τους εμπιστεύεσαι; Όσο ο συνταξιούχος τον… Τόμσεν! Λίγο πιο πέρα, οι Αλβανοί! Εδώ να δεις και να φρίξεις! Αφού μαζέψανε μετρητό μαύρο και ζεστό από εδώ και το ρίξανε στα μπετά και τα ξενοδοχεία στην πατρίδα τους, τώρα θέλουν και… εξοχικά στην Ελλάδα! Όχι πως όσα λένε έχουν βάση. Κατσαπλιάδες, μισθοφόροι σφαγείς και πληρωμένοι δολοφόνοι υπήρξαν, ιστορικά. Έλα, όμως, που το χαμηλό επίπεδο ποτίζεται πιο εύκολα με εθνικιστικές κορώνες. Τους τάισε «Μεγάλη Αλβανία» ο Μπερίσα, πήρε τη σκυτάλη ο κρεμανταλάς ο Ράμα και… ετοίμασε ράμματα για τη Σερβία, με τη σκέψη στο Κοσσυφοπέδιο, την Ήπειρο και… ολίγα Σκόπια! Δεν θέλουν πολύ οι κατσαπλιάδες για να βγούνε στους δρόμους, για να εισβάλουν στη Δερβιτσάνη και να απειλούν το ελληνικό στοιχείο ή να κάψουν περιουσίες Σέρβων στο Κόσοβο. Τους εμπιστεύεσαι; Όσο ο ψηφοφόρος τους πολιτικούς! Απ’ όπου κι αν κοιτάξουμε, λοιπόν, έχουμε χώρες που μας κοιτάζουν περίεργα. Τι κάνει μια χώρα, ένα λαός, όταν τον περιτριγυρίζουν οι λύκοι; Συσπειρώνεται, ενώνεται, τα βρίσκουν όλοι μεταξύ τους και είναι ανά πάσα στιγμή έτοιμοι για όλα! Εμείς είμαστε;

50 SHIPPING OCTOBER 2014

ΑΠΟΨΗ

Στη γειτονιά μας του Δημήτρη Καπράνου

«Λάφυρα» είναι για τους φανατισμένους αγριανθρώπους του Ισλάμ οι γυναίκες και τα παιδιά των «αιρετικών» Πεσμεργκά. Οι «αγωνιστές», τους οποίους στηρίζει με κάθε τρόπο ο Ερντογάν και ο Νταβούτογλου, θεωρούν τους «άπιστους» περιττό βάρος και τους «αιρετικούς» αντικείμενα! Τους Χριστιανούς τους θέτουν προ του διλήμματος: «Γίνεσαι μουσουλμάνος ή πληρώνεις κεφαλικό φόρο!». Κάτι παρόμοιο, αν θυμάμαι καλά, είχε ζητήσει και ο βουλευτής του ΣΥΡΙΖΑ Κουράκης. Να πληρώνουν φόρο όσοι θέλουν να αναγράφεται το Χ.Ο στην ταυτότητά τους! Έχουμε χάσει τον μπούσουλα! Οι Αμερικανοί, ίσως αντιλαμβάνονται πολύ αργά την «ανεξιθρησκεία της ασυδοσίας» που θέσπισαν στο κράτος τους. Κουκούλια εγκληματιών του Ισλάμ έχουν γίνει τα γκέτο και οι χώροι λατρείας των μουσουλμάνων. Τώρα δεν έχουμε να κάνουμε με Μάλκομ Χ, με Μοχάμεντ Άλι ή με Μαύρους Πάνθηρες. Τώρα έχουμε μπροστά μας την πλέον αποκρουστική θρησκευτική φανατίλα, τους αιμοσταγείς δολοφόνους, που «ψήθηκαν» στα Λονδίνα και τα Παρίσια και τώρα θέλουν να πιουν το αίμα εκείνων που τους δέχθηκαν στα εδάφη τους και πίστεψαν -ηλιθίως- ότι τους «αφομοίωσαν»! «Δεν είναι μόνο ότι μπροστά μου έσφαξαν όλη μου την οικογένεια. Το χειρότερο είναι που με υποχρέωσαν να παντρευτώ δυο από αυτούς!», έλεγε μια κοπελίτσα δεκαπέντε ετών στο φακό του Εuronews. Αυτοί είναι οι «αγωνιστές του Αλλάχ», αυτοί είναι οι κατσαπλιάδες που στήριζαν οι Αμερικανοί και οι Τούρκοι εναντίον του Άσαντ. Και η κομπλεξάρα ο Ταγίπ, το έβγαλε το μίσος για εκείνους που κομμάτιασαν την –πεθαμένη, ήδη- Οθωμανική Κατοχή, μιλώντας για «νέους Λόρενς της Αραβίας». Αυτά συμβαίνουν εδώ, στη γειτονιά μας και δεν τα βλέπουν οι δικοί μας πολιτικοί, που μαλώνουν σαν τα κοκόρια, αντί να είναι ενωμένοι σαν μια γροθιά τώρα, που ο Τούρκος έχει στριμωχτεί! Όπως τότε, που οι «προοδευτικοί» χαίρονταν με τους βομβαρδισμούς κατά της Σερβίας από την «πολυπολιτισμική» Δύση και στήριζαν τους μουσουλμάνους. Τι λένε τώρα που η Βοσνία, το Κόσοβο και τα Σκόπια είναι ορμητήρια της Τζιχάντ; Τα λάθη και τον αποχριστιανισμό της πληρώνει η Ευρώπη. Γι αυτό και οι ακραίες αντιλήψεις κερδίζουν έδαφος. Βεβαίως, στην Ελλάδα του μνημονίου, δεν μπορεί κανείς να περιμένει ισορροπία και ευθυκρισία. Εμείς, η Ναυτιλία, ταξιδεύει το Σταυρό της σημαίας μας σ’ ολόκληρο τον κόσμο και δεν υπάρχει ελληνικό βαπόρι που να πέφτει στη θάλασσα δίχως Αγιασμό και παππά! Άνθρωποι της Ναυτιλίας ενίσχυσαν και ενισχύουν τον Ελληνισμό στην Βόρειο Ήπειρο και τον άγιο Αρχιεπίσκοπο Αλβανίας. Εμείς κρατάμε ψηλά τη σημαία και την Ορθόδοξη πίστη, το "Greek Orthodox" από τη μια άκρη της γης στην άλλη. Αυτό τον καιρό, λοιπόν, είναι απαραίτητη η περισυλλογή και η περίσκεψη! Ανοιχτά, ολάνοιχτα είναι τα μέτωπα γύρω μας κι εμείς μαλώνουμε για το ποιος θα πάρει τα κλειδιά του άδειου εθνικού κορβανά! Να μου το θυμηθείτε, αν δεν υπάρξει υπεύθυνη εθνική στάση και συνεννόηση, θα την πατήσουμε άσχημα και θα είναι κρίμα.

OCTOBER 2014 SHIPPING 51

ΣΧΟΛΙA

Απόγονοι του Ομήρου!

Ρυπαρή αναρχία…

Είχα την τύχη να παρακολουθήσω την εκπομπή της Σοφίας Παπαϊωάννου στον «Άλφα», που παρουσίασε τους Ελληνόφωνους της Ιταλίας. Μια εκπομπή τρυφερή και αληθινή, για τους Έλληνες της Απουλίας και της Καλαβρίας, που έχουν κρατήσει την «ντοπιολαλιά», τα «γκρεκάνικα», ένα εξαίσιο χαρμάνι από αρχαία και νεότερα ελληνικά. «Είμαστε Ιταλοί στο διαβατήριο, αλλά Έλληνες στην καρδιά», έλεγαν οι κάτοικοι των μικρών, φτωχών, ελληνόφωνων χωριών. «Είμαστε Έλληνες, αλλά απόγονοι του Ομήρου!» είπε ένας άλλος, θέλοντας, προφανώς, να καταδείξει την ελληνική του ρίζα, αλλά και να ξεχωρίσει από εμάς, τους σημερινούς Έλληνες, που δεν φαίνεται να εκτιμούμε και τόσο τους προγόνους μας! Ελληνικές σημαίες στα μπαλκόνια, τον ελληνικό Εθνικό Ύμνο τραγουδούσαν τα παιδιά στο σχολείο, χορούς με εμφανή τα σημάδια των αρχαίων χορικών έχουν κρατήσει ζωντανούς οι συμπατριώτες μας της «Μεγάλης Ελλάδας». «Η γλώσσα μας δεν είχε γραπτά κείμενα μέχρι σήμερα. Τώρα αρχίζουμε και γράφουμε, αλλά έχει περάσει στους νέους ότι τα «γκρίκα» είναι η γλώσσα των φτωχών και αυτό δυσχεραίνει τα πράγματα», είπε ένας ηλικιωμένος κάτοικος της περιοχής, που μιλάει τα πανέμορφα, μελωδικά και εύηχα «γκρεκάνικα». Κι μείς; Τι κάνουμε εμείς; Στέλναμε, λέει, μέχρι πρότινος κάποιους δασκάλους ελληνικών, αλλά τώρα με την κρίση, πάπαλα! Ένας δάσκαλος από την Καβάλα, που πήγε εκεί προ ετών, παντρεύτηκε ντόπια, έκανε οικογένεια, έμεινε και παλεύει. Αμ, κύριε πρωθυπουργέ, που υπήρξατε και υπουργός Πολιτισμού γιατί δεν απευθύνετε μια δημόσια πρόσκληση στους συμπατριώτες μας εφοπλιστές; «Εντάξει, κύριοι, «εθελοντική» η αυξημένη φορολογία, αλλά κάνετε κι εσείς κάτι, που να πιάσει τόπο! Καλύψτε τα έξοδα να στέλνουμε δασκάλους στους Ελληνόφωνους, να κρατήσουμε ζωντανή τη φλόγα αυτών των ανθρώπων». Γιατί δεν κάνετε μια προσπάθεια; Ευαίσθητοι είναι οι εφοπλιστές σε θέματα εθνικού πολιτισμού. Το ιταλικό κράτος, που σε θέματα κουλτούρας είναι αξιόπιστο και αποτελεσματικό, αναγνώρισε τα «γκρίκα» ως τοπική διάλεκτο και τα στηρίζει. Δεν είναι τρελό, να έχεις μια μικρή Ελλάδα στην καρδιά της Ιταλίας και να μην της παρέχεις το απαραίτητο οξυγόνο; Εδώ δεν πρόκειται για «Ομογένεια», αλλά για Έλληνες, απογόνους εκείνων που έκαναν πραγματικότητα την Magna Grecia! Αλλά τι λέω τώρα; Εδώ η Μασσαλία, υπερηφανεύεται που αποτελεί συνέχεια της αρχαίας Φώκαιας και οι κάτοικοί της αποκαλούνται ακόμη και σήμερα “Foceens”, δηλαδή «Φωκαείς» ενώ εδώ έχουμε «λογίους» αλλά και κόμματα, που μάχονται κατά των αρχαίων ελληνικών, αρχαιολόγους που στηρίζουν απόψεις περίεργες, πολιτικούς που αρνούνται τις γενοκτονίες και θα κοιτάξουμε τους Ελληνόφωνους της Κάτω Ιταλίας; Να σας πω, αγαπητοί. Εκείνοι είναι Ιταλοί πολίτες, αλλά είναι ελληνόφωνοι. Στην Ελλάδα, δυστυχώς, όπως πάμε, σε λίγα χρόνια θα ακούμε τα ελληνικά μόνο στις παλιές ταινίες!

Παρακολουθώ καθημερινά τα μεγάλα ξένα τηλεοπτικά δίκτυα. Τα ρεπορτάζ και οι αναλύσεις του είναι ενδιαφέρουσες, κάνουν καλή δουλειά οι άνθρωποί τους. Με ανταποκρίσεις από διάφορες χώρες και, φυσικά, από την Αθήνα, σπανίως για καλό. Ε, λοιπόν, σπανίως να δεις ρεπόρτερ σε δρόμο της Αθήνας και να μην έχει πίσω του κακοποιημένους από συνθήματα τοίχους! Καλά δεν αναφέρομαι στα Πανεπιστήμια και το Πολυτεχνείο, που θυμίζουν παρατημένα βουστάσια! Σε καμιά άλλη χώρα, πλην των τριτοκοσμικών και κάποιων βαλκανικών, δεν βλέπεις τέτοια αθλιότητα αποτυπωμένη στους τοίχους της πρωτεύουσας. Δεν υπάρχει επιφάνεια ελεύθερη, που να μην έχει κακοποιηθεί. Δεν αναφέρομαι, φυσικά, στα «οργανωμένα γκράφιτι», που και γι αυτά έχω τις ενστάσεις μου, αλλά στα απαίσια εκείνα συνθήματα, με τα οποία ο καθείς μπορεί να κακοποιήσει, ατιμωρητί, τον τοίχο οποιουδήποτε ιδρύματος, σπιτιού, νοσοκομείου, μουσείου, σχολείου! Δεν είναι μόνο οι κακοήθεις που στιγματίζουν τους τοίχους, είναι και εκείνοι που πάνε και γράφουν πάνω από όποια επιγραφή δεν τους αρέσει και μάλιστα με άλλο χρώμα μπογιάς! Θα μου πείτε «Τι να κάνει το κράτος; Να φυλάει κάθε τοίχο; Μπορεί να το κάνει;». Ασφαλώς όχι. Αλλά όταν το ίδιο το κράτος παρανομεί, τι περιμένετε από τους πολίτες; Μένω στον Πειραιά και κάθε τόσο ο Δήμος (!) κακοποιεί την (έτσι κι αλλιώς ρυπαρή) εικόνα της πόλης. Γεμάτοι κάθε τόσο με αφίσες οι δρόμοι, για εκδηλώσεις που πραγματοποιούνται υπό την αιγίδα του Δήμου στα δημοτικά θέατρα ή σε αίθουσες που παραχωρούνται. Αντί να υπάρχουν συνεργεία που να καθαρίσουν τους τοίχους, τις κολώνες, τα στέγαστρα, από τις αφίσες, προσθέτουν νέες, με τη «βούλα» του Δήμου, στο «ταπισερί» που έχουν ήδη σχηματίσει οι παλαιότερες. Δεν θα μπορούσε ο κάθε Δήμος να «βουτάει» τον υπεύθυνο της κάθε εκδήλωσης που ρυπαίνει την πόλη του με αφίσες και να της κόβει ένα γερό χαράτσι ώστε «να μην το ξανακάνει;». Ασφαλώς και θα μπορούσε, αλλά το κράτος είναι ξεχαρβαλωμένο. Θα τον μηνύσει ο Δήμος, θα πάνε στα Δικαστήρια, θα πάρει αναβολή, θα δικαστεί έπειτα από τρία χρόνια, θα πάει στο εφετείο σε οκτώ και εν τω μεταξύ θα έχει κολλήσει χιλιάδες νέες αφίσες! Τι θα γίνει, λοιπόν; Θα μείνουμε όμηροι της κακογουστιάς, της λίγδας, της ασχήμιας και της γελοιότητας; Θα συνεχίσει η Ελλάδα (διότι δεν είναι ρυπαρές πόλεις μόνον η Αθήνα και ο Πειραιάς) να το εκτρέφει το φαινόμενο της κουρελαρίας; Θα εξακολουθήσουν να κρέμονται στους δρόμους και τις γέφυρες τα «πανό» από το… 2004; Για να δούμε…

Δ.Κ

Δ.Κ

52 SHIPPING OCTOBER 2014

ΣΧΟΛΙA

Πάλι τα ίδια;

Για κλωτσιές…

Οι νεότεροι δεν τα γνωρίζουν γιατί δεν τα έζησαν. Δεν έζησαν τις εικόνες της εξαχρειωμένης Βουλής του 1965-67. Δεν είδαν τις καρεκλιές και δεν άκουσαν τις άναρθρες τις κραυγές. Δεν είδαν τους πολιτικούς, που έβλεπαν τον κίνδυνο να επέρχεται αλλά αδιαφορούσαν. Ο κίνδυνος, τότε, είχε τη μορφή της δικτατορίας. Σήμερα, έχει τη μορφή της δια βίου υποδούλωσης στους δανειστές. Τότε, οι ξένοι δεν είχαν πρόβλημα να υποκινήσουν ένα στρατιωτικό κίνημα. Σήμερα, έχουν άλλα όπλα. Αρκούν κάποιες αλλαγές στα νούμερα των «ταμπλό». Σου πετάνε πέντε κουβέντες περί «σπρεντ», περί «επιτοκίου δεκαετούς» και σε στέλνουν αδιάβαστο». Δεν χρειάζεται να είναι κάποιος οικονομολόγος, να είναι ειδικός, να είναι πολιτικός. Απλός άνθρωπος αρκεί να είναι, από εκείνους που πήραν τη σύνταξή τους έπειτα από 40 χρόνια επίπονης εργασίας και σήμερα τη βλέπει συνεχώς να μειώνεται, όπως όλοι οι συνταξιούχοι. Φοβάται κι αυτός τα νούμερα, απορεί και ανατριχιάζει κάθε βράδυ, όταν ακούει στις ειδήσεις ότι «ανέβηκαν τα σπρεντ» και «ξεπέρασε κάθε όριο το επιτόκιο των ομολόγων». Είναι από εκείνους που έχαψαν το δόλωμα του «λεφτά υπάρχουν» του εξωγήινου κολανοφόρου Μπάτμαν και ψήφισε το ΠΑΣΟΚ το 2010. Πώς να αντέξεις τότε την ομοβροντία των καναλιών της διαπλοκής. Πρωί-μεσημέρι-βράδυ, έπαιζαν το σίριαλ σε σκηνοθεσία Καρχιμάκη «άλλος για το…εκατομμύριο» (η εγγύηση που του έβαλαν αρχικά οι δικαστές αλλά ...την πήραν πίσω!). Το πρωί «ομόλογα», το μεσημέρι «Ζαχόπουλο», το απόγευμα «υποκλοπές» και το βράδυ «Βατοπέδι»! Ξέρετε πόσοι τέτοιοι «ψηφοφόροι» υπάρχουν και σήμερα; Πόσοι, που έχουν πλέον εξουθενωθεί από την αφαίμαξη που υφίστανται και είναι έτοιμοι να ψηφίσουν όποιον τους τάξει, όποιον τους χαϊδέψει τ’ αυτιά; Θα μου πεις και πώς να μην είναι όταν ακούει τον Άδωνι να λέει ότι το κόμμα της Αξιωματικής Αντιπολίτευσης είναι «μη θεσμικό»; Πώς να μην τα χάνει όταν ακούει τον διευθυντή του πολιτικού γραφείου του επίδοξου πρωθυπουργού να λέει πως «αν ο Τσίπρας κληθεί από τον Σαμαρά το μόνον που θα του πει θα είναι να παραιτηθεί!»; Τρελά πράγματα σε μια τρελή χώρα, η οποία, ενώ το μόνο που χρειάζεται είναι σταθερότητα και ηρεμία, καλλιεργεί, με κάθε τρόπο, κλίμα αβεβαιότητας και αστάθειας. Θα μου πείτε και πότε ήταν η Ελλάδα χώρα σοβαρή και προσγειωμένη; Τρέλες, μια ζωή, πάντα με την επίκληση των «αρχαίων ημών προγόνων», οι οποίοι, όμως, είχαν το όπλο πίσω από την πόρτα κι όποτε τους απειλούσαν, τους έδιναν και καταλάβαιναν! Σήμερα, ποιος να υψώσει φωνή και ποιος να τρίξει τα δόντια σε εκείνους που μας επιβουλεύονται; Λειψανδρία, αλλά και επικίνδυνη άνοδος της ανοησίας…

Παρακολούθησα, όπως χιλιάδες φίλαθλοι, τον αγώνα της Εθνικής μας ομάδας με τη Β. Ιρλανδία στο «Καραϊσκάκη». Δεν έχω χάσει αγώνα της εθνικής εδώ και πολλά χρόνια. Διαπίστωσα ιδίοις όμμασι τον διασυρμό. Γυρίσαμε στα χρόνια που κερδίζαμε μόνο το Λουξεμβούργο, αφού τότε δεν έπαιζαν τα Νησιά Φερόε, η Ανδόρα, το Σαν Μαρίνο, το Γιβλαρτάρ και το Λιχτενστάιν. Τότε, που με εξαίρεση τη σπουδαία εθνική της δεκαετίας του ’70, που έμεινε έξω από το Μουντιάλ του Μεξικού πάλι από λάθη του προπονητή, θεωρούσαμε τεράστιο επίτευγμα να προκριθούμε σε μια μεγάλη διοργάνωση. Με τον Ρεχάγκελ και τον Σάντος, αυτά έγιναν ρουτίνα, απλή καθημερινότητα. Τι συνέβη, όμως και επιστρέψαμε στα χρόνια της απαξίας; Τα πράγματα είναι πολύ απλά. Η ευθύνη ανήκει εξ ολοκλήρου στην Ελληνική Ποδοσφαιρική Ομοσπονδία, που όσο πάει και επιστρέφει στην κατάσταση του «μαγαζιού». Όπως ήταν παλιότερα, που «κανόνιζε» τα πάντα, που προσλάμβανε προπονητές αναλόγως με το καφενείο στο οποίο σύχναζαν, που μοίραζε «χαρτάκια» με τις συνθέσεις, που έδινε εντολές για το ποιος θα χριστεί διεθνής. Τα ξέρουμε αυτά, τα έχουμε ζήσει. Η σημερινή διοίκηση της ΕΠΟ, εκτός του ότι -είναι πλέον πασίδηλο- είναι υποχείριο των μεγαλόσχημων παραγόντων, εκτός του ότι έχει μετατρέψει -ακολουθώντας την παράδοση των τελευταίων είκοσι ετών- το ελληνικό πρωτάθλημα σε κακόγουστη φάρσα, εκτός του ότι υποβαθμίζει συνεχώς την ελληνική διαιτησία, εκτός του ότι έχει απομακρύνει τον κόσμο από τα γήπεδα, τώρα βάλθηκε να καταστρέψει και το τελευταίο υγιές κύτταρο του ελληνικού ποδοσφαίρου, την Εθνική Ομάδα. Γνωρίζουμε όλοι ότι το ελληνικό ποδόσφαιρο είναι «για κλωτσιές». Υπήρχε, όμως, μια νησίδα υγείας, που προφύλαξε από τους καρχαρίες ο Ρεχάγκελ και οι συνεργάτες του, που παρέλαβε, σεβάστηκε , διατήρησε και αυγάτισε, ο εξαίρετος «Έλληνας» πλέον, Σάντος. Όπως αναφέρουν όλα τα ρεπορτάζ, η υπό τον κ. Σαρρή διοίκηση έκανε ό,τι μπορούσε για να δημιουργήσει στον Σάντος την εντύπωση ότι «δεν τον ήθελε» και τον ανάγκασε να δηλώσει ότι θα αποχωρήσει έπειτα από το Μουντιάλ της Βραζιλίας, όπερ και εγένετο, με τον γνωστό, άκομψο, τρόπο. Ο κ. Σαρρής, αφού καμάρωσε στη Βραζιλία σαν γύφτικο σκεπάρνι, αφήνοντας τον Σάντος ακάλυπτο, ακόμη και στην περίπτωση της τιμωρίας του από την FIFΑ, έψαξε και έφερε έναν διάσημο προπονητή, χωρίς να υπολογίσει ότι έπρεπε, χωρίς σχεδόν προπόνηση, να μπει στα βαθιά της πρόκρισης μέσα σε ελάχιστο διάστημα. Είναι βέβαιο ότι η Εθνική μας Ομάδα δεν είναι αυτή που παρουσίασε ο κ. Ρανιέρι. Αλλά τα εγκλήματα της ΕΠΟ, είναι μια καλή ευκαιρία για ανανέωση. Στην ΕΠΟ, φυσικά…

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Δ.Κ OCTOBER 2014 SHIPPING 53

ΚΡΟΥΑΖΙΕΡΑ

Η ελληνική κρουαζιέρα σε αναζήτηση νέων προορισμών Μπορεί η Σαντορίνη και η Μύκονος να είναι τα πιο δημοφιλή ελληνικά νησιά, αλλά για τις επιχειρήσεις της κρουαζιέρας αποτελούν «πονοκέφαλο». Είναι βέβαιο ότι αν μπορούσαν να τα αποφύγουν, θα το έκαναν με ευχαρίστηση, αφού από τις προσεγγίσεις στα νησιά αυτά δεν έχουν περιθώρια κέρδους, καθώς στη μεν Μύκονο δεν υπάρχουν εκδρομές και οι επιβάτες σκορπίζονται στην πόλη, στη δε Σαντορίνη, δεν υπάρχει λιμάνι και οι επιβάτες υφίστανται αφενός τη δοκιμασία με τις «λάντζες», που τους αποβιβάζουν στο νησί και αφετέρου την ταλαιπωρία της «ουράς» στο τελεφερίκ, που είναι αδύνατον να εξυπηρετήσει χωρίς προβλήματα τις χιλιάδες των επισκεπτών. «Πόσα χρόνια φωνάζουμε για την κατάσταση στη Σαντορίνη, αλλά δεν μας ακούει κανείς. Διατηρείται ένα καθεστώς που δεν εξυπηρετεί παρά μόνο μια μικρή μερίδα επαγγελματιών», μας έλεγε τον περασμένο μήνα καπετάνιος κρουαζιεροπλοίου, με το οποίο επισκεφθήκαμε τη Σαντορίνη. Είναι, λοιπόν, φυσικό, οι επιχειρηματίες, που δεν μπορούν να αφήσουν εκτός του προγράμματός τους τα δυο πλέον δημοφιλή νησιά, να αναζητούν και άλλους προορισμούς, με τους οποίους θα μπορούσαν να ικανοποιήσουν ακόμη περισσότερο τους επιβάτες τους αλλά και να προσδώσουν κάτι «φρέσκο» στα μέχρι τώρα «κλασικά» δρομολόγιά τους, που είναι Πειραιάς (ή Λαύριο)-Μύκονος-Ρόδος-Πάτμος- Κουσάντασι-Κωνσταντινούπολη-Ηράκλειο (ή Αγ. Νικόλαος)- Σαντορίνη. Εφέτος, η Louis Cruises, που διακινεί τους περισσότερους επιβάτες από και προς ελληνικά λιμάνια, επανέλαβε την περυσινή της επιλογή και τα πλοία της έπιασαν νέους προορισμούς, όπως η Σύρος, η Σάμος, η Μή-

λος, η Κως, η Σύμη, η Ίος και η Χίος. Χωρίς αμφιβολία, η Χίος μπορεί να μην είναι Σαντορίνη, αλλά προσφέρεται για «εξερεύνηση» τόσο για τα μοναδικά της Μαστιχοχώρια, όσο και για τα εξαιρετικού ενδιαφέροντος και ομορφιάς μεσαιωνικά της χωριά και Βυζαντινά μοναστήρια. Ήδη, τα σχόλια που έχει συγκεντρώσει η εταιρεία από τους επιβάτες, είναι κολακευτικά. Η Κως, προσφέρεται επίσης για ξεναγήσεις, τόσο για τις μοναδικές της αρχαιότητες, το Ασκληπιείο, τον Ιπποκράτη και την μοναδική της Ιστορία, όσο και για τις μοναδικές της παραλίες. Η Σάμος, πατρίδα του Πυθαγόρα, έχει επίσης να επιδείξει μοναδικές ομορφιές και τοπία. Μέχρι σήμερα, τα κρουαζιερόπλοια επισκέπτονταν μόνο το Κουσάντασι, σε απόσταση αναπνοής από τη Σάμο, αλλά δεν έπιαναν στο νησί. Στη Μήλο, οι μοναδικές Κατακόμβες αλλά και το εξαιρετικής ομορφιάς τοπίο, προσφέρουν, χωρίς αμφιβολία, κάτι εντελώς διαφορετικό στον επισκέπτη, ενώ η Ίος και η Σύμη, μικρά νησιά, έχουν το καθένα το δικό τους, μοναδικό χρώμα. Εφέτος, το πλοίο Louis Cristal προσέγγισε εννέα φορές στη Μήλο, με μέσο όρο 1.200 επιβατών. Έφερε δηλαδή στο νησί 10.800 επιβάτες μέσα σε ένα δίμηνο, με ό,τι αυτό μπορεί να σημαίνει για την τοπική κοινωνία και οικονομία. Όπως αναφέρουν πληροφορίες από την εταιρεία, η επιλογή και άλλων, νέων, προορισμών, θα συνεχιστεί και την νέα περίοδο, καθώς φαίνεται ότι οι επιβάτες αποδέχθηκαν με ικανοποίηση αυτή την αλλαγή. Είναι δε βέβαιο, ότι σε βάθος χρόνου και εφ’ όσον τα ελληνικά νησιά και τα Ιωνικά παράλια εξακολουθούν να προκαλούν το ενδιαφέρον των τουριστών, οι επιλογές θα γίνουν ακόμη περισσότερες. Ωστόσο, εκείνο που χρειάζεται είναι να εξασφαλισθούν οι κατά το δυνατό καλύτερες λιμενικές υποδομές, ώστε τα μικρότερα νησιά να γίνουν προσβάσιμα από τα (μεσαίου μεγέθους κυρίως) κρουαζιερόπλοια. Εξάλλου, όπως δείχνουν τα πράγματα, τα τεράστια πλοίαπόλεις, που μεταφέρουν χιλιάδες επιβατών, δεν δείχνουν ενδιαφέρον για μικρούς νησιωτικούς προορισμούς. Αν, λοιπόν, το μέλλον για τη Μεσόγειο είναι τα μεσαίου ή μικρότερου μεγέθους κρουαζιερόπλοια, καλό είναι να μπορούμε να τα υποδεχθούμε.

Δ.Κ

Στην πλώρη... * Άστραψε και βρόντηξε ο Μιλτιάδης για τον ΕΝΦΙΑ. «Θεωρώ ότι οι φόροι γενικά στην περιουσία είναι σοσιαλιστικής έμπνευσης.

* Οι φόροι στα εισοδήματα είναι αυτοί οι οποίοι θα πρέπει κυρίαρχα να υπάρχουν.

* Θεωρώ ότι οι φόροι στην περιουσία, η οποία δεν αποφέρει εισόδημα, έχουν αυτή την σοσιαλιστική αντίληψη περί αναδιανομής του πλούτου με την οποία προσωπικά εγώ διαφωνώ.

* Πέστα χρυσόστομε, αλλά ποιος σε ακούει! * Βούιξαν τα ΜΜΕ που η κυβέρνηση ξανάκανε «εθελοντική» την αύξηση της φορολογίας στη Ναυτιλία.

* Ευτυχώς που ήλθε και η Αμάλ Αλαμουντίν και είδαμε Θεού πρόσωπο. Θεός ο Τζορτζ, μη μου πείτε! Με τέτοιες δικηγόρους όχι μόνο τα μάρμαρα του * παρθενώνα αλλά και το Μουσείο του Λονδίνου θα πάρουμε!

* Τι της έβαλες, ρε Λαζάρου, στο φαγητό και την έκανες να φάει πέντε πιάτα;

* Καλά, πέντε πιάτα στο «Βαρούλκο» είναι ένα και καλό στο σπίτι!

Πως σας φαίνεται η πολιτική κατάσταση; Δεν σας * θυμίζει καυγάδες πολιτικών νεολαιών της δεκαετίας του ’80;

*

Αυτό είναι το θέμα ή το πόσα θα μαζέψει το κράτος στον κουμπαρά;

* Πως να μη σηκωθούν οι τρίχες των… spreads και των αγορών μ’ αυτά που ακούνε και βλέπουν;

*

Μεγάλη πλάκα έχει ο ΟΛΠ με τον διαγωνισμό για τα στερεά απόβλητα.

* Μοναδική περίπτωση στην Ευρώπη η Ελλάδα!

Όλα πάνε πλέον προς τα κάτω, ακόμη και η

* Και δίκιο να έχει -που δεν έχει- το χάνει με τον

Εθνική Ελλάδος!

τρόπο που χειρίστηκε το θέμα.

* Ετεροχρονισμένη ανακοίνωση Τύπου, παρασκήνιο και… 300 ευρώ το κομμάτι η προκήρυξη για τα ΜΜΕ!

* Είμαστε μια (πολύ) ωραία ατμόσφαιρα και ο πρόεδρος εκδίδει βιβλία (με χορηγό;)…

* Τυχερό παιδί ο Αλέξης. ΄Ολοι δουλεύουν γι’ αυτόν κι αυτός τους δουλεύει όλους!

* Σαν να ακούω τον Ανδρέα. «Έξω οι Βάσεις που

φεύγουν, μέσα οι Βάσεις που μένουν»! Αθάνατος ο τύπος! Ποντοπόρος

OCTOBER 2014 SHIPPING 55

ΓΝΩΜΗ

Απαιτείται σεβασμός στις σταθερές της Οικονομίας του Π. Ταμπουρέα*

Είναι πραγματικά να απορεί κανείς με την επιπολαιότητα, με την οποία αντιμετωπίζει η εκάστοτε κυβέρνηση της χώρας μας βασικούς πυλώνες της οικονομίας, οι οποίοι διαμορφώνουν τη μορφή και το είδος του οικονομικού μοντέλου με βάση το οποίο λειτουργεί. Η οικονομία έχει ορισμένες σταθερές πάνω στις οποίες στηρίζεται. Εάν αυτές αλλάζουν, τότε φυσικά αλλάζει η μορφή και το είδος του οικονομικού μοντέλου. Μία από αυτές τις σταθερές και ένας από τους βασικότερους πυλώνες της οικονομίας, είναι η φορολογική πολιτική. Η επιβολή του ΕΝΦΙΑ είναι ένα καλό παράδειγμα, για να καταλάβουμε πώς η αλλαγή στην φορολογική πολιτική διαστρεβλώνει και μεταβάλλει τον πυλώνα που χαρακτηρίζει τη φύση του ελεύθερου οικονομικού μοντέλου της αγοράς, που έχει επιλέξει η χώρα μας. Υπάρχουν περιπτώσεις, που ο φόρος αυτός μαζί με εκείνον του ενοικίου, υπερβαίνει το ετήσιο μίσθωμα που αποφέρει το ακίνητο ή που ο ιδιοκτήτης καλείται να καταβάλει ενοίκιο στην ιδιόκτητη κατοικία του! Με λίγα λόγια, δηλαδή, δεσμεύεται η ιδιωτική περιουσία! Γίνεται, ασφαλώς, εύκολα κατανοητό, ότι τέτοιες ενέργειες μόνο σε φιλελεύθερη οικονομία δεν αρμόζουν. Προσιδιάζουν περισσότερο σε μια διακυβέρνηση αριστερής αντίληψης, κάτι που δεν θα αποδεχόταν, φυσικά, η σημερινή ελληνική κυβέρνηση. Γι αυτό και οι σοβαρές χώρες, εκείνες που γνωρίζουν τη σημασία, τη βαρύτητα και την επίπτωση που (οφείλουν να) έχουν οι βασικοί πυλώνες στη μορφή του οικονομικού συστήματος και κατ’ επέκταση στην οικονομική ανάπτυξη, δεν αλλάζουν την φορολογική τους

πολιτική με επιπολαιότητα και ευκολία, όπως, δυστυχώς, συμβαίνει κάθε τόσο στην Ελλάδα. Στις σοβαρές χώρες, με σοβαρές και υπεύθυνες κυβερνήσεις, κάθε αλλαγή στο φορολογικό σύστημα, κάτι που γίνεται δύσκολα και σε πολύ αραιά διαστήματα, είναι προϊόν εθνικής διαβούλευσης και κοινωνικής στήριξης. Στο πλαίσιο του σεβασμού των αρχών που έχουν οι ανεπτυγμένες και ευνομούμενες χώρες για ορισμένες βασικές σταθερές του οικονομικού τους συστήματος, παρακολουθούμε την συνεχή επί πέντε συναπτά χρόνια, προσπάθεια του Πρόεδρου των ΗΠΑ Μπαράκ Ομπάμα, να αυξήσει τους φορολογικούς συντελεστές των ευκατάστατων Αμερικανών, αλλά χωρίς επιτυχία μέχρι στιγμής, διότι το σύστημα είναι πανίσχυρο, έχει βαθιά ερείσματα στην πολιτική σκηνή της χώρας και αντιστέκεται με σθεναρότητα. Αντίθετα, στην Ελλάδα, η φορολογική πολιτική αποτελεί εύκολη διαδικασία! Κάθε υπουργός, κάθε κυβέρνηση, χωρίς να έχει συμπεριλάβει στο πρόγραμμά της φορολογικές επιβαρύνσεις και φορολογικές αλλαγές, αλλάζει το φορολογικό σύστημα, εκδίδει φορομπηχτικές ερμηνευτικές οδηγίες, πολλές φορές αντίθετες και με το πνεύμα του αρχικού νόμου, αδιαφορώντας ότι με τον τρόπο αυτό υπονομεύεται η μορφή και η φύση του οικονομικού συστήματος. Σήμερα, το φορολογικό μας σύστημα, με όλες τις πρόσθετες και «εμβαλωματικές» επιβαρύνσεις που του έχουν επιβληθεί, σε συνδυασμό με τη γραφειοκρατία η οποία παραμένει πανίσχυρη, συνεχίζει να απέχει πολύ από του να χαρακτηρίζεται φιλελεύθερο! Εκείνο που μάλλον του ταιριάζει είναι το έντονο αριστερό προφίλ, με αποτέλεσμα όλοι να έχουν την ψευδαίσθηση ότι το ελληνικό οικονομικό μοντέλο είναι φιλελεύθερο και να περιμένουν να λειτουργήσει ανάλογα. Μη μας παραξενεύει το γεγονός ότι το οικονομικό μας σύστημα δεν αποδίδει τα αναμενόμενα. Αντίθετα, θα υποστήριζε κάθε λογικός άνθρωπος, ότι το συγκεκριμένο σύστημα αποδίδει ικανοποιητικά, σύμφωνα με τα «αριστερά» του ανακλαστικά! Εάν επιθυμούμε διαφορετικές αποδόσεις, ας το αλλάζουμε με ιδιαίτερη φειδώ και σεβόμενοι πάντοτε τις αρχές του.

*Οικονομολόγος- σύμβουλος επιχειρήσεων

56 SHIPPING OCTOBER 2014

REPORTAGE

Τιμήθηκε ο Θανάσης Μαρτίνος Χρηματοδότησε την αναστήλωση δύο βυζαντινών Ναών του Π. Ταμπουρέα

Σε μια σεμνή αλλά ζεστή τελετή, παρουσία πλήθους κόσμου και του περιφερειάρχη Πελοποννήσου Πέτρου Τατούλη, ο εφοπλιστής Θανάσης Μαρτίνος ανακηρύχθηκε από τον Δήμαρχο της Δυτικής Μάνης, στην πλατεία του χωριού, επίτιμος Δημότης της Καστανέας. Ο εφοπλιστής, χρηματοδότησε την αναστήλωση δύο βυζαντινών Ναών του χωριού, που χτίσθηκαν τον ενδέκατο αιώνα. Η αναστήλωση του πρώτου ναού του Αη-Νικολάκη της Μαρούλαινας, όπως τον αποκαλούν οι ντόπιοι, λόγω του μικρού μεγέθους του σε σύγκριση με τον μεγαλύτερο ναό του Αγίου Νικολάου του χωρού, έχει ήδη ολοκληρωθεί και αμέσως αρχίζει το μεγάλο έργο της αναστήλωσης του περικαλλούς ναού των Αγίων Αποστόλων, το οποίο θα διαρκέσει περίπου δύο χρόνια. Οι Άγιοι Απόστολοι αποτελούν κόσμημα. Πρόκειται για ένα αριστούργημα της βυζαντινής τέχνης, που κοσμεί όλα τα περιοδικά και τα έντυπα που αναφέρονται στη Μάνη και ήταν θέμα χρόνου να υποστεί ανεπανόρθωτες ζημίες. Θυμάμαι, μικρό παιδί, τη στιγμή που ο καθηγητής της Βυζαντινής Ιστορίας, ανακάλυψε μαζί με τα μέλη του τμήματός του το μοναδικό αυτό δείγμα της βυζαντινής τέχνης. Θυμάμαι, τι χαρά είχε και πως με τα ίδια του τα χέρια προσπαθούσε να κόψει τα παρακείμενα δένδρα που τραυμάτιζαν το Ναό. Θυμάμαι τον πατέρα μου, εφημέριο του χωριού, να τελεί κάθε χρόνο την θεία λειτουργία στην πανήγυρη των Απόστολων Πέτρου και Παύλου και να μου τονίζει: «Για χίλια συνεχή χρόνια παιδί μου, εμείς οι Καστανιώτες έχουμε τη χάρη και την ευλογία να εκκλησιαζόμαστε στο ναό αυτό» και προχωρούσε τη σκέψη του παραπέρα, λέγοντας ότι «αυτό είναι το μεγαλείο, η δύναμη και οι ρίζες μιας χώρας, όταν σε ένα απομεμακρυσμένο ορεινό χωριό, στο πουθενά, συμβαίνει αυτό το συγκλονιστικό γεγονός, που θα το ζήλευαν πολλά και σπουδαία έθνη που κομπορρημονούν για έργα λίγων μόνο εκατονταετηρίδων». Το σπουδαίο αυτό εθνικό έργο, έρχεται να ενισχύσει με το έργο του ο σύγχρονος ευεργέτης, Θανάσης Μαρτίνος.

Σήμερα, πολλοί υποστηρίζουν, και δεν έχουν άδικο, ότι η οικονομική και κοινωνική κρίση που περνάμε, οφείλεται στο ότι η Δύση έχει υπονομεύσει και εν πολλοίς απαξιώσει τις αξίες εκείνες που την ανέδειξαν και που για 500 χρόνια την κατέστησαν οικονομικό και κοινωνικό ηγεμόνα του κόσμου. Αυτές τις αξίες θα πρέπει να ξαναβρούμε, εάν θέλουμε σαν Έλληνες και Ευρωπαίοι να ξανασταθούμε στα πόδια μας. Στο πλαίσιο αυτό, η πολιτιστική συνεισφορά του Θανάση Μαρτίνου είναι πολύτιμη. Οι Καστανιώτες, από τις φιλόξενες στήλες του “SHIPPING”, απευθύνoυμε στον εφοπλιστή Αθανάσιο Μαρτίνο, ένα μεγάλο «ευχαριστώ», γιατί μας κάνει να αισθανόμαστε υπερήφανοι, αναστηλώνοντας τέτοια ιερά μνημεία και αναδεικνύοντας την ομορφιά τους. Έτσι, νιώθουμε και εμείς, όλοι οι συγχωριανοί, ότι μέσα από τη συνέχεια, συμμετέχουμε στο μεγαλείο.

OCTOBER 2014 SHIPPING 57

REPORTAGE

ΤΡΑΙΝΟΣΕ και Cosco αλλάζουν το σκηνικό στο λιμάνι Συνέρχεται, εκτάκτως, στις 11 Νοεμβρίου, η Γενική Συνέλευση των Μετόχων του ΟΛΠ, με μοναδικό θέμα την έγκριση του συμβατικού κειμένου του έργου «Φιλικός Διακανονισμός μεταξύ ΟΛΠ Α.Ε. και ΣΕΠ Α.Ε., για την κατασκευή του δυτικού Προβλήτα ΙΙΙ του Σταθμού Εμπορευματοκιβωτίων». Στο έργο, συνολικής επένδυσης 230.000.000 ευρώ, συμπεριλαμβάνεται και η κατασκευή για λογαριασμό του ΟΛΠ, του νέου προβλήτα πετρελαιοειδών, καθώς και η μηχανολογική αναβάθμιση των προβλητών ΙΙ και ΙΙΙ. Αφού ολοκληρωθούν τα έργα, η ετήσια δυναμικότητα για την θυγατρική της Cosco ΣΕΠ Α.Ε, αναμένεται να ανέλθει σε 6.200.000 TEU, τα οποία (μαζί με το Σταθμό εμπορευματοκιβωτίων του ΟΛΠ, δυναμικότητας 1.000.000 TEU, θα καταστήσουν τον Πειραιά ένα από

τα μεγαλύτερα λιμάνια μεταφοράς εμπορευματοκιβωτίων στη Μεσόγειο στην Ευρώπη. Η δυναμικότητα του Σταθμού, αναμένεται να αυξηθεί από τα 3.700.000 TEU, σήμερα, σε 6.200.000 TEU, χωρίς να αλλάξει το ποσοστό ανταλλάγματος προς τον ΟΛΠ, που είναι 24,5% επί των εσόδων της ΣΕΠ από το 2017. Εκτός, όμως, από τη θάλασσα, υπάρχει και ο σιδηρόδρομος, με τη δημιουργία σιδηροδρομικής ροής εμπορευματοκιβωτίων από την κεντρική Ευρώπη προς Ασία, μέσω των εγκαταστάσεων της PCT S.A. στον Πειραιά. Όπως είναι γνωστό, η ΤΡΑΙΝΟΣΕ υπέγραψε Μνημόνιο με την Cosco, για την σιδηροδρομική σύνδεση της ανατολικής και κεντρικής Ευρώπης με τον Πειραιά. Η υπογραφή του Μνημονίου, είχε την πλήρη και αποφασιστική στήριξη από τους εκπροσώπους των παραγωγικών τάξεων, που είδαν αμέσως θετικά και με ανακούφιση την -επιτέλους- υλοποίηση της δρομο-

58 SHIPPING OCTOBER 2014

λόγησης εμπορικών συρμών με διακίνηση φορτίων, κάτι για το οποίο αγωνίζονταν επί δεκαετίες! Σήμερα, εκκινούν από τον Πειραιά δύο ή τρεις αμαξοστοιχ ίες την εβδομάδα, φορτωμένες με εμπορευματοκιβώτια, ενώ ο στόχος της συμφωνίας είναι, για το 2015, να διακινηθούν μέσω του δικτύου της ΤΡΑΙΝΟΣΕ, 500 εμπορευματικοί συρμοί, με αποκλειστικό φορτίο τα εμπορευματοκιβώτια της Cosco. Μέχρι τώρα, οι συρμοί της ΤΡΑΙΝΟΣΕ γεμίζουν τις εγκαταστάσεις της PCT και με εμπορευματοκιβώτια άλλων διαμετακομιστικών εταιρειών. Εκείνο που δείχνουν οι μέχρι τώρα τάσεις, είναι ότι ο όγκος στον τομέα της μεταφοράς εμπορευματοκιβωτίων, αναμένεται να αυξηθεί δυναμικά στο αμέσως προσεχές διάστημα. Η ΤΡΑΙΝΟΣΕ, με τη συμφωνία που υπέγραψε, έχει αναλάβει την υποχρέωση να διευκολύνει τη ροή των φορτίων από το λιμάνι του Πειραιά, παραχωρώντας την απαιτούμενη χωρητικότητα και να εξασφαλίζει την εντός των απαιτούμενων χρονικών ορίων πραγματοποίηση των δρομολογίων, αφού είναι γνωστό ότι κάθε καθυστέρηση μπορεί να στοιχίσει τεράστια ποσά στους εμπλεκόμενους φορείς. Για να γίνουν, όμως, όλα αυτά πραγματικότητα και να υπάρξει πραγματική εμπορική ανάπτυξη, είναι απαραίτητη η βελτίωση των σιδηροδρομικών υποδομών και η παροχή ηλεκτρικής κάλυψης σε όλο τον σιδηροδρομικό άξονα Αθηνών- Θεσσαλονίκης-Ειδομένης. Με την ως άνω αναβάθμιση, θα γίνει δυνατή η δρομολόγηση συρμών με μεγαλύτερη μεταφορική δυνατότητα και ταχύτητα, κάτι που «κατέχουν» και εκμεταλλεύονται άλλα Μεσογειακά λιμάνια της ΕΕ, κερδίζοντας έτσι χρόνο και «πόντους» στη μάχη που δίνουν με την Βόρειο Ευρώπη. Σύμφωνα, πάντως, με τα μέχρι στιγμής δεδομένα, αναμένεται για το προσεχές διάστημα, σημαντική αύξηση των φορτίων που διακινούνται μέσω Πειραιά και Θεσσαλονίκης. Η μεγάλη ανάπτυξη του Πειραιά, που επιτεύχθηκε έπειτα από τις (τόσο αμφισβητηθείσες) συμφωνίες με την Cosco, δείχνει πεντακάθαρα ότι χωρίς συνέργειες και αποφάσεις που μπορεί αρχικά να «ξενίζουν», δεν είναι δυνατόν να υπάρξει μέλλον, σε έναν κόσμο που κινείται και αλλάζει συνεχώς…

“SHIPPING”

REPORTAGE

Βράβευση από το υπουργείο Δημοσίας Τάξεως

Για τον Μιχάλη Σάλλα και την Τράπεζα Πειραιώς Τον πρόεδρο του Διοικητικού Συμβουλίου του Ομίλου της Τράπεζας Πειραιώς Μιχάλη Σάλλα, βράβευσε ο υπουργός Δημόσιας Τάξης και Προστασίας του Πολίτη Βασίλης Κικίλιας, σε ειδική τελετή που πραγματοποιήθηκε στην αίθουσα «Παύλος Μπακογιάννης» του υπουργείου Δημόσιας Τάξης και Προστασίας του Πολίτη. Ο υπουργός Βασίλης Κικίλιας εξέφρασε τις ευχαριστίες του προς τον Μιχ. Σάλλα για την συνολική προσφορά του Ομίλου, προς την Ελληνική Αστυνομία, την τελευταία πενταετία, ύψους 1.692.194 ευρώ. Σημειώνεται, ότι το ανωτέρω ποσό έχει διατεθεί για την αγορά 95 μοτοσικλετών, 550 αλεξίσφαιρων γιλέκων και ηλεκτρονικού εξοπλισμού. Η τελευταία προσφορά του Ομίλου της Τράπεζας Πειραιώς αξιοποιήθηκε για την απόκτηση 10 οχημάτων τύπου τζιπ, που εξυπηρετούν τις ανάγκες των Αστυνομικών O Βασίλης Κικίλιας βραβεύει τον Μιχάλη Σάλλα της Ομάδας Πρόληψης και Καταστολής της Εγκληματικότητας (ΟΠΚΕ). τικότητα της Ελληνικής Αστυνομίας έχει συντελέσει σε καθοΑπευθυνόμενος προς τον πρόεδρο του Δ.Σ. του Ομίλου της ριστικό βαθμό, τόσο στη βελτίωση της ποιότητας ζωής των ποΤράπεζας Πειραιώς, ο υπουργός δήλωσε: λιτών, όσο και στη βελτίωση της διεθνούς εικόνας της χώρας, «Σας ευχαριστώ πραγματικά, εκ μέρους της Πολιτικής και Φυκάτι το οποίο, με δεδομένη την κρίσιμη συγκυρία, έχει πολλασικής Ηγεσίας του Υπουργείου. Δεν είναι μόνον η χρηματική πλά οφέλη για την οικονομία και για την κοινωνία. Σας ευχαριαξία της δωρεάς, αλλά κυρίως το μήνυμα που αυτή η ενέργεια στούμε για αυτά που κάνετε και σας διαβεβαιώνουμε ότι ο Όμιεκπέμπει προς την κοινωνία. Τέτοιου είδους προσφορές απολος της Τράπεζας Πειραιώς θα συνεχίσει έμπρακτα να είναι δίδεικνύουν τι μπορεί να επιτευχθεί -ειδικά σε περιόδους οικοπλα σας». νομικής κρίσης- όταν η ιδιωτική πρωτοβουλία έρχεται να στηΣτην τελετή παρευρέθηκαν ο γενικός γραμματέας Δημόσιας Τάρίξει τις ανάγκες και τις προσπάθειες της Ελληνικής Αστυνομίας. ξης, Αθ. Ανδρεουλάκος, ο αρχηγός της Ελληνικής Αστυνομίας, ανΣτο πλαίσιο αυτό, η δωρεά αυτή αποτελεί καταρχήν μία πράτιστράτηγος Δημ. Τσακνάκης, ο υπαρχηγός του Σώματος, αντιξη στήριξης της προσπάθειας της Ελληνικής Αστυνομίας για την στράτηγος Σπυρ. Παπασπύρου, ο προϊστάμενος Επιτελείου του εμπέδωση του αισθήματος ασφάλειας, άρα επί της ουσίας, μία Αρχηγείου, αντιστράτηγος Κων. Τσουβάλας, ο γενικός επιθεωπράξη ενίσχυσης της κοινωνικής συνοχής». ρητής Αστυνομίας Νοτίου Ελλάδος, αντιστράτηγος Ηλ. ΓεωρΟ Μιχάλης Σάλλας, από την πλευρά του, δήλωσε: «Όλοι αναγόπουλος, οι προϊστάμενοι Κλάδων, καθώς και διευθυντές Διγνωρίζουν ότι τα τελευταία χρόνια το έργο και η αποτελεσμαευθύνσεων του Αρχηγείου.

Χίος και Μυτιλήνη «πύλες εισόδου» παράνομων μεταναστών

Επίσκεψη του Αρχηγού Λ.Σ στα δυο νησιά Διήμερη επίσκεψη, στο πλαίσιο παρακολούθησης του επιχειρησιακού σχεδιασμού των Κεντρικών Λιμεναρχείων Μυτιλήνης, Χίου και Σάμου για την αντιμετώπιση της παράνομης μετανάστευσης, πραγματοποίησε ο Αρχηγός του Λ.Σ, Αντιναύαρχος Λ.Σ. Αθανάσιος Αθανασόπουλος. Ο Αρχηγός συμμετείχε σε περιπολίες με σκάφος του Λ.Σ.. στις περιοχές δικαιοδοσίας των εν λόγω Λιμενικών Αρχών,

προκειμένου να παρακολουθήσει την εφαρμογή του σχεδιασμού των επιχειρησιακών μέτρων επιτήρησης των θαλασσίων συνόρων και την αντιμετώπιση θεμάτων που αφορούν την παράνομη μετανάστευση. Στο πλαίσιο αυτό, συνομίλησε με το προσωπικό των Λιμενικών Αρχών καθώς και με εκπροσώπους των τοπικών συνδικαλιστικών ενώσεων για προβλήματα που τους απα-

OCTOBER 2014 SHIPPING 59

REPORTAGE σχολούν καθώς και τρόπους επίλυσής τους. Επιπλέον πραγματοποίησε επισκέψεις στις τοπικές αρχές (δημοτικές, στρατιωτικές και αστυνομικές) με στόχο την περαιτέρω βελτίωση της συνεργασίας τους με το Λ.Σ. Ιδιαίτερο αντικείμενο στις συζητήσεις με τους φορείς της τοπικής αυτοδιοίκησης, στις νήσους Χίο και Λέσβο, απετέλεσε η βελτίωση των συνθηκών προσωρινής παραμονής των αλλοδαπών που εισέρχονται στη χώρα, μέσω των θαλασσίων συνόρων. Επιπρόσθετα, διανεμήθηκε προστατευτικός υγειονομικός

εξοπλισμός (γάντια, μάσκες, μπλούζες μίας χρήσεως κ.α.) στο προσωπικό των ανωτέρω Λιμενικών Αρχών και στα πληρώματα των περιπολικών σκαφών Λ.Σ. Ο Αρχηγός συνεχάρη τα στελέχη των Λιμενικών Αρχών και τα πληρώματα των περιπολικών σκαφών για την ετοιμότητα και αποτελεσματικότητα που επιδεικνύουν στην εκτέλεση της αποστολής τους και τους προέτρεψε να συνεχίσουν με αμείωτο ζήλο το έργο τους για την αντιμετώπιση του μείζονος Εθνικού ζητήματος της παράνομης εισόδου αλλοδαπών από τα Ανατολικά θαλάσσια σύνορα.

Ναυτικό Σαλόνι 2014

Βαρβιτσιώτης: Περισσότερα σκάφη, καλύτερες υπηρεσίες Στόχος της κυβέρνησης είναι η προσέλκυση όσο το δυνατό περισσότερων σκαφών αναψυχής στην Ελλάδα , ώστε να αναπτυχθεί ο θαλάσσιος τουρισμός. Στο πλαίσιο αυτό κινήθηκε ο υπουργός Ναυτιλίας Μιλτιάδης Βαρβιτσιώτης, εγκαινιάζοντας την έκθεση «Ναυτικό Σαλόνι», που αποτελεί τον κορυφαίο θεσμό στον τομέα των θαλάσσιων ερασιτεχνικών και επαγγελματικών δραστηριοτήτων. Η έκθεση, έπειτα από διετή απουσία, λόγω οικονομικών δυσχερειών, έκανε εφέτος και πάλι την εμφάνισή της, με τρόπο εντυπωσιακό. Η αναφορά στις σημαντικές μεταρρυθμίσεις που υλοποίησε το τελευταίο χρονικό διάστημα το Υπουργείο Ναυτιλίας στο χώρο του yachting, χαρακτήρισε τον λόγο του υπουργού. «Προσδοκούμε ότι η αγορά θα ανέβει. Προσδοκούμε να φέρουμε περισσότερα σκάφη στη χώρα, μικρά και μεγάλα. Μάλιστα, γι’ αυτό το λόγο, όταν περάσαμε, στο τέλος του χρόνου, από τη Βουλή, τις ρυθμίσεις για τα σκάφη αναψυχής, καταργήσαμε το φόρο πολυτελείας 10% σε όλες τις κατηγορίες. Δεν λέω ότι τα πράγματα με ένα Νόμο έγιναν με μαγικό τρόπο καλύτερα. Υπάρχουν υποδομές που πρέπει να βελτιώσουμε, οφείλουμε να φτιάξουμε ράμπες, υποδομές στις μαρίνες και να δώσουμε λύσεις σε προβλήματα δικών σας επιχειρήσεων που έχουν σχέση με τη ναυτιλία και την αδειοδότησή τους», τόνισε ο υπουργός. «Εκείνο που θέλω να ξέρετε είναι ότι ως φίλος του yachting, ως φίλος του coating, ως φίλος των σκαφών αναψυχής και

60 SHIPPING OCTOBER 2014

του θαλασσίου τουρισμού, οι συνεργάτες μου και εγώ θα είμαστε πάντα δίπλα στο πλευρό σας. Στόχος μας είναι να αναπτύξουμε την επαφή των Ελλήνων με τη θάλασσα, να αναπτύξουμε τον τομέα του θαλασσίου τουρισμού, όπως και την καθιέρωση και αδειοδότηση του αλιευτικού τουρισμού. Μία υπουργική απόφαση που εδώ και πολύ καιρό εκκρεμούσε, αλλά μόλις προχθές υποβλήθηκε στην επιτροπή των κομμάτων ώστε να αναπτύξουμε και αυτό το κομμάτι, θα γίνει σύντομα πραγματικότητα», είπε χαρακτηριστικά. Ο υπουργός ανέφερε επίσης και τα ακόλουθα: • Έχουμε και άλλα πράγματα να κάνουμε, πράγματα που έχουν σχέση με την αδειοδότηση και τα προσόντα του κυβερνήτη του ταχυπλόου σκάφους.

• Υπάρχουν, επιπρόσθετα, πρωτοβουλίες που φέρνουμε για τα κατοικίδια ζώα και την πρόσβασή τους στις παραλίες από την επόμενη χρονιά, βάζοντας τέλος στην χρόνια αναντιστοιχία μεταξύ υφιστάμενης νομοθεσίας και καθημερινής πραγματικότητας.

• Δημιουργήσαμε ένα Λιμεναρχείο, το οποίο θα ειδικεύεται ειδικά στα θέματα των σκαφών αναψυχής, το Λιμεναρχείο Σαρωνικού, του οποίου η δικαιοδοσία θα αρχίζει από το Στάδιο Ειρήνης και Φιλίας μέχρι τη Σαρωνίδα και θα καλύπτει ουσιαστικά όλο τον παράκτιο και θαλάσσιο πληθυσμό της Αττικής.

REPORTAGE

Διάσωση 123 μεταναστών από το πλοίο M/T KRITI SEA της AVIN INTERNATIONAL Η Ελληνική ναυτοσύνη, ανθρωπιά και φιλότιμο των ναυτικών της AVIN INTERNATIONAL S.A, αποδείχθηκε περίτρανα για ακόμα μία φορά ότι υπάρχουν σε μεγάλο βαθμό. Το πιο κάτω περιστατικό αποτελεί μία ακόμα επιβεβαίωση γι’ αυτό. Το πετρελαιοφόρο πλοίο Μ/Τ KRITI SEA με Ελληνική Σημαία, της διαχειρίστριας εταιρείας AVIN INTERNATIONAL S.A. και ενώ έπλεε σε έμφορτη κατάσταση νοτίως της Ιταλίας με προορισμό εκφόρωσης το FOS LAVERA, αργά το βράδυ της 31ης Ιουλίου 2014, ειδοποιήθηκε από τις ιταλικές αρχές έρευνας και διάσωσης, ότι ένα ξύλινο σκάφος με λαθρομετανάστες, περίπου 200 ναυτικά μίλια νοτίως των Ιταλικών ακτών, βρίσκεται σε κίνδυνο. Ο Πλοίαρχος του πλοίου, Θεόδωρος Κάσσης, αμέσως άλλαξε πορεία προς το σκάφος που κινδύνευε και ειδοποίησε τον Ελληνικό θάλαμο επιχειρήσεων του ΥΕΝ και την εταιρεία AVIN INTERNATIONAL S.A. Την επομένη το πρωϊ, 1η Αυγούστου, προσέγγισε με προσοχή το σκάφος «πλωτό νεκροταφείο» μήκους περίπου 20-25 μέτρων και περισυνέλεξε ασφαλώς 123 λαθρομετανάστες, που είχαν ξεκινήσει από τη Λιβύη, με προορισμό τις νότιες ακτές της Ιταλίας. Οι λαθρομετανάστες ήταν κυρίως Συριακής και Παλαιστινιακής καταγωγής και όπως οι ίδιοι ισχυρίσθηκαν, ο καπετάνιος και μηχανικός τους σκάφους τους εγκατέλειψαν με ταχύπλοο, όταν απομακρύνθηκαν από τις ακτές της Λιβύης και αναγκάστηκαν να ζητήσουν βοήθεια μετά από ακινησία του σκάφους λόγω μηχανικής βλάβης και λόγω κακών καιρικών συνθηκών στην περιοχή εκείνο το βράδυ. Η κατάστασή τους ήταν τραγική από πλευράς υγιεινής, χωρίς φαγητό και νερό για τρεις συνεχείς ημέρες. Μεταξύ των επιβατών υπήρχαν πολλά παιδιά, μερικά βρέφη,

μερικές γυναίκες έγκυες, μία εκ των οποίων σχεδόν έτοιμη να γεννήσει, αρκετοί υπερήλικες και ένας ημιπληγικός σε τροχοφόρο καρότσι. Το δύσκολο έργο της επιβίβασης των 123 ατόμων στο πλοίου, που απαιτεί υψηλή ναυτοσύνη στους χειρισμούς του πλοίου, ολοκληρώθηκε επιτυχώς. Το συντονισμό της όλης επιχείρησης στην κλίμακα και το κατάστρωμα του πλοίου, ανέλαβε ο Α΄ Μηχανικός, Μιχαήλ Ψωμαδάκης. Αμέσως μετά, ο Πλοίαρχος οργάνωσε όλο το εκτός φυλακής πλήρωμά του σε ομάδες, κάθε μία από τις οποίες ανέλαβε αντίστοιχο αριθμό μεταναστών και διατέθηκαν όλα τα δωμάτια του πληρώματος και αυτό του Πλοιάρχου, συμπεριλαμβανομένου για ένα ζεστό μπάνιο. Η σύζυγος του Πλοιάρχου, που βρισκόταν στο πλοίο, ανέλαβε προσωπικά με προσοχή και στοργή τη φροντίδα των εγκύων γυναικών και των γυναικών που είχαν βρέφη. Πολύ πριν φτάσουν κοντά στο σκάφος με τους λαθρομετανάστες, κατόπιν εντολής του Πλοιάρχου, ετοιμαζόταν ένα πλούσιο γεύμα που τους παρασχέθηκε μετά το μπάνιο. Στη συνέχεια, διατέθηκαν κρεβάτια σε δωμάτια, στρώματα και κουβέρτες σε όλους τους χώρους και διαδρόμους του χώρου ενδιαιτήσεων για ξεκούραση και ηρεμία. Αξιοσημείωτο είναι το γεγονός, ότι μεταξύ των λαθρομεταναστών και του πληρώματος δημιουργήθηκε αμέσως ένα ζεστό και φιλικό κλίμα. Σε όλη τη διάρκεια της παραμονής τους στο πλοίο, ο Πλοίαρχος και όλο το πλήρωμα συνέχισαν να τους παρέχουν κάθε δυνατή βοήθεια, πλούσιο φαγητό και κυρίως αγάπη. Την επόμενη ημέρα, κατόπιν οδηγιών των ιταλικών αρχών, το πλοίο προσέγγισε στο λιμάνι Palermo της Σικελίας όπου αποβίβασε ασφαλώς τα 123 άτομα. Ο Αρχηγός του Λιμενικού Σώματος, Αντιναύαρχος Λ.Σ. Αθανάσιος Αθανασόπουλος και ο αρμόδιος Υποναύαρχος της Ιταλικής Ακτοφυλακής Giovanni Pettorino, έστειλαν, πρόσφατα, συγχαρητήρια γράμματα προς τον Πλοίαρχο του πλοίου Θεόδωρο Κάσση, μέσω της διαχειρίστριας εταιρείας AVIN INTERNATIONAL S.A.

OCTOBER 2014 SHIPPING 61

REPORTAGE

Συνάντηση του Μ. Κεφαλογιάννη με τον Τούρκο υπουργό Β. Μποζκίρ τερικών συνόρων των κρατών μεΣημαντικά ήταν τα θέματα, που συζηλών ως απαραίτητη προϋπόθεση τήθηκαν μεταξύ του επικεφαλής των Ευγια την πρόοδο των ενταξιακών ρωβουλευτών της ΝΔ, Μανώλη Κεφαλοδιαπραγματεύσεων της Τουρκίας. γιάννη και του Τούρκου Υπουργού Ευρω2. Το ζήτημα του σεβασμού της παϊκών Υποθέσεων, Βολκάν Μποζκίρ. Σύμβασης του ΟΗΕ για το Δίκαιο Όπως επισήμανε ο κ. Κεφαλογιάννης, η της Θάλασσας (UNCLOS), η οποία ΕΕ αποτελεί τον πλέον σημαντικό εταίρο αποτελεί κοινοτικό κεκτημένο, το για την Τουρκία, και το σημαντικότερο κίοποίο οφείλουν να σέβονται και νητρο για την υλοποίηση δημοκρατικών να αποδέχονται όλες οι υποψήμεταρρυθμίσεων στη χώρα. Η Τουρκία φιες προς ένταξη χώρες. Ο κ. Κεαπό μέρους της είναι στρατηγικός εταίρος φαλογιάννης υπογράμμισε ότι η για την Ευρωπαϊκή Ένωση, σε πολιτικό και Τουρκία είναι η μοναδική υπό ένσε οικονομικό επίπεδο, ιδιαίτερα σήμερα ταξη χώρα που δεν έχει υπογράλόγω των εξελίξεων στην ευρύτερη πεψει και επικυρώσει την Σύμβαση, ριοχή της Μέσης Ανατολής και της Βορείκαι τόνισε ότι οι πρόσφατες ενέρου Αφρικής. γειες της Τουρκίας στην ΑποκλειΓια τις ενταξιακές διαπραγματεύσεις της Ο Μανώλης Κεφαλογιάννης με τον Βολκάν Μποζκίρ στική Οικονομική Ζώνη της ΚύΤουρκίας, ο κ. Κεφαλογιάννης υποστήριξε πρου, αποτελούν κατάφωρη παραβίαση των κυριαρχικών διότι είναι απαραίτητο η Τουρκία να προβεί σε μεταρρυθμίσεις για καιωμάτων της Κυπριακής Δημοκρατίας και της Διεθνούς Σύμτην ενίσχυση του Κράτους Δικαίου στο εσωτερικό της και την εμβασης των Ηνωμένων Εθνών για το Δίκαιο της Θάλασσας, οι πέδωση του σεβασμού των Ανθρωπίνων Δικαιωμάτων και των Θρησκευτικών Ελευθεριών που αποτελούν βασική αρχή του δηοποίες μάλιστα δυναμιτίζουν την ασφάλεια, τη σταθερότητα και την ειρήνη στην περιοχή. μοκρατικού πολιτεύματος και των αρχών της ΕΕ.

3. Ο Μανώλης Κεφαλογιάννης επισήμανε ότι η επίλυση του ΚυΣτη συνάντηση, ο κ. Κεφαλογιάννης έθεσε θέματα που αφοπριακού είναι προϋπόθεση για να προχωρήσει η Τουρκία στο ρούν τις σχέσεις καλής γειτονίας στην Νοτιανατολική Μεσόγειο δρόμο προς την ΕΕ. και κυρίως με τις γειτονικές χώρες: Το θέμα της ανόδου των εξτρεμιστών ισλαμιστών, η κατάσταση 1. Την ανάγκη σεβασμού των αρχών της Ευρωπαϊκής Ένωσης και στη Συρία, το Ιράκ και την Μέση Ανατολή, ήταν επίσης, μερικά του ευρωπαϊκού κεκτημένου, των σχέσεων καλής γειτονίας, κααπό τα θέματα που συζητήθηκαν. θώς και του σεβασμού της εδαφικής ακεραιότητας και των εξω-

ΗΕΜΕΧΡΟ: Άνοιγμα στην Κορέα Την πρόθεσή τους να συμπεριλάβουν τις ελληνικές επιχειρήσεις ναυτιλιακού εξοπλισμού στους πίνακες προμηθευτών της, με ιδιαίτερη μνεία σε συγκεκριμένα ελληνικά προϊόντα , εξέφρασαν τα κορεατικά ναυπηγεία DaewooShipbuilding. Η σημαντική αυτή επαφή πραγματιοποιήθηκε κατά την επίσκεψη των Ελλήνων κατασκευαστών ναυτιλιακού εξοπλισμού (HEMEXPO) με έξι από τα μεγαλύτερα νοτιοκορεατικά ναυπηγεία. Οι συναντήσεις πραγματοποιήθηκαν στο πλαίσιο της Ελληνοκορεατικής Συνάντησης Συνεργασίας στον Τομέα των Ναυπηγήσεων, που πραγματοποιήθηκε στη Changwon Η ελληνική αποστολή συμμετείχε σε σεμινάριο και γεύμα που διοργανώθηκε από την Επιτροπή Ναυτιλίας και Ναυπηγικής Βιομηχανίας του Ευρωπαϊκού Επιμελητηρίου στην Κορέα (ECCK). ενδιαφέρονται επί το πλείστον. Τα μέλη της HEMEXPO επισκέφθηκαν τις εγκαταστάσεις του KoreaMarineEquipmentResearchInstitute, όπου συζητήθηκαν οι

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προοπτικές συνεργασίας των δύο μερών σε επίπεδο έρευνας και τεχνολογικής ανάπτυξης, με από κοινού συμμετοχή σε ερευνητικά προγράμματα. Επικεφαλής της αποστολής ήταν ο Γενικός Γραμματέας Διεθνών και Οικονομικών Σχέσεων του Υπουργείου Εξωτερικών, Παναγιώτης Μίχαλος, ενώ συμμετείχαν δέκα ελληνικές εταιρείεςμέλη της HEMEXPO: A. MALLIOS, ALUMINOXAE, D. KORONAKISAE, EPEAE, ERMAFIRSTAE, FARADAE, OLYMPIAELECTRONICSAE, PRISMAELECTRONICSAE, PSYCTOTHERM και RAYCAPAE. Η ελληνική αποστολή είχε την ευκαιρία να παρουσιάσει τις εταιρείες-μέλη της και τα προϊόντα τους στα πλαίσια της διεθνούς ναυτιλιακής έκθεσης MARINETECH 2014. Επιπλέον, και κατά την τελετή εγκαινίων της έκθεσης, οι Έλληνες Κατασκευαστές Ναυτιλιακού Εξοπλισμού, ως επίτιμοι προσκεκλημένοι των διοργανωτών, απηύθυναν, δια της εκπροσώπου τους, κας Ελένης Πολυχρονοπούλου, σύντομο χαιρετισμό και ευχετήρια πρόποση.

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Σαμαράς-Κετσιάνγκ: Σε καλό δρόμο οι σχέσεις Ελλάδας-Κίνας Η επένδυση της Cosco στο λιμάνι του Πειραιά αλλά και την προοπτική επέκτασής της, ήταν το θέμα των συζητήσεων μεταξύ των πρωθυπουργών Ελλάδας και Κίνας, Αντ. Σαμαρά και Λι Κετσιάνγκ, στο περιθώριο Συνόδου Κορυφής ΕΕ – Ασίας. Ο Κινέζος πρωθυπουργός επαναβεβαίωσε το ενδιαφέρον της χώρας του για το πρόγραμμα ιδιωτικοποιήσεων, στο οποίο περιλαμβάνονται οι σιδηρόδρομοι και τα αεροδρόμια Αθηνών και Καστελλίου Κρήτης. Ο Λι Κετσιάνγκ μεταξύ άλλων, τόνισε ότι η Ελλάδα παραμένει η βασική πύλη εισόδου των κινεζικών προϊόντων στην Ευρώπη, ενώ ιδιαίτερη αναφορά έγινε και στον ορυκτό πλούτο της χώρας, όπου φαίνεται να εκδηλώνεται κινεζικό ενδιαφέρον για επενδύσεις και σε αυτόν τον τομέα.

Ακτοπλοΐα Αύξηση κίνησης στο Αιγαίο κατά 4,6% Από το ολότελα… καλό είναι και το 4,6%! Αυτό ήταν το ποσοστό αύξησης που παρουσίασαν οι αριθμοί στην επιβατική κίνηση στο Αιγαίο και έδωσαν την ευκαιρία για μια μικρή ανάσα στις εταιρείες της ακτοπλοΐας. Όπως αναφέρουν τα στοιχεία των Λιμενικών Αρχών έως και τον Αύγουστο του 2014, από τον Πειραιά προς τα νησιά του Αιγαίου και την Κρήτη, διακινήθηκαν 5.450.000 επιβάτες έναντι 5.210.000 κατά το αντίστοιχο περυσινό χρονικό διάστημα, με το ποσοστό αύξησης να φθάνει στο 4,6%.

Ο αριθμός των ΙΧ αυτοκινήτων στο Αιγαίο, αυξήθηκε από τα 623.000 στις 640.000, ποσοστό 2,7% και στα φορτηγά από 240.000 στις 247.000, ποσοστό 2,9%. Στην Αδριατική, η επιβατική κίνηση αυξήθηκε κατά 1,8%, έναντι του 2013 και διακινήθηκαν 1.058.706 επιβάτες από 1.039.558 πέρυσι. Αύξηση παρουσιάσθηκε, επίσης, στην κίνηση των φορτηγών κατά 2,8% (215.016 έναντι 209.919 το 2013). Αντίθετα, μείωση κατά 3% υπήρξε στην κίνηση των ΙΧ αυτοκινήτων -μεταφέρθηκαν 223.501, έναντι 230.544, κατά το αντίστοιχο περυσινό διάστημα.

ΕΙΔΗΣΕΙΣ

AIGAION Ασφαλιστική A.E. Ασφάλιση Έργων Τέχνης του Δήμου Θεσσαλονίκης Την AIGAION Ασφαλιστική Α.Ε. εμπιστεύτηκε ο Δήμος Θεσσαλονίκης για την ασφάλιση 2.703 πινάκων ζωγραφικής που εκτίθενται στην Δημοτική Πινακοθήκη και σε άλλα πολιτιστικά ιδρύματα του Δήμου. Η AIGAION ανέλαβε την ασφάλιση κατά παντός κινδύνου των συγκεκριμένων έργων τέχνης, μετά τη διεξαγωγή του σχετικού διαγωνισμού που πραγματο-

ποίησε ο Δήμος Θεσσαλονίκης. Η AIGAION Ασφαλιστική Α.Ε. διαθέτει ολοκληρωμένα προγράμματα ασφάλισης έργων τέχνης και καλύπτει συλλογές ιδιωτών, επιχειρήσεων, μουσείων, αιθουσών τέχνης, πολιτιστικών ιδρυμάτων από κάθε πιθανό κίνδυνο, ενώ σε συνεργασία με ισχυρούς αντασφαλιστικούς οίκους έχει τη δυνατότητα καλύψεων πολύ μεγάλων ασφαλιζόμενων κεφαλαίων.

Άμεση πληροφόρηση για την επισκευή ή αντικατάσταση κρυστάλλων Μία ακόμη ενέργεια για την εξυπηρέτηση των πελατών και των συνεργατών της πραγματοποίησε η AIGAION Ασφαλιστική Α.Ε., συγκεντρώνοντας και αναρτώντας στην εταιρική της ιστοσελίδα τις συνεργαζόμενες με αυτήν εταιρίες επισκευής ή αντικατάστασης κρυστάλλων, καθώς και τα υποκαταστήματα τους. Ειδικότερα, στην ιστοσελίδα www.aigaion.gr, δημιούργησε μία νέα κατηγορία με τίτλο «ΘΡΑΥΣΗ ΚΡΥΣΤΑΛΛΩΝ», στην οποία ο χρήστης έχει τη δυνατότητα να βρει τις συνεργαζόμενες με την AIGAION εταιρίες, Carglass, Glassdrive και ΦίληςGlass και να έχει πρόσβαση στη λίστα με τα υποκαταστήματα, τις διευθύνσεις και τα τηλέφωνα τους.

Οι πελάτες της AIGAION που απευθύνονται στις συγκεκριμένες εταιρίες για επισκευή ή αντικατάσταση κρυστάλλων εξασφαλίζουν άμεση αποκατάσταση της ζημιάς τους, χωρίς να καταβάλλουν χρήματα και χωρίς απαλλαγή, μέχρι του ορίου της καλύψεως. Η AIGAION Ασφαλιστική Α.Ε. με στόχο την αναβάθμιση των υπηρεσιών που προσφέρει στους πελάτες της, βρίσκεται στη διαδικασία υιοθέτησης όλων των νέων τεχνολογιών που θα δίνουν τη δυνατότητα στους ασφαλισμένους της να έχουν άμεση και εύκολη πρόσβαση μέσω του κινητού τηλεφώνου και του tablet σε τηλέφωνα πρώτης ανάγκης, όταν χρειαστεί να κάνουν χρήση του συμβολαίου τους.

Εγκρίθηκε η συμφωνία της AIGAION με την γερμανική DARAG H Επιτροπή Πιστωτικών και Ασφαλιστικών Θεμάτων της Τράπεζας της Ελλάδος ενέκρινε κατά την συνεδρίαση της 118/24.9.2014 την συμφωνία της AIGAION Ασφαλιστική Α.Ε. με τη DARAG, ανοίγοντας το δρόμο για την ολοκλήρωση της μεταφοράς του χαρτοφυλακίου αστικής ευθύνης αυτοκινήτων (ασφαλιστήρια με έναρξη κάλυψης έως 31.12.2010) της AIGAION στην

γερμανική αντασφαλιστική. Η κίνηση αυτή, εντάσσεται στον γενικότερο σχεδιασμό της ΑIGAION Ασφαλιστική Α.Ε. προκειμένου να ανταποκριθεί στις προκλήσεις της αγοράς απαλλαγμένη από τις αβεβαιότητες του παρελθόντος και να προετοιμαστεί για την εφαρμογή του Solvency II.

AIGAION ΑΣΦΑΛΙΣΤΙΚΗ Η AIGAION Ασφαλιστική Α.Ε. ιδρύθηκε το 1995, με κύρια δραστηριότητα τις ασφαλίσεις πλοίων, σκαφών αναψυχής και φορτίων, ενώ το 1999 επεκτάθηκε δυναμικά και στους λοιπούς κλάδους ασφάλισης ζημιών. Έχοντας κερδίσει την εμπιστοσύνη της ναυτιλιακής κοινότητας, παραμένει από το 2004 σταθερά στην κορυφή της ελληνικής ναυτασφαλιστικής αγοράς προσφέροντας την εμπειρία και τεχνογνωσία της για

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την υποστήριξη των αναγκών των συνεργατών και των πελατών της. Σήμερα, η AIGAION δραστηριοποιείται πλέον στους περισσότερους κλάδους των γενικών ασφαλειών, παρέχοντας εξειδικευμένα και σύγχρονα προγράμματα ασφάλισης τόσο για ιδιώτες όσο και για μικρές και μεγαλύτερες επιχειρήσεις, με πρωταρχικό στόχο την ικανοποίηση των πελατών της.

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